Part 7 - 2023
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Rules
Rules for the Classification of Steel Ships
Part 7 Ships of Special Service
2023
Guidance
Guidance Relating to the Rules for the Classification of Steel ships
Part 7 Ships of Special Service
2023
Rules for the Classification of Steel Ships
Part 7
Ships of Special Service
RA-07A-E KR
APPLICATION OF PART 7 "SHIPS OF SPECIAL SERVICE"
1. Unless expressly specified otherwise, the requirements in these Rules apply to ships
for which contracts for construction are signed on or after 1 July 2023.
2. The amendments to the Rules for 2022 edition and their effective date are as follows;
Effective Date : 1 September 2022
CHAPTER 7 Car Ferries and Roll-On/Roll-off Ships
- Section 5 Pure Car Carrier has been newly added.
- i -
CONTENTS
CHAPTER 1 OIL TANKERS ··································································································· 1
Section 1 General ············································································································ 1
Section 2 Hatchways, Gangways and Freeing Arrangements ······························· 4
Section 3 Longitudinal Frames and Beams in Cargo Oil Spaces ························· 5
Section 4 Girders, Transverses and Cross Ties in Cargo Oil Spaces ················· 7
Section 5 Bulkheads in Cargo Oil Spaces ······························································· 19
Section 6 Relative Deformation of Wing Tanks ····················································· 28
Section 7 Welding ········································································································· 29
Section 8 Supplementary Provisions for Tankers Having Longitudinal
Bulkhead at Centre Line Only ································································· 30
Section 9 Special Requirements for Wing Tanks at Fore Parts ························· 31
Section 10 Piping Systems and Venting Systems for Oil Tankers ···················· 34
Section 11 Electrical Equipment ················································································· 40
CHAPTER 2 ORE CARRIERS ······························································································ 47
Section 1 General ·········································································································· 47
Section 2 Double bottoms ··························································································· 47
Section 3 Wing Tanks or Void Spaces ····································································· 49
Section 4 Transverse Bulkheads and Stools in Ore Holds ·································· 64
Section 5 Relative Deformation of Wing Tanks ····················································· 65
Section 6 Decks and Miscellaneous ·········································································· 66
Section 7 Ore/Oil Carriers ··························································································· 67
CHAPTER 3 BULK CARRIERS ··························································································· 69
Section 1 General ·········································································································· 69
Section 2 Harmonised Notations and Corresponding Design Loading
Conditions ··································································································· 71
Section 3 Double Bottoms ·························································································· 74
Section 4 Hopper Tanks ······························································································· 83
Section 5 Topside Tanks ······························································································ 86
Section 6 Transverse Bulkheads and Stools ··························································· 90
Section 7 Hold Frames ································································································· 91
Section 8 Decks and Shell Platings ·········································································· 95
Section 9 Hatch Covers and Hatch Coamings of Cargo Holds ·························· 95
Section 10 Longitudinal Strength of Hull Girder in Flooded Condition for
Bulk Carriers ···························································································· 106
Section 11 Evaluation of Allowable Hold Loading for Bulk Carriers
Considering Hold Flooding ···································································· 107
- iii -
Section 12 Evaluation of Scantlings of Corrugated Transverse Watertight
Bulkheads in Bulk Carriers Considering Hold Flooding ·················· 112
Section 13 Requirements for the Fitting of a Forecastle for Bulk Carriers,
Ore Carriers and Combination Carriers ············································ 124
Section 14 Water Level Detection & Alarms and Drainage & Pumping
Systems for Bulk Carriers and Single Hold Cargo Ships ·············· 125
Section 15 Supplementary Provisions for Carriage of Liquid in Holds ··········· 126
Section 16 Electrical Equipment of Coal Carriers ················································ 127
Section 17 Renewal Criteria for Side Shell Frames and Brackets in Single
Side Skin Bulk Carriers and Single Side Skin OBO Carriers ········ 127
Section 18 Cargo Hatch Cover Securing Arrangements ····································· 136
CHAPTER 4 CONTAINER SHIPS ····················································································· 139
Section 1 General ···································································································· 139
Section 2 Longitudinal Strength ··············································································· 140
Section 3 Double Bottoms ························································································ 154
Section 4 Double Side Construction ······································································· 158
Section 5 Transverse Bulkheads ·············································································· 163
Section 6 Deck Construction ···················································································· 163
Section 7 Breakwater ································································································· 164
Section 8 Tug Pushing Area ····················································································· 165
Section 9 Strength at Large Flare Location ·························································· 166
Section 10 Freight Container Securing Arrangements ········································ 166
Section 11 Welding ····································································································· 167
CHAPTER 5 SHIPS CARRYING LIQUEFIED GASES IN BULK
(Separate Publication) ················································································· 169
CHAPTER 6 SHIPS CARRYING DANGEROUS CHEMICALS IN BULK
(Separate Publication) ················································································· 169
CHAPTER 7 CAR FERRIES AND ROLL-ON/ROLL-OFF SHIPS ······························· 171
Section 1 General ········································································································ 171
Section 2 Longitudinal Strength ··············································································· 171
Section 3 Deck Structure ·························································································· 171
Section 4 Electrical Equipment of Automobile Carriers ······································ 172
Section 5 Pure Car Carrier ························································································ 172
CHAPTER 8 OFFSHORE SUPPLY SHIPS ······································································ 173
Section 1 General ········································································································ 173
Section 2 Longitudinal Strength ··············································································· 173
Section 3 Shell Plating ······························································································· 173
Section 4 Deck Plating ······························································································· 174
- iv -
Section 5 Framing ······································································································· 174
Section 6 Superstructures and Deckhouses ·························································· 174
Section 7 Watertight Bulkhead Doors ···································································· 175
Section 8 Engine Exhaust Outlets ··········································································· 175
CHAPTER 9 TUG BOATS ·································································································· 177
Section 1 General ········································································································ 177
Section 2 Longitudinal Strength ··············································································· 177
Section 3 Single Bottoms ·························································································· 177
Section 4 Panting and Strengthening of Bottom Forward ································· 177
Section 5 Machinery Casings ···················································································· 177
Section 6 Towing Arrangements ·············································································· 178
Section 7 Fenders ······································································································· 178
Section 8 Towing Winch Emergency Release Systems ····································· 178
CHAPTER 10 DOUBLE HULL TANKER ········································································· 181
Section 1 General ········································································································ 181
Section 2 Bulkhead Plating ······················································································· 184
Section 3 Longitudinals and Stiffeners ··································································· 186
Section 4 Girders ········································································································· 188
Section 5 Structural Details ······················································································· 192
Section 6 Special Requirements for Corrosion ····················································· 193
Section 7 Special Requirements for Forward Wing Tanks ································ 194
Section 8 Special Requirements for Tankers with Mid-deck ···························· 195
Section 9 Special Requirements for Hatchways and Permanent Gangway ··· 195
Section 10 Welding ····································································································· 196
- v -
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
CHAPTER 1 OIL TANKERS
Section 1 General
101. Application 【See Guidance】
1. The requirements in this Chapter apply to oil tankers which were contracted for construction on or
after 1 April 2006, excluding the vessels which should be applied Pt 13 (Common Structural Rules
for Bulk Carriers and Oil Tankers) and Ch 10 (Double Hull Tanker). However, Sec 10 (Piping Systems
and Venting Systems for Oil Tankers) and Sec 11 (Electrical Equipment) apply to oil tankers includ-
ing the vessels which should be applied Pt 13 (Common Structural Rules for Bulk Carriers and Oil
Tankers) and Ch 10 (Double Hull Tanker).
2. The construction and equipment of ships intended to be registered and classed as tanker are to be
in accordance with the requirements in this Chapter, where a tanker means a ship intended to carry
crude oil, petroleum products having a vapour pressure (absolute pressure) less than 0.28 MPa at
37.8℃ or other similar liquid cargoes in bulk.
3. Except where specifically required in this Chapter, the general requirements for steel ships are to
be applied.
4. The requirements in this Chapter are framed for tankers with machinery aft, having one or more
rows of longitudinal bulkheads, single decks, single bottoms and longitudinal framing.
5. In tankers intended to carry liquid cargoes other than crude oil and petroleum products, having a
vapour pressure (absolute pressure) less than 0.28 MPa at 37.8 ℃ and having no hazard as poison-
ous, corrosive, etc. and moreover less inflammability than that of crude oil and petroleum products,
the structural arrangements and scantlings are to be to the satisfaction of the Society, having regard
to the properties of the cargoes to be carried.
6. Notwithstanding the each requirement, the application of below requirements may be exempted in
accordance with the requirement of flag state.
(1) 103. 5.
(2) 107.
(3) 204.
102. Arrangement of bulkheads 【See Guidance】
In cargo oil tanks, longitudinal and transverse oiltight bulkheads and wash bulkheads are to be ar-
ranged suitably.
103. Cofferdams 【See Guidance】
1. Cofferdams of airtight construction and having sufficient width as required for ready access are to
be provided at the forward and after ends of cargo oil spaces and between cargo oil spaces and
accommodation spaces. In tankers intended to carry oils having a flash point exceeding 60 ℃ , how-
ever, the preceding requirements may be modified.
2. The cofferdams described in the preceding Paragraph may be used as pump rooms.
3. Ullage plugs, sighting ports and tank cleaning openings are not to be arranged in enclosed spaces.
4. Fuel oil or ballast water tanks may be concurrently used as the cofferdams to be provided between
cargo oil tanks and fuel oil or ballast water tanks, subject to the approval by the Society.
5. Location and separation of spaces in tankers of 500 t ons gross and above carrying oils having a
flash point not exceeding 60 ℃ are to be in accordance with the requirements in Pt 8, Ch 2, 401.
104. Airtight bulkheads 【See Guidance】
Airtight bulkheads are to be provided for the isolation of all cargo oil pumps and pipings from
spaces containing stoves, boilers, propelling machinery, electric installations other than those of ex-
plosion-proof type specified in Pt 6, Ch 1, Sec 9 or machinery space where source of ignition is
Rules for the Classification of Steel Ships 2023 1
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
normally present. In tankers carrying oils having a flash point exceeding 60 ℃ , however, the preced-
ing requirements may be modified.
105. Ventilation
1. Efficient ventilation is to be provided in spaces adjacent to cargo oil tanks. Air holes are to be cut
in every part of the structure where there might be a chance of gases being pocketed.
2. Efficient means are to be provided for clearing oil tanks and pump rooms of dangerous vapours by
means of mechanical ventilation or by steam.
3. In tankers carrying oils having a flash point exceeding 60 ℃ the capacity of ventilation in the pump
rooms specified in 1004. may be modified.
4. The requirements in 1004. are applied to the ventilation fans and wire mesh screens for the spaces
adjacent to the cargo oil tank specified in Par 1.
106. Openings for ventilation
Ventilation inlets and outlets are to be arranged so as to minimize the possibilities of vapours of
cargoes being admitted to an enclosed space containing a source of ignition, or collecting in the vi-
cinity of deck machinery and equipment which may constitute an ignition hazard. Especially, open-
ings of ventilation for machinery spaces are to be situated as far afterwards apart from the cargo
spaces as practicable.
107. Openings of superstructure and deckhouse
The arrangement of openings on the boundaries of superstructure and deckhouse are to be such as
to minimize the possibility of accumulation of vapours of cargoes. Due consideration in this regard is
to be given when the ship is equipped to load or unload at the stern. Side scuttles to the poop
front or other similar walls are to be of fixed type. Such openings of tankers of 500 t ons gross and
above carrying oils having a flash point not exceeding 60 ℃ are to be in accordance with the re-
quirements in Pt 8, Ch 2, 402.
108. Thickness of structural members in cargo oil spaces
The thickness of structural members in cargo oil spaces is to be in accordance with the following:
(1) The thickness of shell plating is not to be less than that obtained from the formulae in Pt 3, Ch
4, 302., 304., 305. and 404. using 2.0 in lieu of 1.5 in the formulae.
(2) The thickness of deck plating of freeboard deck is not to be less than that obtained from the
formulae in Pt 3, Ch 5, 301. using 2.0 in lieu of 1.5 in the formulae.
(3) Where frames, beams, stiffeners and other members for which the scantlings are specified by
the section modulus only consist of flanged plates, special sections or web and face plates, the
thickness of web plates is not to be less than that obtained from the following formula. Where
the depth of web plates, however, is specially made deeper due to the reason from other than
strength, the preceding requirements may be modified.
mm
where:
= depth of web plates ( mm)
= as given in the following formulae. However, value of and is not to be less
than 1.0.
Longitudinals located not more than 0.25 above top of keel :
Longitudinals located not less than 0.25 below deck :
Other members :
2 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
(4) Various girders, longitudinal, transverse, vertical or horizontal, the cross ties and end connecting
brackets thereof and various bulkhead platings are not to be of less thickness than determined
from Table 7.1.1 according to the length of ship.
Table 7.1.1 Minimum Thickness
Length of ship ( m) Thickness ( mm )
8.0
≤ 8.5
≤ 9.0
≤ 9.5
≤ 10.0
≤ 10.5
≤ 11.0
≤ 11.5
≤ 12.0
≤ 12.5
≤ 13.0
≤ 13.5
(5) The thickness of flat bar and tripping bracket, etc. fitted up on web of longitudinal girders,
transverses and girders of bulkheads is not to be less than that obtained from the following
formula. The thickness need not, however, exceed that of web plates to which they are
connected.
mm
(6) In no case is the thickness of structural members to be less than 7 mm .
109. Direct strength calculation 【See Guidance】
Where approved by the Society, the scantlings of structural members may be determined basing
upon direct strength calculation defined in Pt 3, Ch 1, 206.
110. Stability Instrument 【See Guidance】
1. All ships, subject to the requirements of the MARPOL Annex I shall be fitted with a stability instru-
ment, capable of verifying compliance with intact and damage stability requirements, approved by
the Society having regard to the performance standards recommended by the Organization:
(1) ships constructed before 1 January 2016 shall comply with this requirement at the first sched-
uled renewal survey of the ship on or after 1 January 2016 but not later than 1 January 2021.
(2) notwithstanding the requirements of (1), a stability instrument fitted on a ship constructed before
1 January 2016 need not be replaced provided it is capable of verifying compliance with intact
and damage stability, to the satisfaction of the Society.
(3) However where deemed appropriate by the Society, the requirements of this article 110. may be
exempted, and this exemption shall be specified in IOPP form B.
2. In case ships not applied to 1., the ships are to be compliance with the relevant regulations of the
flag states.
Rules for the Classification of Steel Ships 2023 3
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
Section 2 Hatchways, Gangways and Freeing Arrangements
201. Ships having unusually large freeboard 【See Guidance】
Relaxation from the requirements specified hereunder will be considered to ships having an extra-
ordinarily large freeboard.
202. Hatchways to cargo oil tanks (2018) 【See Guidance】
1. The thickness of coaming plates is not to be less than 10 mm. Where the length and coaming
height of a hatchway exceed 1.25 m and 760 mm respectively, vertical stiffeners are to be provided
to the side or end coamings and the upper edge of coamings is to be suitably stiffened.
2. Hatchway covers are to be of steel or other approved materials. The construction of steel hatchway
covers is to comply with the following requirements. The construction of hatchway covers of materi-
als other than steel is to be in accordance with the discretion of the Society.
(1) The thickness of cover plates is not to be less than 12 mm .
(2) Where the area of a hatchway exceeds 1 m but does not exceed 2.5 m , cover plates are to be
stiffened by flat bars of 100 mm in depth spaced not more than 610 mm apart. Where, however,
the cover plates are 15 mm or more in thickness, the stiffeners may be dispensed with.
(3) Where the area of a hatchway exceeds 2.5 m , cover plates are to be stiffened by flat bars of
125 mm in depth spaced not more than 610 mm apart.
(4) Covers are to be secured oiltight by fastenings spaced not more than 457 mm apart in circular
hatchways or 380 mm apart and not more than 230 mm far from the corners in rectangular
hatchways.
203. Hatchways to spaces other than for cargo oil tanks (2021)
In exposed positions on the freeboard and forecastle decks or on the tops of expansion trunks,
hatchways serving spaces other than cargo oil tanks, ballast tank, fuel oil tank and other tanks are
to be provided with steel weathertight covers having scantlings complying with the requirements in
Pt 4, Ch 2, Sec 3.
204. Permanent gangway and passage 【See Guidance】
1. A fore and aft permanent gangway complying with the requirements of Pt 4, Ch 4, 503. is to be
provided at the level of the superstructure deck between the midship bridge or deck house and the
poop or aft deck house, or equivalent means of access is to be provided to carry out the purpose
of the gangway, such as passage below deck. Elsewhere and in ships without midship bridge or
deck house, arrangements to the satisfaction of the Society are to be provided to safeguard the
crew in reaching all parts used in the necessary work of the ship.
2. Safe and satisfactory access from the gangway level is to be available between crew accom-
modations and machinery space or between separated crew accommodations.
205. Freeing arrangements
1. Ships with bulwarks are to have open rails fitted for at least a half of the length of the exposed
part of the freeboard deck or other effective freeing arrangements. The upper edge of sheer strake
is to be kept as low as practicable. 【See Guidance】
2. Where superstructures are connected by trunks, open rails are to be provided for the whole length
of the exposed parts of the freeboard deck.
4 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
Section 3 Longitudinal Frames and Beams in Cargo Oil Spaces
301. General
Longitudinal frames and beams provided in permanent ballast water tanks and cargo oil spaces in-
cluding void spaces and pump rooms are to be in accordance with the requirements stated
hereunder.
302. Scantlings 【See Guidance】
1. The section modulus of bottom longitudinals and side longitudinals including bilge frames is not to
be less than that obtained from the formulae given in Table 7.1.2.
2. The section modulus of longitudinal beams is not to be less than 1.1 times that obtained from the
formula in Pt 3, Ch 10, 303.
3. Notwithstanding the provisions in Pars 1 and 2, the section modulus of longitudinal frames and
beams is not to be less than that obtained assuming them as stiffeners on deep tank bulkhead and
taking the distance up to the top of hatchway as .
4. Longitudinal beams and side longitudinals attached to sheer strake are to be of such dimensions as
to have slenderness ratio not exceeding 60 at the midship part as far as practicable. This require-
ment, however, may be suitably modified for small vessels.
5. As for flat bars used for longitudinal beams and frames, the ratio of depth to thickness is not to
exceed 15.
6. The extreme width of face plates of longitudinal beams and frames is not to be less than that ob-
tained from the following formula:
mm
where:
= depth of web of longitudinal beams or frames ( mm).
= spacing of transverses ( m ).
303. Attachment 【See Guidance】
Longitudinal frames and beams are to be continuous or to be attached at their ends in such a
manner as to effectively develop the sectional area and the resistance to bending.
Rules for the Classification of Steel Ships 2023 5
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
Table 7.1.2 Section modulus of bottom and side longitudinals
Section modulus ( cm )
Position
Bottom longitudinals Side longitudinals including bilge frames
Midship part and between
a point 0.15 from the
fore end and the collision min
bulkhead
Forward and afterward end
parts min
= spacing of bottom transverses ( m).
= spacing of longitudinals ( m).
= distance from the bottom longitudinal under consideration to the point ′ above the top of
keel given in the following table ( m).
, ′, = as given by the following table.
′ m
1.0 : Where is 230 m and under.
Bottom longitudinals ′ ′
1.07 : Where exceeds 400 m.
For the intermediate values of ,
Side longitudinals is to be obtained by linear
′ ′
including bilge frames interpolation.
′ = length of ship ( m). Where, however, exceeds 230 m . ′ is to be taken as 230 m.
= either or according to value of . However, value of is not to be less than .
′ for ≥
for
= coefficient determined according to values of as specified below :
when is 230 m and under
when is 400 m and above
For intermediate values of , is to be obtained by linear interpolation.
= vertical distance ( m) from the top of keel to the lower edge of plating when the platings
under consideration are under and to the upper edge of plating when the platings under
consideration are above , respectively.
′ = the greater of the value specified in Pt 3, Ch 3, 203., (5) (a) or (b).
= , when high tensile steels are used for not less than 80 of side shell plating at the
transverse section amidship and 1.0 for other parts.
6 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
Section 4 Girders, Transverses and Cross Ties in Cargo Oil Spaces
401. General 【See Guidance】
1. The requirements specified hereunder are intended to be applied to structures consisting of two to
five transverses arranged at approximately equal intervals between transverse bulkheads or between
the transverse bulkhead and the wash bulkhead.
2. Girders or transverses in the same plane are to be so arranged that abrupt change in the strength
and rigidity is avoided; they are to have brackets of sufficient scantling and with properly rounded
corners at their ends.
3. The depth of girders or transverses is not to be less than 2.5 times that of slots for frames, beams
and stiffeners.
4. As for the face plates composing girders, the thickness is not to be less than that of web plates
and the width of the face plates is not to be less than that obtained from the following formula:
mm
where:
= depth of girder ( mm). In case where it is a balanced girder, is the depth from the sur-
face of plate to the face plate ( mm).
= distance between supports of girder ( m). Where, however, effective tripping brackets are
provided, they may be taken as supports.
5. The requirements of 401. to 406. are also to be applied to pump rooms, ballast water tanks or void
spaces in the midship part so far as practicable.
402. Transverses and girders provided in centre or side tanks in ships having two or more longi-
tudinal bulkheads 【See Guidance】
1. Bottom transverses and bottom girders:
(1) The depth, web thickness and section modulus of bottom transverses and the web thickness
and section modulus of bottom girders provided in the middle between longitudinal bulkheads
are not to be less than those obtained from the given in Table 7.1.3 respectively.
(2) Where one or two intercostal side girders are provided between longitudinal bulkhead and bot-
tom girders provided at mid-distance of longitudinal bulkheads, and the bottom transverses are
of the reduced scantlings in accordance with (3) below, the sectional area of web plates and
moment of inertia of side girders are not to be less than those obtained from the following for-
mulae:
Sectional area of web plates : cm
Moment of inertia :
cm
where:
, = coefficients given in Table 7.1.4.
= moment of inertia of bottom transverses ( cm ).
, , , = as specified in Table 7.1.3.
(3) Where intercostal side girders are provided in accordance with (2), the bottom transverses and
girders may be of the scantlings obtained from the formulae in (1), using coefficients , , ,
and reduced by 10 where two transverses are provided and 5 where three trans-
verses are provided.
(4) In ships without longitudinal centre line bulk heads, a centre girder with brackets at proper inter-
vals is to be provided so as to maintain sufficient strength where the ship is drydocked on keel
blocks.
Rules for the Classification of Steel Ships 2023 7
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
Table 7.1.3 Scantlings of bottom transverses and bottom girders
Depth ( m) Web thickness ( mm) Section modulus ( cm )
Thickness at the inner edge of
bracket attached to longitudinal
Bottom bulkhead
transverses
′
Bottom
-
girders
=
= 1.0 where is 230 m and under
1.2 where exceeds 400 m.
For the intermediate values of , a is to be obtained by linear interpolation.
= as given by the following formula:
′ m.
′ = length of ship ( m). Where, however, exceeds 230 m, is to be taken as 230 m.
= spacing of transverses ( m ), (see Fig 7.1.2)
= overall length of transverses ( m ). Which is equal to or ( ) where depth of vertical
web attached to the centre line bulkhead ( m).
= length of horizontal arm of bracket connecting transverse to longitudinal bulkhead ( m). (see Fig
7.1.1)
′ = depth of transverse at the inner edge of the above mentioned bracket ( mm). (see Fig 7.1.1)
= depth of slot ( mm ). Where, however, the slots near the inner edge of brackets are provided
with collar plates, may be taken as zero.
′ = depth of girder including bracket at the transverse nearest to the bulkhead ( mm). (see Fig
7.1.2)
= overall length of girder, which is equal to m, where is depth of vertical web on
transverse bulkhead ( m). (see Fig 7.12)
= correction factor due to bracket given by the following formula:
, = arm length of brackets at both ends of girders and transverses respectively ( m ).
= overall length of girders and transverses ( m), which is equal to or .
= as given by the following table.
Number of transverses
≤
Two rows (See Fig 7.1.2)
≤
≤
Three to five rows
≤
, = depth ( mm) and web thickness ( mm) of transverses respectively.
, = depth ( mm) and web thickness ( mm) of girders respectively.
= distance between longitudinal bulkheads ( m).
= distance between transverse bulkheads ( m ).
, = as obtained from the following table according to respectively.
8 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
Table 7.1.3 Scantlings of bottom transverses and bottom girders (continued)
×
Number of Coef-
transverses ficient Where
≤ no girder
≤ ≤ ≤ ≤ ≤ ≤ ≤ ≤ is provided
0.090 0.095 0.100 0.105 0.115 0.115 0.120 0.125 0.135 0.160
23.6 24.3 25.5 26.7 27.8 29.0 30.1 31.8 34.0 43.7
Two rows 1.44 1.47 1.54 1.63 1.77 1.94 2.12 2.43 2.87 5.69
36.8 34.5 32.3 30.5 28.5 26.6 24.8 22.2 18.8 -
8.08 7.65 7.04 6.51 6.25 5.73 5.21 4.09 4.17 -
0.090 0.095 0.100 0.105 0.110 0.115 0.120 0.125 0.135 0.160
24.0 25.5 26.7 27.8 29.4 30.5 31.7 33.6 36.3 43.7
Three rows 1.47 1.54 1.63 1.79 1.96 2.19 2.43 2.84 3.41 5.69
57.2 54.0 50.9 47.5 44.6 42.3 39.9 36.0 31.3 -
10.42 9.65 8.97 8.34 7.67 7.06 6.51 5.73 4.69 -
0.090 0.095 0.100 0.105 0.110 0.115 0.120 0.125 0.135 0.160
24.4 25.9 27.1 28.6 30.0 31.3 32.7 34.8 37.5 43.7
Four rows 1.47 1.54 1.70 1.87 2.03 2.28 2.52 3.01 3.73 5.69
76.0 68.1 64.2 60.3 56.4 52.5 48.5 43.5 36.8 -
10.69 9.65 88.6 8.08 7.34 6.80 5.99 5.27 4.17 -
0.095 0.100 0.105 0.110 0.115 0.120 0.125 0.135 0.145 0.160
24.7 26.3 27.4 29.4 30.9 32.5 34.0 36.7 40.2 43.7
Five rows 1.54 1.63 1.79 2.03 2.28 2.52 2.83 3.50 4.46 5.69
94.0 83.8 78.3 72.8 67.5 62.6 57.2 49.5 39.2 -
15.64 13.56 12.50 11.46 10.16 9.12 8.08 6.78 4.69 -
NOTES :
1. Where strong vertical girders are provided on transverse bulkheads at one side only in case of
four or five transverses, coefficient is to be increased appropriately.
2. Where the depth of centre line bottom girder is of extremely large depth, coefficient, coefficient
may be suitably modified.
Fig 7.1.1 Measurement of ′ etc. Fig 7.1.2 Measurement of ′ ′ etc.
Rules for the Classification of Steel Ships 2023 9
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
Table.7.1.4 Coefficients and
Coefficient
Number of side girders
1 0.0085 0.67
2 0.0045 0.42
2. Deck transverses and girders
(1) The depth and section modulus of deck transverses are not to be less than those obtained from
the following formulae:
Depth of transverses : m
Section modulus of transverses :
cm
where :
, = coefficients given in Table 7.1.5 respectively.
, = depth ( mm) and web thickness ( mm) of transverses respectively.
, = depth ( mm) and web thickness ( mm) of girders respectively.
, , , = as specified in Table 7.1.3.
= overall length of transverses ( m), which is equal to or ( ), where is depth
of vertical web on centre line bulkhead ( m ).
Table 7.1.5 Coefficients and
Number of
×
transverses
≤ 0.07 0.79
Two and three
≥ 0.10 1.82
≤ 0.07 0.79
Four
≥ 0.10 1.82
≤ 0.07 0.79
Five
≥ 0.10 1.82
NOTE:
For intermediate values of , and are to be obtained by linear
interpolation.
(2) Deck girders provided at the mid-distance of longitudinal bulkheads may be of scantlings de-
termined in relation to those of deck transverse specified in (1). Where deck girders from a ring
system together with strong vertical webs on transverse bulkheads as specified in 505., the
depth of girders is not to be less than that obtained from the following formula.
m
where:
, = as specified in Table 7.1.3.
10 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
3. Transverses provided on longitudinal centre line bulkheads are not to be of less scantling than de-
termined in accordance with 403. 2(2) for transverses on longitudinal bulkheads in wing tanks.
403. Transverses and girders provided in wing tanks in ships having two or more longitudinal
bulkheads 【See Guidance】
1. Side transverses
(1) Symbols used in this Paragraph are defined as follows:
= 1.0 where is 230 m and under,
1.2 where exceeds 400 m
For intermediate values of , is to be obtained by linear interpolation.
= distance from the mid-point of to the point above the top of keel ( m).
= distance from the mid-point of to the point above the top of keel ( m).
′ m
′ = length of ship ( m ). Where ′ exceeds 230 m, ′ is to be taken as 230 m.
= overall length of side transverses ( m), which is equal to the distance between the in-
ner surfaces of face plates of bottom transverses and deck transverses. (See Fig
7.1.3)
= spacing of transverses ( m).
′ = spacing of stiffeners provided depthwise on the web plates of transverses at the por-
tion where cross ties are connected ( m ).
= as specified in Table 7.1.3.
= length of arm of the lowest bracket ( m ). (See Fig 7.1.3)
= width of the area supported by cross ties ( m). (See Fig 7.1.3)
′ = depth of side transverses at the inner edge of the lowest bracket ( mm). (See Fig
7.1.3)
= depth of slot in the vicinity of inner edge of the lowest bracket. Where, however, the
slots are provided with collar plates, may be taken as zero.
= section area effective to support the axial force from cross tie ( cm ), which is to be
taken as follows:
(a) Where the face plates of cross ties are continuous to the face plates of transverses
in an arc form or a similar form, is the total sum of the sectional area of the
web plate of transverse at the portion between the contact points of the tangents to
the arc or the similar curve making an angle of 45° to the direction of cross tie, that
of the stiffener provided in the axial direction of cross tie on the web plate between
the contact points, and 0.50 times that of the face plates at the contact points. (See
Fig 7.1.4 (a))
(b) Where the face plates of cross ties are continuous to the face plates of transverses
in the form of straight line with rounded corners, is the total sum of the sectional
area of the web plate of transverse at the portion between the midpoints of the in-
tersections of the extensions of the lines of inner surface of face plates of both
cross tie and transverse with the lines making an angle of 45° to the direction of
cross tie in contact with the inner surface of face plates at the transforming parts,
that of the stiffener provided in the axial direction of cross tie on the web plate be-
tween the above mentioned mid-points and 0.50 times that of the face plates at the
mid-points. (See Fig 7.1.4 (b))
Rules for the Classification of Steel Ships 2023 11
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
Fig 7.1.3 Measurement of ′ etc. Fig 7.1.4 Extent for total sectional area
(c) Where the face plates of cross ties are joined directly to the face plates of trans-
verses with a right or nearly right angle and both face plates are connected with
brackets and further, stiffeners are provided on the web plate of transverses on the
extended lines of face plates of cross tie, is the total sum of the sectional area
of the web plate of transverse at the portion between the mid-points of the inter-
sections of the extensions of lines of inner surface of face plates of both cross tie
and transverse with the lines making an angle of 45° to the direction of cross tie in
contact with the free edge lines of brackets, and that of the stiffeners provided as
mentioned above. (See Fig 7.1.4 (c))
, , = coefficients given in Table 7.1.6 according to the number of cross ties
respectively.
Table 7.1.6 Coefficients , , and ′
Number of cross ties ′
0 0.150 55.7 5.07 7.14
1 0.110 44.8 2.70 4.42
2 0.100 39.4 2.28 3.74
3 0.095 36.2 2.12 3.49
(2) The depth of transverses is not to be less than m at the mid-point of . Where the
transverses are of tapered form, the reduction in depth at the upper end is not to exceed 10
of the depth at the mid-point of , and the rate of increase in depth at the lower end is not to
be less than that of reduction at the upper end.
(3) The web thickness of transverses at the inner edge of brackets at the lower ends is not to be
less than that obtained from the following formula. Where, however, bottom transverses and
longitudinal bulkheads in centre tanks or inner tanks are connected with large brackets extending
to the lowest cross ties, the web thickness of side transverses may be properly reduced.
12 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
′
mm
(4) The web thickness of transverses at the portion where cross ties are connected is not to be
less than that obtained from the following formula. Where slots are provided in the web at the
portion where cross ties are connected, the slots are to be effectively covered with collar plates.
× ′
mm
(5) The section modulus of transverses at the span is not to be less than that obtained from the
following formula :
cm
2. Vertical webs on longitudinal bulkheads
(1) Vertical webs on longitudinal bulkheads connected to side transverses with effective cross ties
are to be of the scantlings required in Par 1 for side transverses with cross ties.
(2) Vertical webs on longitudinal bulkheads without cross ties are generally to be of the scantlings
required in Par 1 for side transverses without cross ties. However, is to be the distance from
the mid-point of to the top of hatches of inner tanks or centre tanks ( m).
3. Bottom transverses
(1) The rigidity of bottom transverses is to be well balanced with that of side transverses.
(2) The section modulus of bottom transverses at the span is not to be less than that obtained
from the following formula:
cm
where :
, , = as specified in Par 1 (1).
= as specified in Table 7.1.3.
= overall length of bottom transverses ( m), which is equal to the distance between the
inner surface of face plates of bottom transverses and that of vertical webs on longi-
tudinal bulkheads.
(3) The section modulus of transverses at bilge and at the lower end of longitudinal bulkheads is
not to be less than that obtained from the following formula. Where, however, bottom trans-
verses and vertical webs on longitudinal bulkheads in centre tanks or inner tanks are connected
with large brackets extending to the lowest cross ties, the section modulus of transverses
specified above may be properly reduced. In calculating the section modulus, the neutral axis of
section is to be taken as located at the middle of the depth (See Fig 7.1.3) of transverses.
′ cm
where:
, = as specified in Par 1 (1) respectively.
′ = coefficient given in Table 7.1.6 according to the number of cross ties.
Rules for the Classification of Steel Ships 2023 13
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
4. Deck transverses
(1) The rigidity of deck transverses is to be well balanced with that of side transverses.
(2) The section modulus of deck transverses is not to be less than that obtained from the following
formula:
cm
where:
, = as specified in Par 1(1) respectively.
= overall length of deck transverses ( m), which is equal to the distance between the in-
ner edges of face plates of side transverses and that of vertical webs on longitudinal
bulkheads.
5. Transverses and girders where longitudinal girders are provided on ship’s side and on longitudinal
bulkheads
The requirements in this paragraph are intended to be applied to the structures consisting of one,
two or three side stringers or horizontal girders and three transverses in association with cross ties
provided only at the crossing point of middle transverses and side stringers to connect ships sides
to longitudinal bulkheads.
(1) The scantlings of side transverses and the section modulus of transverses at bilge are not to be
less than those obtained from the formulae given in Pars 1 and 3 respectively, using , , ,
and ′ as given in Table 7.1.7 according to the value of given by the following formula:
where:
= mean depth of side transverses ( mm).
= as specified in Par 1(1).
= mean depth of side stringers ( mm).
= overall length of side stringers ( m), which is equal to the distance between transverse
bulkheads minus the depth of horizontal girders on transverse bulkheads.
(2) The section modulus of side stringers and the web thickness of side stringers in the span from
the end of side stringer to the crossing point of side stringer and side transverse at the end are
not to be less than those obtained from the following formulae respectively. Where three side
stringers are provided, the web thickness of the uppermost stringers may be properly reduced.
Web thickness : mm
Section modulus of side stringer : cm
where :
, = as specified in Par 1 (1) respectively.
, = as specified in (1) respectively.
, = coefficients given in Table 7.1.7 according to the value of .
14 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
Table 7.1.7 Coefficients , , , ′ , and
Number
Coeffic
of
-ient
girders
≤
≤ ≤ ≤ ≤ ≤ ≤ ≤ ≤ ≤ ≤ ≤
0.08
0.070 0.085 0.090 0.095 0.095 0.100 0.100 0.100 0.105 0.105 0.110
0
36.9 39.0 40.0 41.1 41.8 42.5 42.9 43.2 43.6 43.9 44.3
37.8
1.44 1.77 1.89 2.03 2.11 2.22 2.29 2.37 2.45 2.53 2.63
one 1.60
′ 2.89 3.23 3.40 3.55 3.69 3.81 3.91 4.00 4.08 4.18 4.24
3.06
45.0 36.9 34.5 32.4 30.6 28.9 27.4 26.1 24.3 22.0 19.8
39.6
4.06 3.26 3.03 2.81 2.61 2.44 2.30 2.16 2.00 1.85 1.70
3.55
0.07
0.060 0.075 0.080 0.085 0.085 0.090 0.090 0.090 0.095 0.095 0.100
2
27.2 30.8 32.4 33.4 34.3 35.1 35.7 36.3 37.1 38.0 38.9
29.1
0.76 1.10 1.25 1.40 1.51 1.61 1.70 1.81 1.94 2.11 2.19
Two 0.93
′ 1.62 2.13 2.34 2.55 2.72 2.89 30.4 3.13 3.31 3.46 3.57
1.87
30.6 26.0 24.3 23.0 21.8 20.7 19.7 18.7 17.3 15.3 13.5
27.9
2.96 2.48 2.30 2.14 1.98 1.85 1.72 1.62 1.48 1.33 1.18
2.66
0.06
1.050 0.065 0.070 0.075 0.080 0.080 0.085 0.085 0.090 0.090 0.095
0
23.2 26.8 28.1 29.2 30.2 31.1 32.0 32.9 33.9 34.8 35.7
25.1
0.050 0.84 0.98 1.11 1.24 1.35 1.44 1.53 1.69 1.86 2.03
Three 0.68
′ 1.19 1.70 1.87 2.10 2.30 2.47 2.64 2.78 2.98 3.15 3.32
1.45
26.1 23.4 22.5 21.6 20.7 19.8 18.9 18.0 16.7 15.0 13.2
24.3
2.52 2.07 1.92 1.78 1.66 1.56 1.47 1.39 1.26 1.11 0.96
2.22
NOTE:
1. Where two side stringers are provided, 1.2 and 1.2 are to be used for the lower stringer, and
0.8 and 0.8 for the upper stringer, in place of and respectively.
2. Where three side stringers are provided, 1.3 is to be used for the lowest stringer, and 0.7C 4 for
the uppermost stringer, in place of respectively.
(3) The web thickness of transverses and side stringers at the portion where cross ties are con-
nected is not to be less than that determined in accordance with Par 1 (4). However, in the
formula therein:
= a half of specified in (1).
′ = spacing of stiffeners provided in depthwise on webs of side transverses and vertical
webs on longitudinal bulkheads, or on side stringers and stringers on longitudinal bulk-
heads respectively at the portion where the cross ties are connected ( m ).
= effective sectional area to support the axial force from cross ties ( cm ). Where cross
ties consist of the members provided both on web plate of transverses and stringers,
the area is equal to the total sectional area of these members which are to be de-
termined in general as required in Par 1 (1).
(4) Vertical webs and horizontal girders on longitudinal bulkheads are not to be of less scantlings
than determined in accordance with (1) and (2).
(5) Where tiers of horizontal girders are provided, the distances between the girders, the girder
and the deck, and the girder and the top of keel are not to be less than 0.85 nor
more than 1.15 as far as practicable.
(6) Where two or more horizontal girders are provided, the uppermost girder may, if properly ar-
ranged, be of the depth reduced by not more than 10 from the mean depth of the girders.
Rules for the Classification of Steel Ships 2023 15
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
404. Cross ties 【See Guidance】
1. In ships having two or more longitudinal bulkheads where side transverses and vertical webs on
longitudinal bulkheads in wing tanks are connected with cross ties and where the structural arrange-
ments are as given in 403. 5, the cross ties are to be in accordance with the following
requirements.
2. As regards the spacing of cross ties, the requirements in 403. 5 (5) are to be applied in general.
3. The sectional area of cross ties connecting side transverses to vertical webs on longitudinal bulk-
heads in wing tanks is not to be of less than section area obtained from the formula given in Table
7.1.8.
4. (1) Brackets are to be provided at the ends of cross ties to connect to transverses or girders.
(2) Transverses are to be provided with tripping brackets at the junction with cross ties.
(3) Where the breadth of face plates forming cross ties exceeds 150 mm on one side of the web,
stiffeners connected to web and face plates are to be fitted at proper intervals.
Table 7.1.8 Section area of cross tie and thickness of web
Section area ( cm ) Thickness of web ( mm)
Whichever is the greater :
,
×
= as specified in 403. 1 (1).
= spacing of transverses ( m). Where, however, constructed as specified in 403. 5, S
is to be taken as a half of l1 specified in 403. 5 (1) ( m).
= width of the area supported by cross ties ( m). (See Fig 7.1.3).
= distance from the mid-point of to the point specified in 403. 1 (1) above the
top of keel ( m).
= length of cross ties measured between the inner edges of the side transverses (or
stringers) and the vertical webs (or horizontal girders) on longitudinal bulkheads
( m).
cm
= the least moment of inertia of cross ties ( cm ).
= sectional area of cross ties ( cm ).
= depth of web plates ( mm). Where, however, stiffeners are provided lengthwise on
the web plates, the depth may be considered to be divided by the stiffeners.
405. Minimum thickness of web plates, scantling of stiffeners
1. (1) The web thickness of girders situated below the position of approximately 0.25 above the top
of keel is not to be less than that required by 108. (4) or that obtained from the following for-
mula, whichever is the greater.
mm
where :
= depth of web plates ( m). Where stiffeners are provided horizontally on the midpart of
web plates, distance between the stiffener and shell plating or face plate ( m), or be-
tween the stiffeners ( m ).
= coefficient which is determined from Table 7.1.9 according to the ratio of to
where is the spacing of stiffeners provided on web plates in the depthwise ( m).
16 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
Table 7.1.9 Coefficient
≥ 1.0
(2) The web thickness of girders situated above the position of approximately 0.25 below the low-
er edge of deck at ships sides is not to be less than that required by 108. (4) or that obtained
from the following formula, whichever is the greater:
mm
where :
, = as specified in (1).
(3) The web thickness of transverse girders and longitudinal girders other than those specified in the
above (1) and (2) is not to be less than that required by 108. (4) or that obtained from the fol-
lowing formula, whichever is the greater. The girders situated higher than above the top of
keel or the lower edge of face plate at the lower side of the second cross ties from deck,
whichever is the lower, may have the web thickness as obtained from the formula with its first
term multiplied by 0.85, subject to the requirements of (i) and (ii) in this Sub-paragraph (b).
mm
where:
= as specified in (1).
= coefficient determined from Table 7.1.10, according to the ratio of to and the
stiffened panel arrangement, where is the spacing of stiffeners provided on web
plates in the depthwise ( m). For the intermediate value of , is to be obtained
by linear interpolation.
Table 7.1.10 Coefficients , and
S/d 0
0.2 or less 2.6 2.1 3.7
0.4 4.5 3.7 6.7
0.6 5.6 4.9 8.6
0.8 6.4 5.8 9.6
1.0 7.1 6.6 9.9
1.5 7.8 7.4 10.3
2.0 8.2 7.8 10.4
2.5 or more 8.4 8.0 10.4
Rules for the Classification of Steel Ships 2023 17
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
(a) Where no stiffener is provided in parallel with face plates ……
Where, however, slots are provided, is to be used and the web thickness is not to be
less than that obtained by applying the requirements of (i) in this sub-paragraph.
(b) Where stiffeners are provided in parallel with face plates,
For panel between face plate and stiffener or between stiffeners ……
However, the thickness need not exceed the value obtained by using coefficient , Subject
to no stiffener in parallel to face plate and no slot being provided. For panel between stiff-
ener and shell plating ……
(i) Where slots are provided on webs with no reinforcement, the first term of the formula
is to be multiplied by the following factor:
where is 0.5 or less, the multiplier is to be taken as 1.0.
where :
= depth of slots ( m ).
(ii) Where openings are provided on webs with no reinforcement, the first term of the for-
mula is to be multiplied by the following factor:
where:
= length at the longer side of the panel surrounded by the web stiffeners ( m).
= diameter of openings ( m ). Where openings are of oblong, is to be the
length of the longer diameter ( m).
(4) The depth of flat bar stiffeners provided on girders and transverses is not to be less than
0.08 . Where, however, the stiffeners are fitted to the full depth of girders, is to be taken
as the depth of girders, and where the stiffeners are fitted to the length from the top of longi-
tudinal frames which penetrate girders to the face plate of girders, is to be taken as the
depth of girders minus the height of longitudinal frames, and where the stiffeners are fitted in
parallel with face plates, is to be taken as the spacing of tripping brackets.
(5) Tripping brackets are to be provided on the web plate of transverses at the inner edge of end
brackets and at the connecting part of crossties, etc. and also at the proper intervals in order to
support transverses effectively. Where the breadth of face plates exceeds 180 mm on one side
of the web, the tripping brackets are to be connected to face plates as well.
2. Where horizontal flat bar stiffeners are provided on bottom and deck girders, the stiffeners are not
to be of less depth than 0.06 , notwithstanding the requirements in Par 1 (4). For strong bottom
girders supporting bottom transverses, however, the horizontal stiffeners are not to be of less depth
than 0.08 , where is the spacing of transverses ( m), except that where brackets extending for
the full depth of girders are provided at the midpoint of , may be taken as a half of the spacing
of transverses.
3. Where flat bar stiffeners are connected at their ends to face plates, tripping brackets, etc., the
depth of stiffeners as specified in Par 1 (4) and Par 2 may be properly reduced.
406. Special consideration on stiffening girders, webs and end connection brackets
Connecting brackets of bottom transverses to web plates on longitudinal bulkheads and the web
plates in the vicinity of the inner edge of connecting brackets, and connecting brackets of bottom
girders to web plates on transverse bulkheads (oiltight, watertight and wash) and the web plates in
the vicinity of the inner edge of connecting brackets which are respectively situated in centre tanks
or inner tanks, and side transverses and connecting brackets at the lower end of vertical webs on
longitudinal bulkheads and the web plates in the vicinity of the inner edge of connecting brackets,
and connecting brackets of side stringers to web plates on transverse bulkheads and the web plates
18 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
in the vicinity of the inner edge of connecting brackets which are respectively situated in wing
tanks, are to be specially provided with stiffeners in a close spacing. Further, on the web plates at
the portions specified above is to be given a special consideration to prevent buckling, where the
plates are unavoidably lap jointed.
Section 5 Bulkheads in Cargo Oil Spaces
501. Sectional area of transverse bulkhead plating in centre tanks
The sectional area of transverse bulkhead plating in the depthwise direction of ship in centre tanks
is not to be less than that obtained from the following formula :
cm
where :
= spacing of bottom transverses ( m).
= distance from the top of keel to the top of hatches in centre tanks ( m ).
= distance between two bulkheads of watertight, oiltight or wash, which are situated re-
spectively forward and afterward of the bulkhead concerned ( m). Where the bulkhead
concerned, however, is situated at the fore or after end of cargo oil spaces, is to be the
distance from such end bulkhead to the bulkhead of watertight, oiltight or wash, which is
situated forward or afterward of the bulkhead respectively ( m). (See Fig 7.1.5)
Fig 7.15 Measurement of
= distance measured athwartship from ship‘s centre line ( m).
= coefficient which is to be taken as zero where no centre line girder is provided in the bot-
tom structure of centre tanks, and to be obtained from the following formula where centre
line girder is provided :
×
where:
= half-breadth of centre tanks ( m).
, = ratio of and , respectively, where is the height of centre line bottom
girder ( m) and is the height of centre line deck girder ( m).
Rules for the Classification of Steel Ships 2023 19
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
502. Thickness of bulkhead plating
1. The thickness of bulkhead plating is not to be less than that obtained from the formula in Pt 3, Ch
15, 202. for deep tank bulkhead plating, using measured from the lower edge of plating to the
top of hatches ( m ) or 0.3
m , whichever is the greater.
2. The breadth of the uppermost and lowest strakes of longitudinal bulkhead plating is not to be less
than 0.1 and the thickness of these is not to be less than that obtained from the following for-
mulae : 【See Guidance】
For lowest strakes :
mm
For uppermost strakes :
mm
where:
= spacing of stiffeners ( m).
3. The thickness of longitudinal bulkhead plating is to comply with the requirements of Pt 3, Ch 3,
Secs 3 and 4.
503. Stiffeners
1. The section modulus of stiffeners is not to be less than that obtained from the formula in Pt 3, Ch
15, 203. and 207. for deep tank bulkhead stiffeners, using measured from the midpoint of in
case of vertical stiffeners or from the centre of the width of plating supported by the stiffener in
case of horizontal stiffeners to the top of hatches ( m) or 0.3
m , whichever is the greater.
2. Horizontal stiffeners provided on upper and lower parts of longitudinal bulkhead plating are to be of
increased scantling above those specified in the preceding Paragraph.
3. The full width of face plates of horizontal stiffeners on longitudinal bulkhead is not to be less than
that required in 302. 6.
504. Strong vertical webs 【See Guidance】
Where strong vertical webs are provided in support of horizontal girders on transverse bulkheads at
the mid-distance of longitudinal bulkheads, the vertical webs are to be in accordance with the fol-
lowing requirements, according to the case where transverse bulkhead is of vertical stiffener system
or horizontal stiffener system.
(1) In the case of vertical stiffener system, the depth, web thickness and section modulus of strong
vertical webs supporting horizontal girders are not to be less than those obtained from the fol-
lowing formulae respectively. (See Fig 7.1.6)
Depth of webs :
mm
Web thickness :
Web thickness of vertical webs in the portion between the top of face plate of bottom gird-
er and the horizontal girder just above the bottom girder, and web thickness of vertical
webs in the portion between the said horizontal girder and the horizontal girder just above it
in case where the said horizontal girder is provided within 1/3 length of vertical arm of
bracket at the lower end of vertical webs above the face plate of bottom girder:
In case of one horizontal girder :
mm
20 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
In case of two horizontal girders :
In case of three horizontal girders :
mm
In case of n horizontal girders : mm
Thickness of vertical webs in the portion between the lower surface of face plate of deck
girders and the horizontal girder just below the said face plate.
In case of one horizontal girder :
mm
In case of two horizontal girders :
mm
In case of three horizontal girders :
mm
In case of n horizontal girders :
mm
Section modulus of webs : cm
where:
= overall length of vertical webs ( m), which is equal to the distance between the inner
surface of face plates of bottom and deck girders. In case where horizontal girder is
provided within 1/3 of the length of vertical arm of bracket at the lower end of verti-
cal webs above the top of bottom girders, is to be the distance between the said
horizontal girder and the inner surface of face plate of deck girders ( m).
= distance between longitudinal bulkheads ( m )
= mean depth of horizontal girders ( m).
= depth of webs at the lower portion of vertical webs considered ( mm).
= depth of webs at the upper portion of vertical webs considered ( mm).
= number of horizontal girders provided within the length of .
Rules for the Classification of Steel Ships 2023 21
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
( = 1, 2,... ) = load which vertical webs receive from the number horizontal girder
counting from the top of and which is obtained from the following
formulae :
In case of one horizontal girder : ′ ′ ′ ′ ′
t
In case of two horizontal girders :
t
′ ′ ′
′ ′ ′ ′
t
In the case of three horizontal girders :
′ ′ ′
t
′ ′ t
′ ′ ′ ′
t
In case of horizontal girders :
′ ′ ′
t
′
t ( = 2, 3 ......, -1)
′ ′ ′
t
Where
= 1 in the above formulae for and , is to be taken as ′ .
where :
( = 1, 2, ..., ) = distance between the top of and the horizontal girder just below
the top, distance between the adjacent horizontal girders or distance
between the bottom of and the horizontal girder just above the
bottom ( m ). ( is to be counted from the top.)
′ = distance between the lower surface of deck longitudinals and the uppermost horizontal
girder ( m).
′ = distance from the lowest horizontal girder within the length of to the horizontal
girder just below it or to the upper surface of bottom longitudinals ( m).
= distance from the mid-point of to the top of hatchways in centre tanks ( m).
′ = distance from the lower surface of deck longitudinals to the top of hatchways in cen-
tre tanks ( m).
= correspondingly as specified in Table 7.1.3.
22 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
Fig 7.1.6 Measurement of each dimension and load
(2) In case where one horizontal girder is provided, the depth, web thickness and section modulus
of strong vertical webs supporting the horizontal girder are not to be less than those obtained
from the following formulae respectively:
Depth of webs :
mm
Web thickness :
Web thickness of vertical webs in the portion between the top of face plates of bottom
girders and the horizontal girders :
mm
Web thickness of vertical webs in the portion between the lower surface of face plates of
deck girders and the horizontal girders :
mm
Rules for the Classification of Steel Ships 2023 23
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
Section modulus of webs : cm
where :
= distance measured upward from the top of face plates of bottom girders ( m).
= distance measured downward from the lower surface of face plates of deck girders
( m).
′ ′ ′ ′ ′
t
, , , , , , , ′ , ′ , , ′ , = as specified in (1) respectively.
= depth of slot ( m). Where, however, the slots are effectively covered by collar plates,
may be taken as zero.
505. Vertical webs supported by horizontal girders
Where vertical webs provided on transverse bulkhead are supported by the horizontal girders speci-
fied in 506., the depth, web thickness and section modulus of vertical webs are not to be less than
those obtained from the following formulae respectively.
Depth of webs : mm or mm , whichever is the greater.
Web thickness : mm
Section modulus of webs : cm
where :
= depth of slots ( mm).
= overall length between the points of support of vertical webs ( m ), which is equal to the
distance from the inner surface of face plates of bottom girders to the horizontal girder
just above it, that between the horizontal girders, or that from the inner surface of face
plates of deck girders to the horizontal girders just below it.
= spacing of vertical webs ( m ).
= distance from the mid-point of to the top of hatchways of the tanks concerned ( m ) or
m , whichever is the greater.
= depth of webs at the point under consideration ( mm).
= correspondingly as specified in Table 7.1.3.
, = coefficients given by the following formulae respectively:
,
= distance measured upward from the lower end of ( m).
24 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
506. Horizontal girders supporting vertical webs 【See Guidance】
Where vertical webs are supported by horizontal girders provided on transverse bulkheads, the
depth, web thickness and section modulus of horizontal girders are not to be less than those ob-
tained from the following formulae respectively. The section modulus, however, is not to be less
than that obtained from the formulae taking the starting point of each end of the girders, which-
ever is the greater. (See Fig 7.1.7)
Fig 7.1.7 Measurement of , , , etc.
Depth of girders : mm
Web thickness in the portion between the ends of horizontal girders and the vertical webs at ends :
In case of one vertical web :
mm
In case of two vertical webs :
mm
In case of three vertical webs :
mm
Section modulus of girders :
In case of one vertical web :
cm
In case of two vertical webs :
cm
In case of three vertical webs :
cm
where:
= overall length between the points of support of horizontal girders ( m), which is equal to the
distance between side shell plating and longitudinal bulkhead or that between the longitudinal
bulkheads ( m). Where, however, side stringers and longitudinal girders on longitudinal bulk-
heads are provided, the distance between the face plates of longitudinal girders is to be taken
as and where the strong vertical webs specified in 504. are provided in the middle between
the longitudinal bulkheads, a half of the distance between the longitudinal bulkheads is to be
taken as .
( = 1,2,3) = load which horizontal girders receive from the vertical web of number counting
from the end of , which is given by the following formulae :
Rules for the Classification of Steel Ships 2023 25
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
t
t
t
= width of the area to be supported by horizontal girders ( m).
= distance from the mid-point of to the top of hatchways of the tanks concerned ( m) or
0.3
m , whichever is the greater.
( = 1,2,3) = distance from the end of to the vertical web of number counting from the
end of ( m).
= correspondingly as specified in Table 7.1.3.
507. Horizontal girders supporting vertical stiffeners
Where vertical stiffeners are supported by horizontal girders provided on transverse bulkheads, the
depth, web thickness and section modulus of horizontal girders are not to be less than those ob-
tained from the following formulae respectively :
Depth of girders : mm or mm , whichever is the greater.
Web thickness : mm
Section modulus of girders : ′
where :
= depth of slots ( mm).
= overall length between points of support of horizontal girders ( m), which is equal to the
distance between side shell plating and longitudinal bulkhead or that between longitudinal
bulkheads. Where, however, side stringers and longitudinal girders on longitudinal bulkhead
are provided, the distance between the face plates of longitudinal girders is to be taken as
.
= width of area to be supported by girders ( m ).
= distance from the mid-point of to the top of hatchways of the tanks concerned ( m) or
0.3
m , whichever is the greater.
= depth of girders at the point under consideration ( mm).
= correspondingly as specified in Table 7.1.3.
= coefficient given by the following formula:
= distance measured from the end of ( m).
′ = coefficient given in Table 7.1.11.
26 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
Table 7.1.11 Coefficient ′
Where side stringers and vertical webs
Others
on longitudinal bulkheads are provided
Wing tank 7 10
Centre tank 7
NOTES:
= width of wing tanks ( m), Which is equal to the distance between side shell
plating and longitudinal bulkhead.
= width of centre tanks ( m), which is equal to the distance between longitudinal
bulkheads. Where, however, exceed 1.0, is to be taken as 1.0
and where less than 0.7, to be taken as 0.7.
508. Web plates, face plates and stiffeners of girders
1. The thickness of vertical webs and horizontal girders provided on transverse bulkheads is not to be
less than that required by the following:
(1) The web thickness of strong vertical webs specified in 504. is to be as required in 405. 1 (1) in
general. However, for the upper 2/3 of , excluding the portion nearby the top of vertical arm
of lower bracket of vertical webs, the formula may have its first term multiplied by 0.85.
(2) The web thickness of those webs and girders specified in 505. to 507. is to be as required in
405. 1 (3) in general.
2. The thickness and breadth of face plates forming vertical webs and horizontal girders specified in
Par 1 is not to be of less scantlings than required in 401. 4. However, the depth of girders of
corrugated bulkheads is to be measured from the middle of the depth of corrugation.
3. The girders specified in Par 1 are to be provided with flat bar stiffeners, applying the requirements
of 405.
509. Special stiffening of web plates and end connection brackets
As regards the strong vertical webs specified in 504. the lower brackets and the web plates be-
tween the top of face plate of bottom girders and the horizontal girders situated directly above the
bottom girders, including the web plates up to the horizontal girder situated directly above the said
horizontal girder in case where the said girder is situated within 1/3 the length of vertical arm of
brackets above face plate of bottom girders, are to be provided with stiffeners specially in close
spacing. Regarding the horizontal girders specified in 506. and 507., the end brackets and the web
plates in the vicinity of the inner edge of brackets are also to be provided with stiffeners in close
spacing. Further, a special consideration is to be given to the web plates at the portion specified
above to be protected from buckling, in case where the said plates are unavoidably lap jointed.
510. Additional strengthening of bulkhead in large tanks
As for large tank boundaries, the scantlings of bulkhead plates, stiffeners, vertical and horizontal
girders are not to be less than those obtained from relevant formulae in 501. to 507., where the
value of or ′ is the one specified in each requirement or that given by the following formula,
whichever is the greater.
m
where:
= or ′ as specified in each requirement.
= as specified in Pt 3, Ch 15,105.
Rules for the Classification of Steel Ships 2023 27
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
511. Swash bulkheads 【See Guidance】
1. Stiffeners and girders are to be of adequate strength in conformity with the size and opening ratio
of tanks.
2. The sectional area of wash bulkhead plating to the depthwise direction of the ship in centre tanks is
not to be less than that required in 501. as far as practicable.
3. The thickness of bulkhead plating is not to be less than that required by 108. (4) or that obtained
from the following formula, whichever is the greater. The thickness of the lowest strake of trans-
verse wash bulkheads is to be properly increased.
mm
where:
= spacing of stiffeners ( m).
4. The breadth and thickness of the uppermost and the lowest strakes in centre line wash bulkheads
are to be as required in 502. 2 as far as practicable.
5. It is recommended that a special consideration be given to the thickness of wash bulkhead plating
to prevent the plating from shear buckling.
Section 6 Relative Deformation of Wing Tanks
601. Relative deformation of wing tanks 【See Guidance】
As regards wing tanks, where the value obtained from the following formula exceeds 0.15, a special
consideration is to be given to the structure of wing tanks.
×
where:
= half-breadth of centre tanks ( m).
= breadth of wing tanks ( m).
= distance from the top of keel to the top of hatches of centre tanks ( m).
= length of one tank situated between oil-and/or water-tight bulkheads in centre tanks ( m).
, , = number of transverse bulkheads, wash bulkheads and transverse rings in wing tanks lo-
cated within , respectively. The bulkheads at the fore and aft ends of are to be
counted 1/2, respectively.
, = values given in Table 7.1.12 in accordance with the opening ratio. For intermediate value of
opening ratio, and are to be obtained by linear interpolation.
Table 7.1.12 Coefficients and
Opening ratio (%) and
0 1.00
5 0.95
10 0.80
20 0.55
30 0.35
40 0.23
50 0.15
60 0.10
70 0.06
28 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
, , = values obtained from the following formula : tcm
where:
= mean thickness of transverse bulkhead plating in wing tanks ( mm), in obtaining value.
mean thickness of wash bulkhead plating in wing tanks ( mm), in obtaining value.
mean thickness of transverse rings in wing tanks ( mm), in obtaining value.
= value obtained from the following formulae, in case where transverse bulkheads or wash bulk-
heads in wing tanks are of corrugated form, in accordance with the case where the corrugation
is vertical or horizontal:
m
For vertical corrugation :
m
For horizontal corrugation :
For the case other than above, the value is to be 1.0.
Section 7 Welding
701. Welding
1. The welding in tankers is to be in accordance with the requirements given in Pt 3, Ch 1, Table
3.1.11 except where specially prescribed in this Article for cargo oil tanks.
2. The application of the fillet welding is to be as given in Table 7.1.13.
Table 7.1.13 Fillet welding
Kind of
Column Item Where applied
weld
1 Shell, deck or longitudinal bulkhead plating F1
2 Web plates Web plates F1
3 Face plates F2
Transverse Web plates longitudinal frames, beams and
4 girders Slots in web plates F2
horizontal stiffeners on longitudinal bulkheads
and webs
5 Tripping brackets Web plates F3
and stiffeners Web plates of longitudinal frames, beams
6 provided on web and horizontal stiffeners on longitudinal F1
plates bulkheads
Longitudinal frames, beams and
7 horizontal stiffeners on Shell, deck or longitudinal bulkhead plating F3
longitudinal bulkheads
Members forming cross ties (web plates to
8 F3
face plates)
Cross ties
Face plates of transverses, side stringers or
9 F1
longitudinal girders
NOTE:
Where the radius at the toe of end brackets is small, it is recommended that F 1 be used for
appropriate length at the toe of bracket.
Rules for the Classification of Steel Ships 2023 29
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
Section 8 Supplementary Provisions for Tankers Having Longitudinal Bulkhead at
Centre Line Only
801. Application
The requirements specified hereunder apply to tankers not exceeding 120 m in length having longi-
tudinal bulkhead at the centre line only. As regards the matters not specially provided in these re-
quirements, the requirements in each previous Articles concerned are to be applied. Application of
406. and 509., however, may be dispensed with.
802. Trunks
1. The thickness of trunk top and side plating is not to be less than that obtained from the following
formula :
mm
where:
= spacing of longitudinal stiffeners ( m).
2. The section modulus of longitudinal stiffeners provided on trunks is not to be less than that ob-
tained from the following formula :
cm
where:
= spacing of transverses ( m ).
= spacing of longitudinal stiffeners ( m).
803. Transverses in cargo oil spaces
1. Transverses in cargo oil spaces are to be in accordance with the requirements of 401. to 406. ex-
cept those specially specified in this Article. In small ships, however, the brackets at ends of trans-
verses may be dispensed with, subject to the approval by the Society.
2. The depth and section modulus of bottom transverses are not to be less than those obtained from
the following formulae respectively :
Depth of transverses : m
Section modulus of transverses : ′ cm
where:
= overall length of transverses ( m), which is equal to the distance from the inner surface of
face plates of side transverses to the inner surface of face plates of vertical webs on cen-
tre line bulkhead.
= spacing of transverses ( m ).
= correspondingly as specified in Table 7.1.3.
3. The depth and section modulus of side transverses are not to be less than those obtained from the
following formulae respectively. Where the transverses are of tapered from, the requirements in
403. 1 (2) are to be applied.
Depth of transverses : m
Section modulus of transverses : cm
30 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
where:
= overall length of side transverses ( m), which is equal to the distance between the inner
surfaces of face plates of bottom transverses and deck transverses. (See Fig 7.1.3)
= spacing of transverses ( m ).
= distance from the mid-point of l0 to the point high as given by the following formula
above the top of keel ( m ):
m
= correspondingly as specified in Table 7.1.3.
4. The section modulus of transverses at bilge is not to be less than that obtained from the following
formula. However, in calculating the section modulus of transverses, the neutral axis of section is to
be assumed as to situate at the mid-point of the depth of transverses . (See Fig 7.1.3)
cm
where:
, , = as specified in Par 3 respectively.
5. Deck transverses
(1) The depth and section modulus of deck transverses in ships having no trunk are not to be less
than those determined correspondingly in accordance with the requirements in 402. 2 (1).
(2) In trunk ships, it is a standard arrangement that transverses extending from side to side of the
ship across the trunk are provided In this case, the depth of deck transverses regarded as being
supported by trunks may be 0.03 .
6. As for vertical webs provided on the centre line bulkhead, the requirements in Par 3 for side trans-
verses are to be correspondingly applied, but the depth and section modulus of deck transverses
are not to be less than those obtained from the formulae with each coefficient multiplied by 0.8
respectively.
804. Stiffening transverse
Trunks are to be provided with stiffening transverses in line with the deck transverses. The section
modulus of stiffening transverses is not to be less than that obtained from the following formula :
cm
where:
= half-breadth of trunks ( m )
= spacing of stiffening transverses ( m)
Section 9 Special Requirements for Wing Tanks at Fore Parts
901. Application
In case of oil tankers of 200 m and over in length, the members provided in wing tanks not being
ballasted at full load condition which are located between 0.15 from the bow and the collision
bulkhead are to comply with the requirements specified hereunder as well as the requirements in
each previous Articles concerned.
902. Side longitudinal frames
1. The section modulus of side longitudinal frames is not to be less than that obtained from the fol-
lowing formula :
Rules for the Classification of Steel Ships 2023 31
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
cm
where:
= spacing of transverses ( m ).
= spacing of longitudinal frames ( m).
= distance measured from the frame concerned to the point of the height which is to be ob-
tained from the following formula above the top of keel : ′ m
In any case, however, the distance is not to be less than that obtained from the following
formula :
m
2. Where side longitudinal frames are connected to transverse by brackets, the section modulus may
be taken as the value obtained from the formula in the preceding Paragraph multiplied by the fol-
lowing factor :
Where is obtained from the following formulae :
In case where brackets are provided at both ends :
In case where a bracket is provided at one end :
, , = arm length of brackets on longitudinal frames respectively ( m ). In case, is negative,
is to be taken as zero. (See Fig 7.1.8)
Fig 7.1.8 Measurement of and
903. Side transverses
1. The section modulus of side transverses is to be in accordance with the requirement in 403. 1 (5).
In applying the formula, however, is the distance from the mid-point of to 0.1 above the top
of keel ( m).
2. The thickness of webs of side transverses at inner edge of brackets at lower ends is to be in ac-
cordance with the requirements in 403. 1 (3). In applying the formula, however, is the distance
from the midpoint of to 0.1 above the top of keel ( m).
3. The thickness of webs between cross ties is not to be less than that obtained from the following
formula :
mm
where:
= spacing of transverses ( m ).
= depth of web at the mid-point of each span ( mm).
= maximum depth of slots in each span ( mm). The depth, however, may be taken as zero
where the slots are provided with collar plates.
= span of each transverse ( m ). However, for the part between cross ties and bottom or
32 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
deck transverses. is the distance between the centre of cross ties and the face plate
of bottom or deck transverses; for the part between cross ties, the distance between cen-
tres of cross ties. (See Fig 7.1.9)
= distance from the mid-point of each to the point 0.1 above the top of keel. Where,
however, the distance is less than 0.06 m , is to be taken as 0.06 m .
= coefficient given by the following formula :
= arm length of brackets at both ends of span, whichever is the smaller ( m). (See Fig
7.1.9)
Fig 7.1.8 Measurement of etc.
4. The thickness of web at the portion where cross ties are connected is to be as required in 403. 1
(4). In applying the formula, however, is the distance from the mid-point of to the point 0.1
above the top of keel ( m ), except that is to be taken as 0.06 m where the distance is less
than 0.06 m .
904. Special stiffening of web plates at ends of transverses
The upper and lower end brackets connected to side transverses and vertical webs on longitudinal
bulkheads, and the web plates of transverses at the inner edge of the brackets and in the vicinity
of the portion where cross ties are connected, are to be provided with stiffeners in specially close
spacing.
Rules for the Classification of Steel Ships 2023 33
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Ch 1 Oil Tankers Pt 7, Ch 1
905. Cross ties
The cross sectional area of cross ties and web thickness are to be in accordance with the require-
ments in 404. In applying the formula, however, is the distance from the mid-point of to the
point 0.1 above the top of keel ( m), except that is to be taken as 0.06 m , where the dis-
tance is less than 0.06 m .
906. Vertical webs on longitudinal bulkheads
The scantlings of vertical webs on longitudinal bulkheads are not to be less than generally those
determined in accordance with the requirements for side transverses.
Section 10 Piping Systems and Venting Systems for Oil Tankers
1001. General 【See Guidance】
1. Application
(1) The requirements in this Section apply to the piping systems and venting systems for ships in-
tended to be registered as oil tankers.
(2) The requirements in this Section apply to oil tankers which have all the following features. The
piping systems and venting systems for other types of oil tankers will be considered by the
Society in each case.
(a) Tankers carrying crude oil, petroleum products having a flash point not exceeding 60°C
(closed cup test) or other similar liquid cargoes
(b) Tankers of which the machinery spaces and cargo oil tanks (including slop tanks, the same
being referred hereinafter in this Section) are arranged in accordance with the requirements
in Pt 8, Ch 2, Sec 4.
(c) Tankers of which the cargoes are loaded by land facilities and unloaded by cargo pumps on
board ship.
(3) In addition to the requirements in this section, the requirements in Pt 8, Ch 2, Sec 4. and Pt 8,
Ch 9, Sec 5. are to be complied with.
2. Drawings and Data
Drawings and data to be submitted are generally as follows.
(1) Drawings and data for approval (with materials, dimensions, design pressures, etc. of pipes,
valves, etc. and the arrangement of devices to prevent the passage of flame)
(a) Piping diagram of cargo oil pipes and instrumentation
(b) General arrangement of bilge systems and ventilation systems of a cargo oil pump room
(c) General arrangement of venting systems for cargo vapours, etc.
(d) Other drawings and data considered necessary by the Society
(2) Drawings and data for reference
(a) Capacity calculation sheet for pressure/ vacuum valves and overpressure protective device of
cargo oil tanks
(b) Other drawings and data considered necessary by the Society
3. Special type
Where ships are equipped with new types of pumps and/or piping systems, specifications and de-
tailed drawings are to be submitted to the Society for approval. The Society may require additional
detailed investigations or tests of their own, where deemed necessary by the Society.
4. In application of the 1001. 3, "Requirements concerning use of crude oil or slops as fuel for tanker
boilers" are to comply with Annex 7-1「Additional Requirements for Oil Tankers Using Crude Oil as a Fuel
for Boilers」. (2021)
34 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
1002. Cargo oil pumps and piping systems
1. Cargo oil pumps
(1) Cargo oil pumps are to comply with the following (a) to (e).
(a) Each pump is to be so designed as to minimize the risk of sparking and oil leakage at the
seal.
(b) Where machinery is driven by shafting passing through a bulkhead or deck, shafting is to be
provided with flexible couplings, and gastight seals with efficient lubrication or other means
of ensuring the permanence of the gastight seal are to be fitted in way of the bulkhead or
deck. If a bellows piece is incorporated in the design, it is to be pressure tested before
fitting. The gastight seals or other means are to be so designed as to minimize the risk of
sparking, and the sealing parts contacted with the shafting are to be material that will not
initiate sparks. 【See Guidance】
(c) Cargo oil pumps are to comply with the requirements in Pt 8, Ch 2, 410. 1.
(d) A stop valve is to be provided on the delivery side of the pump. However, such stop valve
may be omitted, provided that the cargo oil pipe on the delivery side of the pump is pro-
vided with a stop valve in a proper position.
(e) Where a relief valve is provided on the delivery side of the pump, the arrangement is to be
such that the escaped oil is led to the suction side of the pump.
(f) A pressure measuring device is to be fitted on the delivery side of each pump. Where the
pump is driven by a prime mover which is installed in the space other than the pump room,
an additional pressure measuring device is to be fitted at a suitable position visible from the
controlling position.
(2) Where prime movers, other than steam engines or hydraulic motors, for driving the cargo oil
pumps are installed in the cargo oil pump room, descriptions and construction of the prime
movers and the driving system are to be submitted for the approval by the Society.
(3) Where deep well pumps, submerged pumps, etc. are installed, construction of the pumps and
driving systems are to be submitted for approval by the Society.
(4) In general, cargo oil pumps are not to be used for other purposes than transferring cargo oil or
ballast in cargo oil tanks, transferring tank cleaning water for cargo oil tanks, discharging bilge as
specified in 1003. 1(2), or discharging ballast as specified in 1003. 2 (2).
2. Arrangement of cargo oil piping systems
(1) Cargo oil pipes are classified into Class Ⅲ, except where considered necessary by the Society.
(2) Each cargo oil tank is to be provided with a cargo oil suction pipe(s) so arranged that cargo un-
loading can be carried out with one of the cargo oil pumps out of use.
(3) Cargo oil pipes are to be so arranged as to be capable of loading cargo oil to cargo oil tanks
without passing through cargo oil pumps. Where loading pipes are led directly to the tanks from
above the deck, the opening ends of these pipe are to be led to the lower part of the tanks as
far as practicable to prevent the accident caused by the generation of static electricity.
(4) Where sea suction pipes for ballasting purpose are connected to cargo oil pipes, stop valves are
to be provided between the sea suction valves and the cargo piping.
(5) Slip joints used in the cargo oil pipes are to be in compliance with Pt 5, Ch 6, 104. 5.
(6) Sea suction pipes and discharge pipes for permanent ballast tanks are not to be connected to
the sea suction pipes and discharge pipes for cargo oil tanks.
3. Alternative use of tanks
Where cargo oil tanks are so designed that they can also be used as ballast tanks, the tanks are to
be provided with devices which the Society requires, and approved drawings or documents having
descriptions on a detailed operating manual for the alternative use are to be provided on board the
ship. 【See Guidance】
4. Separation of cargo oil pumps and cargo oil pipes 【See Guidance】
(1) Cargo oil pipes are to be entirely separated from other pipes, except where permitted in 1002. 2
(2) and 1003. 1 and 2.
(2) Cargo oil pipes are not to be led through fuel oil tanks nor engine room and accommodation
spaces where sources of vapour ignition are normally present. In addition, these pipes are not to
be led to spaces forward the collision bulkhead or after the front bulkhead of the engine room.
(3) Cargo oil pipes on the weather deck are to be arranged sufficiently apart from the accom-
Rules for the Classification of Steel Ships 2023 35
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
modation spaces.
(4) Where a ship is equipped with bow and/or stern loading and unloading of cargo oil outside the
cargo area, the connections of the cargo lines leading to the cargo hose connection therein are
to be of welded joints except valve connections and the cargo lines are to be clearly identified
and segregated by following means of (A) or (B) situated in the cargo area. The open ends of
the cargo lines are to be provided with a blank flange at the bow and/or stern end connections.
(A) Two valves which can be secured in the closed position and provided that the efficiency of
the segregation can be checked
(B) One valve together with another closing appliances providing an equivalent standard of seg-
regation such as a removable spool piece or spectacle flange
(5) Cargo oil pipes and similar pipes to cargo oil tanks are not to pass through ballast tanks.
However, these pipes may pass through the ballast tanks provided that these pipes in ballast
tanks are of short length and the connections of these pipes are of welded joints or flanged
joints which have no risk of leakage.
(6) Notwithstanding preceeding (5), for oil tankers other than double hull tankers, cargo oil pipes
may pass through the ballast tanks provided that the connections of these pipes are of welded
joints or flanged joints which have no risk of leakage. Expansion bends only, not glands, are
permitted in these lines within ballast tanks.
(7) Connection between cargo piping and ballast piping referred to above is not permitted except for
emergency discharge as specified in the Unified Interpretation to Regulation 1.18 of MARPOL
Annex I.
(8) In spite of the (7), provision may be made for emergency discharge of the segregated ballast by
means of a connection to a cargo pump through a portable spool piece. In this case nonreturn
valves should be fitted on the segregated ballast connections to prevent the passage of oil to
the ballast tanks. The portable spool piece should be mounted in a conspicuous position in the
pump room and a permanent notice restricting its use should be prominently displayed adjacent
to it. Shut-off valves shall be provided to shut off the cargo and ballast lines before the spool
piece is removed.
5. Bulkhead valves of cargo oil piping systems 【See Guidance】
(1) Cargo oil pipes passing through oiltight bulkheads between cargo oil tanks and pump rooms are
to be provided with stop valves as close to the bulkhead as practicable.
(2) Where the valves prescribed in (1) are located inside the pump room, they are to be made of
steel or cast iron products with an elongation of 12 and above. These values are to be capa-
ble of being closed at the position of the valves and from a readily accessible position outside
the compartment in which they are located. However, if the valves operated at a position above
the deck are fitted on each cargo oil branch pipe, the valves located inside the pump room may
be of cast iron products with an elongation of less than 12 without remote control device.
(3) Where the valves prescribed in (1) are located inside the tank, the valves may be of cast iron
and need not be capable of being closed at the position of the valves, but they are to be pro-
vided with remote control devices, and the pipes are to be provided with another valve in the
pump room.
(4) Where the valves are required to be remote controlled according to the requirements in (2) and
(3), means are to be provided to show whether they are open or closed.
6. Valve operation rod penetrating through decks
Stuffing boxes are to be provided at positions at which operating rods from cargo valves pass
through gastight or oiltight decks.
7. Piping in cargo oil tanks 【See Guidance】
(1) Pipes other than cargo oil pipes, cargo oil heating pipes, ballast pipes of cargo tanks and pipes
permitted in (2) to (4) are not to pass through cargo oil tanks nor to have any connection to
these spaces.
(2) Pipes for remote control of cargo oil piping systems, and vapour discharge pipes, tank cleaning
pipes and sounding devices of cargo oil tanks may be led to cargo oil tanks.
(3) Scupper pipes, sanitary pipes, etc. may be led through cargo oil tanks subject to the approval by
the Society.
(4) Ballast pipes and other pipes such as sounding and vent pipes to ballast tanks are not to pass
through cargo oil tanks. However, these pipes may pass through the cargo oil tanks provided
that these pipes in cargo oil tanks are of short length and the connections of these pipes are of
36 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
welded joints or flanged joints which have no risk of leakage.
(5) Notwithstanding preceeding (4), for oil tankers other than double hull tankers, ballast pipes of
ballast tanks adjacent to a cargo oil tanks may pass through cargo oil tanks provided that the
connections of these pipes are of welded joints or flanged joints which have no risk of leakage.
Expansion bends only, not glands, are permitted in these lines within cargo oil tanks.
8. Sounding devices of cargo oil tanks 【See Guidance】
A suitable sounding device approved by the Society is to be fitted onto any cargo oil tank. The
sounding device is to be designed or arranged to prevent any outflow of flammable gases into
spaces such as engine room, accommodation spaces, etc. where sources of vapour ignition are nor-
mally present.
9. Steam pipes
(1) The cargo oil heating steam supply and return pipes are not to penetrate the cargo oil tank plat-
ing, other than at the top of the tank, and the main supply pipes are to be run above the
weather deck.
(2) Isolating shut-off valves or cocks are to be provided at the inlet and outlet connections to the
heating circuit(s) of each tank.
(3) The cargo oil heating steam return pipes are to be led to an observation tank or other oil de-
tectors in a position well-ventilated and well-lighted part of the space as apart as possible from
hot surfaces such as boilers and ignition sources for the detection of contaminated oil in steam
drain.
(4) The steam temperature in steam pipes arranged in cargo oil pump rooms and cargo oil heating
steam pipes is not to exceed 220 ℃ .
(5) In the cargo oil pump rooms, drain pipes from steam or exhaust pipes or from the steam cylin-
ders of the pumps are to terminate well above the bilge wells.
(6) Each branch connection of cleaning steam pipes of cargo oil tanks or other tanks to which a
cargo oil pipe is led is to be provided with a screw-down non-return valve or two stop valves.
10. Thermal oil pipes
(1) The thermal oil piping arrangement for the cargo oil tanks is to comply with following require-
ments:
(A) All joints in the cargo oil tanks are to be of welded type. (2018)
(B) Isolating shut-off valves or cocks are to be provided at the inlet and outlet connections to
the cargo oil tanks. Where the thermal oil pipe penetrates the oiltight bulkhead between a
cargo oil tank and the pump room, shut-off valves or cocks may be installed as close to the
bulkhead as practicable.
(C) The system is to be so arranged that the pressure in the coil is at least 3 m water head
above the static head of the cargo when the circulating pump is not operating.
(D) For the ships only carrying oils having a flash point not exceeding 60 ℃, the requirement in
Pt 5, Ch 6, 1004. is to be applied.
(2) The thermal oil temperature in the cargo area is not to exceed 220 ℃.
11. Heating plants for asphalts cargo
(1) Heating plants for asphalt tanks are to be arranged.
(2) Heating coils in asphalt tanks are to be sufficient thickness with fully welded joint.
(3) Pumps and valve systems are to be suitable for the type of cargo to be transported.
(4) Heating system for cargo pumps and cargo lines is to be arranged.
(5) Temperature gauges are to be arranged in each cargo tanks enabling the recording of temper-
atures at bottom, midway between bottom and deck and at deck level in order to prevent over-
heating of cargo.
12. Integrated cargo oil and ballast driving systems
Emergency stopping devices and control systems of integrated hydraulic and/or electric system used
to drive both cargo oil and ballast pumps including active control and safety systems(hereinafter re-
ferred to as「integrated cargo oil and ballast driving system」) are to comply with following
requirements.
(1) Emergency stopping devices of integrated cargo oil and ballast driving system are to be in-
dependent from control systems. A single failure in the emergency stopping devices or the con-
trol systems is not to render the integrated cargo oil and ballast driving system inoperative.
Rules for the Classification of Steel Ships 2023 37
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
(2) Manual emergency stops of cargo oil pumps are to be arranged in a way that they are not to
cause the stop of the hydraulic power source.
(3) The control systems are to be provided with backup power supply, which may be satisfied by a
duplicate power supply from the main switch board.
The failure of any power supply is to provide audible and visible alarm activation at each location
where the control panel is fitted.
(4) Manual overriding or redundant arrangements are to be provided within the control systems to
be made available for the operation of the integrated cargo oil and ballast driving system in the
event of failure of the automatic or remote control systems.
1003. Piping systems for cargo oil pump rooms, cofferdams and tanks adjacent to cargo oil tanks
1. Bilge piping systems, etc. for cargo oil pump rooms and cofferdams adjacent to cargo oil tanks
(1) Bilge piping system consisting of a power driven pump or eductor is to be provided to discharge
bilge in the cargo oil pump room and cofferdams adjacent to a cargo oil tank. The bilge in these
spaces is not to be led to the engine room.
(2) Cargo oil pumps may be used for bilge drainage purpose specified in (1), provided that each
bilge suction is provided with a screw-down non-return valve, and a stop valve or cock is fitted
on the suction side of the pump and, in addition, a stop valve is fitted between the cargo oil
pipe and the overboard discharge valve.
(3) Bilge pipes for a cofferdam adjacent to a cargo oil tank are to be entirely separate from those
for spaces not adjacent to a cargo oil tank. However, a common bilge pump (except cargo oil
pump) may be used for bilge drainage purpose of these spaces subject to the approval by the
Society, provided that the bilge pipe for spaces not adjacent to a cargo oil tank has a non-return
valve.
(4) Sounding pipes of cofferdams adjacent to a cargo oil tank is not to be less than 38 mm in in-
ternal diameter and unless otherwise approved by the Society to be led to above the weather
deck. 【See Guidance】
(5) The bilge system serving the cargo oil pump room is to be operable from outside the cargo oil
pump room.
(6) Intrinsically safe type bilge level alarm devices are to be provided in the bilge well of the cargo
oil pump room so as to activate an audible and visible alarm in the cargo control room and on
the navigation bridge.
(7) The cargo oil pump room is to comply with the requirements in Pt 8, Ch 2, 410. 3.
2. Ballast tanks adjacent to cargo oil tanks
(1) The requirements in this Paragraph are also applied to ballast tanks used as cofferdams at the
fore and after ends of cargo oil tanks in accordance with the requirements in 103. 4.
(2) Ballast pipes of ballast tanks adjacent to a cargo oil tank are to be separated from other pipes
and are not to be led to the engine room. For this purpose, an exclusive pump for ballasting
and deballasting these tanks is, generally, to be provided in the pump room. However, where
specially approved by the Society, the cargo pumps may be used for the purpose of only
de-ballasting in an emergency. In case ballast tanks are not adjacent to cargo oil tank and quali-
fied as being safe, other requirements by the Society will be applied. 【See Guidance】
(3) Each air pipe to ballast tanks adjacent to a cargo oil tank is to be provided with an easily re-
newable flame screen at their outlets. In case where approved by the Society, the requirement
in Pt 5, Ch 6, 201. 4 (1) for the dimension of the air pipes will be properly modified. 【See
Guidance】
(4) Sounding pipes of ballast tanks adjacent to a cargo oil tank are to be led to above the weather
deck, unless otherwise approved by the Society. 【See Guidance】
3. Fore peak ballast tank
The fore peak ballast tank ballasted with the system serving other ballast tanks within the cargo
area are to be meet the following requirements:
(1) The vent pipe openings are to be located on open deck at the suitable distance regarding
following from sources of ignition.
(A) Areas on open deck or semi-enclosed spaces on open deck, within a sphere of 1.5 m radi-
us from the vent pipe openings of fore peak ballast tank : zone 1
(B) Areas on open deck or semi-enclosed spaces on open deck, within 1.5 m surrounding the
38 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
areas specified in the above (A) : zone 2
(2) Means are to be provided on the open deck to allow measurement of flammable gas concen-
trations within the fore peak tank by a suitable portable instrument.
(3) The sounding arrangement to the fore peak tank is to be direct from open deck.
(4) The access to the fore peak tank is to be direct from open deck. Alternatively, indirect access
from the open deck to the fore peak tank through an enclosed space may be accepted provided
that :
(A) In case the enclosed space is separated from cargo tanks by cofferdams, the access is to
be through a gas tight bolted manhole located in the enclosed space and a warning sign is
to be provided at the manhole stating that the fore peak tank may only be opened after;
(a) it has been proven to be gas free; or
(b) any electrical equipment which is not certified safe in the enclosed space is isolated.
(B) In case the enclosed space has a common boundary with the cargo tanks and is therefore
hazardous, the enclosed space is to be well ventilated.
4. Fuel oil tanks adjacent to cargo oil tanks
Sounding pipes of fuel oil tanks adjacent to a cargo oil tank are to be led to above the weather
deck, unless otherwise approved by the Society. 【See Guidance】
5. Pump arrangement for forward compartment
A pump used for bilge drainage or transfer of ballast water or fuel oil in a compartment forward of
the cargo oil tanks is to be exclusive and unless otherwise approved by the Society to be installed
in the forward part of the ship. However, where approved by the Society, other suitable pumps than
specified above may be used for the bilge drainage or transfer of ballast water in a compartment
forward of the cargo oil tanks.
1004. Ventilation systems in cargo oil pump rooms
1. The capacity, structure and etc. of ventilation systems are to comply with the requirements in Pt 8,
Ch 2, 404. 1.
2. The ducts are to be arranged, to permit ventilation from the vicinity of the pump room bilge, above
the transverse floor plate or bottom longitudinals. An emergency intake located nearly 2 m above the
pump room lower grating is to be arranged to the ducts, and this emergency intake is to have a
damper which is capable of being opened or closed from the weather deck and lower grating level.
3. The foregoing exhaust system is to be in association with open grating floor plates to allow the free
flow of air.
1005. Venting systems of cofferdams adjacent to cargo oil tanks 【See Guidance】
Effective venting systems are to be provided to cofferdams adjacent to a cargo oil tank. Where air
pipes are provided for this purpose, each air pipe is to be provided with an easily renewable flame
screen at their outlets, and they are not to be less than 50 mm in internal diameter. Where ven-
tilation system is provided, the construction of the ventilation fan and the wire mesh screens fitted
on the exhaust ducts are to comply with the requirements in 1004. Air holes are to be cut in every
part of the structure where there might be a change of gases being pocketed.
1006. Positions of openings of machinery spaces, deck houses, etc. and electrical equipment,
etc. 【See Guidance】
The arrangement of ventilation inlets and outlets and other deckhouse and superstructure boundary
space openings is to be such as to complement the requirements in Pt 8, Ch 2, 403. Such vents
especially for machinery spaces are to be situated as far aft as practicable. Due consideration in this
regard is to be given when the ship is equipped to load or discharge at the stern. Sources of igni-
tion such as electrical equipment are to be so arranged as to avoid an explosion hazard.
1007. Tankers carrying only oils having a flash point exceeding 60 °C
For tankers intended only for the carriage of oils having a flash point exceeding 60 ℃ the require-
ments in this Section applies as follows;
Rules for the Classification of Steel Ships 2023 39
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
1. The requirements in 1001. 2 to 1002. 9, 1003. 1 (3) to (7), 1003. 2 (1), 1003. 3 & 5, 1005. to
1006. may be properly modified.
2. The requirements in 1002. 11, 12 & 1003. 1 (2) are to be satisfied.
3. Bilges of the cargo oil pump room and cofferdams adjacent to a cargo oil tank may be led to the
engine room (See 1003. 2 (1)).
4. Ballast pipes of ballast tanks adjacent to a cargo oil tank may be led to the engine room (See 1003.
2 (2)). The wire gauze to prevent the passage of flame required for the outlets of the air pipes to
the ballast tanks may be omitted (See 1003. 2 (3)). The sounding pipes of these tanks may be ar-
ranged to have openings below the weather deck (See 1003. 2 (4)).
5. The sounding pipes of fuel oil tanks adjacent to a cargo oil tank may not be led to above the
weather deck (See 1003. 4).
6. The requirements in 1004. are to be satisfied. However, The capacity and structure of fan are to be
in accordance with the guidance considered by the Society. 【See Guidance】
1008. Testing and inspection
After the manufacture of piping systems and ventilating systems of oil carriers, the following tests
are to be conducted in addition to the requirements in Pt 5, Ch 6, Sec 14.
1. Tests on board
(1) Cargo oil pipes, after the completion of their piping, are to be subjected to a leak test at a
pressure of 1.5 times the design pressure or greater.
(2) Heating pipes inside cargo oil tanks are to be subjected to a leak test at a pressure of 1.5
times the design pressure or greater.
2. After installation inboard, auxiliaries and piping systems are to be subjected to the following tests :
(1) A test on the functioning of cargo oil pumps.
(2) A test on the functioning of ventilating systems.
(3) A test on the functioning of various systems concerning safety measures specified in this
Section.
1009. Installation location of ballast pump
The ballast pump is to be located in the cargo pump room, or a similar space within the cargo area
not containing any source of ignition.
Section 11 Electrical Equipment
1101. General 【See Guidance】
1. Application
Electrical equipment for ships carrying crude oil, petroleum products or other similar liquid cargoes is
to comply with the requirements in this Section, (KS C ) IEC 60092-502 and all applicable require-
ments in Pt 6, Ch 1.
2. Dangerous spaces
(1) In tankers carrying flammable liquids having a flash point not exceeding 60°C(closed cup test),
the following spaces and zones are to be considered as dangerous spaces.
(A) Zone 0
(a) Cargo tanks
(b) Slop tanks
(c) Interior of pipes for pressure-relief or venting systems for cargo and slop tanks
(d) Interior of cargo pipes
(B) Zone 1
(a) Void spaces adjacent to integral cargo tanks
40 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
(b) Hold spaces containing independent cargo tanks
(c) Cofferdams and segregated ballast tanks adjacent to cargo tanks
(d) Cargo pump rooms
(e) Enclosed or semi-enclosed spaces, immediately above cargo tanks (for example, between
decks) or having bulkheads above and in line with cargo tank bulkheads
(f) Spaces, other than cofferdam, adjacent to and below the top of a cargo tank(for exam-
ple, trunks, passageways and hold)
(g) Areas on open deck or semi-enclosed spaces on open deck, within a sphere of 3m ra-
dius from cargo tank openings, gas or vapour outlets(for example, cargo tank hatches,
sight ports, tank cleaning openings, sounding pipe openings, etc., the same being re-
ferred hereinafter), cargo manifold valve, cargo valve, cargo pipe flange and cargo
pump-room ventilation outlets and any cargo tank vent outlets for pressure release
which permits the flow of small volumes of gas or vapour caused by thermal variation
(h) Areas on open deck or semi-enclosed spaces on open deck, within a vertical cylinder of
unlimited height and 6m radius from the cargo tank vent outlet centre, and within a
hemisphere of 6m radius below the outlet which permits the flow of large volumes of
gas or vapour during loading, discharging or ballasting
(i) Areas on open deck or semi-enclosed spaces on open deck, within 1.5 m from cargo
pump room entrances, within a sphere of 1.5 m radius from of cargo pump room ven-
tilation inlet and openings into cofferdams or openings specified (B) Zone 1
(j) Areas on open deck within spillage coamings surrounding cargo manifold valves and 3m
beyond these, up to a height of 2.4m above the deck
(k) Areas on open deck over all cargo tanks(including all ballast tanks within the cargo tank
block) where structures are restricting the natural ventilation and to the full breadth of
the ship plus 3m fore and aft on open deck, up to a height of 2.4m above the deck
(l) Compartments for cargo hoses
(m) Enclosed or semi-enclosed spaces in which pipes containing cargoes are located
(C) Zone 2
(a) Areas on open deck or semi-enclosed spaces on open deck, within 1.5m surrounding
the areas specified in (B). But, within 2.0m for "any cargo tank vent outlets for pressure
release which permits the flow of small volumes of gas or vapour caused by thermal
variation" in (B) (g)
(b) Spaces within 4m surrounding the areas specified in (B) (h)
(c) Spaces forming an air-lock between the areas specified in (B) and non-hazardous areas
(d) Areas on open deck within spillage coamings intended to keep spillages clear of accom-
modation and service spaces and 3m beyond these, up to a height of 2.4m above the
deck
(e) Areas on open deck over all cargo tanks where unrestricted natural ventilation is guaran-
teed and to the full breadth of the ship plus 3m fore and aft on open deck, up to a
height of 2.4m above the deck surrounding open or semi-enclosed spaces of (B)
(f) Spaces forward of the open deck specified in (e) and (B) (k), below the level of the
main deck, and having an opening on to the main deck or at a level less than 0.5m
above the main deck, unless ;
(i) the entrances to such spaces do not face the cargo tank area and, together with all
other openings to the spaces, including ventilating system inlets and exhausts, are
situated at least 5m from the foremost cargo tank and at least 10m measured hori-
zontally from any cargo tank outlet or gas or vapour outlet ; and
(ii) the spaces are mechanically ventilated
(g) Ballast pump room adjacent to cargo tanks
(2) In tankers carrying flammable liquids having a flash point exceeding 60°C(closed cup test), the
following spaces and zones are to be considered as dangerous spaces.
(A) In tankers carrying cargoes that are heated more than temperature which is 15°C lower than
the flash point, the classification of hazardous areas and spaces are the same as the re-
quirements specified in (1)
(B) In tankers carrying cargoes that are heated less than temperature which is 15°C lower than
the flash point or cargoes that are not heated, the hazardous areas are classified in Zone 2
as follows
(a) Cargo tanks
(b) Slop tanks
Rules for the Classification of Steel Ships 2023 41
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
(c) Interior of pipes for pressure-relief or venting systems for cargo and slop tanks
(d) Interior of cargo pipes
3. System of supply
(1) The system of power supply is to be one of the following systems:
Two-wire insulated for
Two-wire insulated for single-phase
Three-wire insulated for three-phase
(2) Generator circuits, power supply and distribution circuits are not to be earthed, nor to depend on
hull return system except the following:
(a) Impressed current cathodic protection system for outer hull protection only,
(b) Earth indication devices or other alternative means, however, in no case the circulation cur-
rent to exceed 30 mA ,
(c) Limited and locally earthed systems, such as starting and ignition systems of internal com-
bustion engines,
(d) Electrical circuits having no fear of causing hull current in the dangerous spaces, subjected
to the approval of the Society.
4. Isolating means
Distribution circuits for the electrical equipments installed in dangerous spaces are to be provided on
each circuit with multipole linked isolation switches in a safe space. In addition, the isolation
switches are to be clearly labelled to identify the electrical equipment to be connected with, and
further effective means are to be provided to avoid danger due to unauthorized operation of the
isolation switches.
5. Earth detection
Excluding intrinsically safe circuits, the feeders and distribution circuits to be connected to the elec-
trical equipments in the dangerous spaces or to run through the dangerous spaces are to be pro-
vided with such devices that keep monitoring the insulation levels and will give an alarm in case of
abnormally low level.
1102. Wirings in dangerous spaces
1. General
Cables are generally not to be installed in the dangerous spaces specified in 1101. 2. Where in-
stallation of cables in such spaces is unavoidable, it is to comply with the following requirements.
2. Selection of cables
Cables are to be one of the following. Where corrosion may be expected, a non-metallic impervious
sheath is to be applied over metallic sheath or armour of cables for corrosion protection.
(1) Mineral insulated and metallic sheathed.
(2) Lead sheathed and armoured.
(3) Non-metallic impervious sheathed and armoured.
3. Installation of cables
(1) Cables are to be installed as close to the hull center line as practicable.
(2) Cables are to be installed sufficiently distant from decks, bulkheads, tanks and various kinds of
pipes.
(3) Cables which are installed on the fore and aft gangways and the decks are to be protected
against mechanical damage. Further, the cables and their supports are to be fitted in such a
manner as to withstand expansion and contraction and other effects of the hull structure.
(4) The penetration part of the cables or cable pipes through decks and bulkheads of the dangerous
spaces is to be constructed so as to maintain gastightness and liquid-tightness as the case may
require.
(5) When mineral insulated cables are used, special precautions are to be taken to ensure sound
terminations.
42 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
4. Earthing of cables
All metallic protective coverings of power and lighting cables passing through dangerous spaces, or
connected to equipment in such spaces, are to be earthed at least at each end.
5. Intrinsically safe circuits
(1) The cables for intrinsically safe circuits associated with intrinsically safe type electrical equipment
are to be of exclusive use, being installed separately from cables for general circuits.
(2) Intrinsically safe circuits associated with different kinds of intrinsically safe type electrical equip-
ment are generally to be wired individually using different cables. Where it is necessary to use a
multi-core cable in common, a cable which has shields by each core or each pair of cores is to
be used, having such shields earthed effectively.
1103. Electrical equipment in dangerous spaces 【See Guidance】
1. General
(1) Electrical equipment is generally not to be installed in the dangerous spaces specified in 1101.
2. Where installation of electrical equipment is unavoidable, it is to comply with the following
requirements.
(2) Explosion-protected electrical equipment is to comply with the requirements in Pt 6, Ch 1, Sec
9.
(3) Electrical measuring, monitoring, control and communication apparatus are to be of intrinsically
safe type.
(4) Portable lamps are to be of intrinsically safe or flameproof type with self-contained battery or of
air-driven type with pressurized enclosure.
2. All dangerous spaces specified in 1101. 2
Intrinsically safe type electrical equipment may be installed.
3. Cathodic protection
(1) Impressed current systems are not to be permitted in oil cargo tanks.
(2) Magnesium or magnesium alloy anodes are not to be permitted in oil tanks.
(3) Aluminium anodes are only permitted in cargo tanks of tankers in locations where the potential
energy does not exceed 275 Nm. Aluminium anodes are not to be located under tank hatches
or Butterworth openings in order to avoid any metal parts falling on the fitted anodes, unless
protected by adjacent structure.
(4) There is no restriction on the position of zinc anodes.
(5) The anodes are to have steel cores and these are to be sufficiently rigid to avoid resonance in
the anode support and be designed so that they retain the anode even when it is wasted.
(6) The steel inserts are to be attached to the structure by means of a continuous weld of ad-
equate section. Alternatively they may be attached to separate supports by bolting, provided a
minimum of two bolts with locknuts are used. However, approved mechanical means of clamping
will be accepted.
(7) The supports at each end of an anode are not to be attached to separate items which are likely
to move independently.
(8) When anode inserts or supports are welded to the structure, they are to be arranged so that
the welds are clear of stress raisers.
4. Cofferdams, double bottoms and duct-keels adjoining cargo tanks
(1) The transducers of navigation instruments such as electric depth sounding devices may be
installed. The transducers are to be of totally-enclosed type and to be housed in a gastight en-
closure clear of the cargo tank. The cables to the transducers are to be installed in heavy gauge
galvanized steel pipes with gastight joints up to the main deck.
(2) Where the anodes or electrodes and the cables of an impressed current cathodic protection sys-
tem for outer hull protection are installed in such spaces, the requirements in the preceding (1)
are to be applied.
(3) Lighting fittings of flameproof type or of air-driven type with pressurized enclosure may be in-
stalled in double bottoms and ductkeels equipped with machinery which is to be manned for op-
eration and watch. The lighting fittings are to be arranged on at least two independent circuits.
Rules for the Classification of Steel Ships 2023 43
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
5. Dangerous spaces specified in 1101. 2 (1) (B) (e)
(1) Lighting fittings of flameproof type or of air-driven type with pressurized enclosure may be
installed. Lighting fittings in the spaces which are normally attended by the personnel are to be
supplied by at least two independent circuits.
(2) Cables may be run through in these spaces.
6. Dangerous spaces specified in 1101. 2 (1) (B) (f) and ballast tanks adjoining cargo tanks
(1) Electrical equipment specified in Par 3 may be installed.
(2) Lighting fittings of flameproof type or air-driven type with pressurized enclosure may be installed
in the spaces equipped with machinery which is to be manned for operation and watch.
(3) Through-runs of cables are to be subjected to the approval of the Society.
7. Dangerous spaces specified in 1101. 2 (1) (B) (d)
(1) Electrical equipment specified in Par 3 may be installed.
(2) Lighting fittings of flameproof type of air-driven type with pressurized enclosure may be
installed. Lighting fittings are to be arranged on at least two independent circuits.
(3) Where cables are run through cargo pump room entrances, they are to be installed in heavy
gauge steel pipes or steel ducts with gastight joints.
8. Dangerous spaces specified in 1101. 2 (1) (B) (m), (l)
(1) Lighting fittings of flameproof type or air-driven type with pressurized enclosure may be
installed.
(2) Where cables are run through these spaces, they are to be installed in heavy gauge steel pipes
or steel ducts with gastight joints.
9. Dangerous spaces specified in 1101. 2 (1) (B) (g), (h), (k) and (1) (C) (b), (e)
(1) Electrical equipment of flameproof type, pressurized protected type and increased safety type
may be installed.
(2) Cables may be run through the spaces. However, no cable expansion bends are to be provided
in the spaces specified in 1101. 2 (8) as far as practicable.
10. Enclosed and semi-enclosed spaces having a direct opening in 1101. 2
These spaces are to be taken as equivalent to the adjacent dangerous spaces having direct open-
ings, and the electrical installations are to be in compliance with the corresponding requirements in
the preceding Pars 1 to 8.
11. Electric motors driving equipment in cargo pump room (2019)
Electric motors driving pumps located in cargo pump room spaces are to be installed in the space
partitioned from these spaces by a gastight bulkhead and deck. In addition, suitable stuffing boxes
are to be fitted where shafts pass through gastight bulkheads and decks. However, when the elec-
tric motor is explosion-protected type suitable for the area, the electric motor can be installed in
the cargo pump room.
12. Lighting in dangerous spaces
(1) To discourage personnel from entering the cargo pump room when the ventilation is not in op-
eration, one of the following means is to be applied.
(A) Lightings in cargo pump room are to be interlocked with ventilation system such that ven-
tilation systems are to be in operation to energize the lighting. Failure of the ventilation sys-
tems should not cause the lighting to go out. Emergency lighting, if fitted, is not to be
interlocked.
(B) Audible and visible alarms located at the door to the cargo pump room are to provide a
warning if the door is opened when the cargo pump room ventilation is not in operation. A
notice is to be prominently displayed on or adjacent to the pump room door to the effect
that the alarms indicate that the pump room ventilation is not in operation, that the pump
room atmosphere may therefore be hazardous, and that the pump room is not to be entered
until verified safe. The audible alarm is also to sound on the navigation bridge. Reset of the
alarm is to be provided from the navigation bridge only.
13. Electric motors driving ventilators for dangerous spaces
44 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
Electric motors driving the ventilators for cargo pump rooms and the exhaust ventilators for other
dangerous spaces are not to be installed in the ventilation ducts.
1104. Earthing and bonding of cargo tanks, process plant and piping systems for the control of
static electricity 【See Guidance】
1. Bonding straps are required for cargo tanks and process plant, piping systems which are not per-
manently connected to the hull of the ship as the followings.
(1) Independent cargo tanks
(2) Cargo tanks and piping systems which are electrically separated from the hull of the ship
(3) Pipe connections arranged for the removal of spool pieces
(4) Wafer-style valves with non-conductive (e.g PTFE) gaskets or seals
2. Where bonding straps are required, they are to comply with the followings.
(1) The bonding straps are to be clearly visible so that any shortcomings can be clearly detected.
(2) The bonding straps are to be designed and sited so that they are protected against mechanical
damage and, as far as possible, they are not affected by high resistivity contamination(corrosive
products or paint).
(3) The bonding straps are to be easy to install and replace.
Rules for the Classification of Steel Ships 2023 45
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
CHAPTER 2 ORE CARRIERS
Section 1 General
101. Application 【See Guidance】
1. The construction and equipment of ships intended to be registered and classed as "Ore Carriers"
are to be in accordance with the requirements in this Chapter or equivalent thereto.
2. Except where specially required in this Chapter, the general requirements for the construction and
equipment of steel ships are to be applied.
3. The requirements in this Chapter are framed for ships of usual form, having single deck, machinery
aft, two rows of longitudinal watertight bulkheads, and also having double bottoms under ore holds,
decks and bottoms with longitudinal framing.
4. Ore carriers which are different construction from the scope of application and the requirements in
this Chapter are considered to be not applicable, matters are to be determined as deemed appro-
priate by the Society.
5. Except where specially required in this Chapter, the requirements in Ch 3 are to be applied.
102. Direct strength calculation 【See Annex 7-10】
When the scantlings of each members are determined based upon direct calculations defined Pt 3,
Ch 1, 206. of the Rules, concerned members, load cases, the scope of strength calculation and
permissible stresses are to be at the discretion of the Society.
Section 2 Double bottoms
201. General
1. The specific gravity of cargoes described in this Section is as defined by the following formula :
where:
= mass of cargoes for the hold under consideration ( t ).
= volume of the hold excluding its hatchway ( m )
2. The height of double bottoms is to be determined in such a manner that the center of gravity of
the ship is sufficiently high in full load condition. However, the height is not to be less than that
obtained from the following formula.
However, in no case is the value of h to be less than 0.76 m.
3. Floor plates or bottom transverses are to be arranged at the positions of bulkheads or transverses
in side tanks or void spaces.
4. Where double bottoms are intended to be deep tanks, the scantlings of members in double bot-
toms are to be in accordance with the relevant requirements in Sec 3, in addition to those of this
Section. Bottom shell plating is to be in accordance with 301., 302. 1. and 5. Inner bottom plating
is to be in accordance with 301.and 302. 1. Bottom longitudinals are to be in accordance with 303.
1., 3., 4., 6. and 8. Inner bottom longitudinals are to be in accordance with 303. 4., 6. and 8.
Girders are to be in accordance with 301. However, when obtaining the value of coefficient in
Rules for the Classification of Steel Ships 2023 47
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
302. 1., "longitudinal bulkhead plating" is to be construed as "bottom shel plating" or "inner bottom
plating".
202. Inner bottom plating
1. The thickness of inner bottom plates is not to be less than that obtained from the following for-
mulae, whichever is the greater :
mm
mm
where:
= spacing of inner bottom longitudinals ( m).
= mass of grab ( t )
= vertical distance from the top of the inner bottom plates to the upper deck measured at
the centre line of the ship ( m ).
= as specified in Pt 3, Ch 1, 403. 2.
= coefficient obtained from the following formulae, depending on the value of
: for ≤
: for ≤
= spacing of solid floor( m )
= as specified in 201. 1.
203. Longitudinals
1. The section modulus of bottom longitudinals is not to be less than the value obtained from the fol-
lowing formula.
cm
S = spacing of bottom longitudinals ( m).
= distance between floor ( m ).
= distance from the longitudinals under consideration to the following point above the top of
the keel
′
′ = length of ship ( m). Where, however, exceeds 230 m, is to be taken as 230 m.
= coefficients determined according to values of as specified below :
= 1.0 where is 230 m and under,
1.07 where is 400 m and above.
For intermediate values of , are to be obtained by linear interpolation.
= coefficients is obtained from the following formula :
48 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
= as specified in 202. 1.
= as specified in Pt 3, Ch 1, 124.
2. The section modulus of inner bottom longitudinals is not to be less than that obtained from the fol-
lowing formula. However, the section modulus of inner bottom longitudinals is not to be less than
0.75 times that of the bottom longitudinals as specified in Par 1 at the same location.
cm
S = spacing of inner bottom longitudinals ( m ).
= distance between floor ( m ).
= as specified in 202. 1.
= value of specified in 201. 1.
However, values of are not to be less than 0.9.
= coefficients is obtained from the following formula :
= as specified in 202. 1.
= as specified in 203. 1.
3. Buckling strength of longitudinal is to be in accordance with the requirements (1) and (2) below. In
case where the Society specially considers necessary according to the materials, scantling, geo-
metries and the point of arrangement of these structural members, detailed assessment may be
required.
(1) As for flat bars used for longitudinals, the ratio of depth to thickness is not to exceed 15.
(2) The full width of face plate of longitudinals is not to be less than that obtained from the follow-
ing formula:
mm
where :
= depth of web of longitudinal ( m )
= spacing of girders ( m)
204. Girders
The arrangements and the scantling of girders in double bottoms are to be determined by direct
calculations.
Section 3 Wing Tanks or Void Spaces
301. Minimum thickness
1. The thickness of structural members in deep tanks such as bulkhead plating, floors, girders including
struts and their end brackets is not to be less than the value determined from Table 7.2.1 accord-
ing to the Length of Ship.
2. The thickness of structural members in deep tanks is not to be less than 7 mm.
Rules for the Classification of Steel Ships 2023 49
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
Table 7.2.1 Minimum thickness
and over 105 120 135 150 165 180 195 225 275 325 375
m
and under 105 120 135 150 165 180 195 225 275 325 375
Thickness ( mm) 8.0 8.5 9.0 9.5 10.0 10.5 11.0 11.5 12.0 12.5 13.0 13.5
302. Bulkhead plating
1. The thickness of bulkhead plating in deep tanks is not to be less than that obtained from the fol-
lowing formula. However, the thicknessof plating with only one side in contact with sea water may
be 0.5 mm less than the greatest of the values obtained from the following formula:
mm
S = spacing of stiffeners ( m).
= water head of , or is obtained from Table 7.2.2, whichever is the greater. When
the ship use the flow-through ballast water exchange operations method, and are to
be additionally considered. (2020)
= as specified in 203. 1.
= determined from Table 7.2.3
In determining the thickness of longitudinal bulkhead plating, coefficient for may be
gradually reduced for the parts forward and aftward the midship part, and it may be taken
as 3.6
in calculations at 0.1 from fore end and aft end.
50 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
Table 7.2.2 Water head (2020)
Vertical distance from the lower edge of the bulkhead plating under consideration
to the mid-point between the point on tank top and the upper end of the over-
flow pipe. For side shell plating, a water head corresponding to the minimum
draught amidship min ( m) under all operating conditions of the ship may be de-
ducted therefrom. The deductible water head at the top of keel is to be min , val-
ue at point min above the top of keel, 0, and value at an intermediate point is to
be obtained by linear interpolation
As obtained from the following formula
where:
= additional water head given by the following formula;
For -type, -type etc. of tanks, is to be determined as deemed
appropriate by the Society
= tank length ( m), 10, when less than 10 m.
= tank breadth ( m ), 10, when less than 10 m
Value ( m) obtained by multiplying 0.7 by vertical distance from the lower edge of
the bulkhead plating under consideration to the point 2.0 m above the top of
overflow pipe.
Vertical distance from the lower edge of the bulkhead plating under consid-
eration to the top of the overflow pipe (or air pipe) to the point where the
overpressure is added ( m). (Overpressure : due to sustained liquid flow through
overflow pipe in case of overfilling or filling during flow through ballast water
exchange. It is to be defined by the designer, but not to be less than 2.5.)
: as specified in
Rules for the Classification of Steel Ships 2023 51
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
Table 7.2.3 Coefficient
longitudinal bulkhead of longitudinal bulkhead of
longitudinal framing transverse framing
For
minimum : 3.6
For or and for transverse
bulkhead
= either or according to value of . However, value of is not to be less than .
′ for
for ≤
and = as specified in Pt 3, Ch 1, 124.
= distance from the top of keel to the lower edge of plating when the platings under
consideration are under , to the upper edge of plating when the platings under con-
sideration are above and to the longitudinals stiffener under consideration for longi-
tudinal stiffener, respectively ( m).
= distance from the top of keel to the horizontal neutral axis of transverse section amid-
ship ( m).
′ = the greater of the value specified in Pt 3, Ch 3, 203., (5), (a) or (b).
= coefficient determined according to the values of as specified below: For inter-
mediate values of , the value of b is to be determined by linear interpolation:
when is 230 m and under
when is 400 m and above
= when high tensile steels are used for not less than 80 of side shell platings
at the transverse section amidship and 1.0 for other parts.
= horizontal distance from the side shell plating to the longitudinal bulkhead plating
under consideration ( m).
2. The thickness of longitudinal bulkhead plating is to be in accordance with the requirements in Pt 3,
Ch 14. The thickness of longitudinal bulkhead plating forming deep tanks is also to be in accordance
with the requirements in Par 1 above.
mm
where:
= length of the shorter side of the panel enclosed by stiffeners, etc. ( m)
= vertical distance from the lower end of the hopper plate to the upper deck at centre line
( m ).
= coefficient obtained from the following formula. However, in no case is it to be less than
3.2.
52 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
= coefficient obtained from the following formula
where ≤
=
where ≤ = 1
= length of the longer side of the panel enclosed by stiffeners, etc. ( m )
= coefficient obtained from the formula in Table 7.2.4.
= as specified in Fig 7.2.1
= as specified in 201. 1.
Table 7.2.4 Coefficient
Angle (degree)
≤ 1.0
1.4 - 0.01
≥ 0.6
Fig 7.2.1 Measurement of
3. In ships whose cargoes are regularly handled by grabs or similar mechanical appliances, the thick-
ness of longitudinal bulkhead plating up to a height of 3.0 m above the lowest point of the inner
bottom is not to be less than those obtained from the following formula in addition to the require-
ments in Par 2.
mm
where:
= spacing of stiffeners ( m ).
= mass of grab ( t )
4. The thickness of longitudinal bulkhead plating is to be in accordance with the requirements in Pt 3,
Ch 3, 302. and Pt 3, Ch 3, 303. as well as Pt 3, Ch 3, Sec 4.
5. The thickness of shell and deck plating forming deep tanks, which are taken as bulkhead plating in
deep tanks, is to be in accordance with the requirements in Pt 3, Ch 4 and Pt 3, Ch 5 respectively,
Rules for the Classification of Steel Ships 2023 53
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
and is not to be less than the value obtained from the requirements in Par 1 above, which may be
reduced by 0.5 mm.
6. The thickness of tank top in deep tanks is not to be less than the value obtained from the require-
ments in Par 1 above plus 1.0 mm.
303. Longitudinals and Stiffeners
1. The section modulus of bottom longitudinals is not to be less than the value obtained from the for-
mula in 203. 1.
2. The section modulus of side longitudinals including bilge longitudinals is not to be less than the val-
ue obtained from the following formula:
cm
S = spacing of side longitudinals ( m ).
= spacing of girders ( m ).
= distance from the longitudinals under consideration to the following point above the top of
the keel
′
′ = specified in 203. 1.
= specified in 203. 1.
= coefficients is obtained from the following formula :
= or as given below, whichever is greater
′ for
for ≤
= specified in 203. 1.
= Vertical distance from the top of the keel to the longitudinals under consideration ( m ).
= distance from the top of keel to the horizontal neutral axis of transverse section at
amidship ( m ).
= coefficient determined according to the values of as specified below: For inter-
mediate values of , the value of is to be determined by linear interpolation:
= 6/a when is 230 m and under,
10.5/a when is 400 m and above.
=
when high tensile steels are used for not less than 80 of side shell platings at
the transverse section amidship and 1.0 for other parts.
54 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
However, the section modulus does not need to exceed that of bottom longitudinals specified in Par 1
above, but is not to be less than the value obtained from the following formula:
cm
3. For side longitudinals, bottom longitudinals and longitudinals stiffeners attached to longitudinals bulk-
heads in deep tanks, sufficient consideration is to be taken against fatigue strength.
4. For the parts forward and aftward of midship part, the scantlings of bottom longitudinals and side
longitudinals may be gradually reduced and at the end parts they may be reduced by 15 of the
values obtained from the requirements in Pars 1 and 2 above respectively. However, the scantlings
of bottom longitudinals and side longitudinals are not to be less than those required in Pars 1 and 2
above respectively under any circumstances for the parts between a point 0.15 from the fore end
and the collision bulkhead.
5. The section modulus of stiffeners attached to longitudinal bulkheads is to be in accordance with the
requirements in Pt 3, Ch 14, and is to be as specified in the following (1) and (2).
(1) The section modulus of longitudinal stiffeners is not to be less than the value obtained from the
following formula:
cm
S = spacing of longitudinal stiffeners ( m).
= Vertical distance from the stiffener under consideration to the upper deck at the centerline
= length of longitudinal stiffener between transverse webs ( m ).
= coefficient given in Table 7.2.5. according to the values of specified in 302. 2. and
specified in 201. 1.
= coefficients is obtained from the following formula :
= or as given below, whichever is greater
′ for
for ≤
= specified in 203. 1.
= specified in 303. 2.
, ′ and = specified in 302. 1.
Table 7.2.5 Coefficient
Angle (degree)
≤ 130
( 214 - 2.1 )
≥ 46
Rules for the Classification of Steel Ships 2023 55
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
(2) The section modulus of transverse stiffeners is not to be less than that obtained from the fol-
lowing formula :
cm
where:
= spacing of transverse stiffeners ( m ).
= vertical distance from the mid-point of to the upper deck at centre line ( m ).
= distance between the supports of stiffeners ( m).
= coefficient obtained from the formula given in Table 7.2.6 according to the values of
specified in 302. 2. and specified in 201. 1.
Table 7.2.6 Coefficient
Angle (degree)
≤ 7.8
( 12.8 - 0.125b )
≥ 2.8
6. The section modulus of stiffeners attached to bulkhead plating in deep tanks is not to be less than
the value obtained from the following formula:
cm
Where:
= spacing of stiffeners ( m).
= water head , or as specified in Table 7.2.2. Where, however, "from the lower
edge of the bulkhead plating under consideration" is to be construed as "from the stiffener
under consideration" for horizontal stiffeners, and as "from the mid-point of " for vertical
stiffeners. When the ship use the flow-through ballast water exchange operations method,
and as specified in 302. are to be additionally considered. (2020)
= distance between the supports of stiffeners ( m).
= specified in 203. 1.
= value obtained from following formula. The value for , however, is to be as obtained
from the formula in Table 7.2.7.
=
For the parts forward and aftward of midship part in determining the section modulus of
stiffeners attached to bulkhead plating, coefficient for may be gradually reduced, and
at the end parts may be as /18.
= as determined from Table 7.2.8 according to the fixity condition of stiffener ends;
56 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
Table 7.2.7 Coefficient
Bulkhead and framing systems
Longitudinal bulkhead of longitudinal framing
, minimum
system
Longitudinal bulkhead of transverse framing
system, transverse bulkhead
= as specified in 302. 1.
However, "the lower edge of the bulkhead plating under consideration" and "the bulk-
head plating under consideration" are to be construed as "the stiffener under consid-
eration" in applying the requirements for and .
Table 7.2.8 Coefficient
One end of stiffener Supported by rule
Connection be hard Connection be
girder or lug Snip
bracket soft bracket
The other end of stiffener connection
Connection be hard bracket 0.70 1.15 0.85 1.30
Connection be soft bracket 1.15 0.85 1.30 1.15
Supported by rule girder or
0.85 1.30 1.00 1.50
lug connection
Snip 1.30 1.15 1.50 1.50
1. Connection by hard bracket is a connection by bracket to the double bottoms or to the adjacent
members, such as longitudinals or stiffeners in line, of the same or larger sections, or a con-
nection by bracket to the equivalent members mentioned above. (See Pt 3, Fig 3.14.2 (a))
2. Connection by soft brackets is a connection by bracket to the transverse members such as
beams or equivalent thereto. (See Pt 3, Fig 3.14.2 (b))
7. Buckling strength of longitudinal frames, beams and stiffeners is to be in accordance with the re-
quirements (1) to (3) below. In case where the Society specially considers necessary according to
the materials, scantling, geometries and the point of arrangement of these structural members, de-
tailed assessment may be required.
(1) Longitudinals beams, side longitudinals attached to sheer strakes and longitudinal stiffeners at-
tached to the longitudinal bulkhead within 0.1 from the strength deck are to have a slender-
ness ratio not exceeding 60 at the midship part as far as practicable.
(2) As for flat bars used for longitudinal beams, frames and stiffeners, the ratio of depth to thick-
ness is not to exceed 15.
(3) The full width of face plate of longitudinal beams, frames and stiffeners is not to be less than
that obtained from the following formula:
mm
where :
= depth of web of longitudinal beam, frame or stiffener ( mm).
= spacing of girders ( m).
8. In case where assembled members, special shape steels or flanged plates are used for frames,
beams or stiffeners in cargo oil tanks and deep tanks whose scantlings are specified only in terms
of section modulus, the thickness of web is not to be less than the value from the following
formula. However where the stiffener have the sufficient buckling strength or the depth of web is
intended to be greater than the required level due to reasons other than strength, it may be suit-
ably modified. (2019)
Rules for the Classification of Steel Ships 2023 57
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
mm
where:
= depth of web ( mm).
= coefficient according to the location of stiffeners as given Table 7.2.9.
Table 7.2.9 Coefficient
Locations
Bottom longitudinals located not more
than 0.25 above top of keel
Deck longitudinals located not less than
0.25 below deck
Other structural members
and = specified in 302. 1.
9. The section modulus of longitudinal beams is not to be less than the value obtained from the re-
quirements in Pt 3, Ch 10, 303. The section modulus of bottoms longitudinals, side longitudinals and
longitudinal beams in deep tanks is not to be less than the value obtained from the requirements in
Par 6 above.
304. Girders 【See Guidance】
1. The arrangements and scantlings of girders in wing tanks or void spaces are to be determined
based upon direct strength calculations.
2. Notwithstanding the requirement in Par 1, the scantlings of girders in wing tanks or void spaces
may be determined in accordance with the requirements in the following Par 3 to Par 10 for ships
with less than 230 m .
3. The construction and scantlings of transverses, girders, webs and cross ties are to be in accordance
with the requirements in the following (1) to (5). The construction and scantlings of transverses,
girders, webs and cross ties in deep tanks are also to be in accordance with the requirements in Pt
3, Ch 15.
(1) The thickness of transverses, girders, webs and cross ties are not to be less than the value
given in Table 7.2.1 according to the length of the ship.
(2) Girders and transverses in the same plane are to be so arranged that abrupt changes in strength
and rigidity are avoided; they are to have brackets of sufficient scantlings and with properly
rounded corners at their ends.
(3) The depth of girders and transverses is not to be less than 2.5 times that of slots for frames,
beams and stiffeners.
(4) The thickness of face plates forming a girder is to be greater than the thickness of web, and
the total width is not to be less than that obtained from the following formula :
′
where:
= depth of girder ( mm)
′ = distance between supporting points of girders ( m). Where, however, if effective tripping
brackets are provided, they may be regarded as supporting points.
58 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
(5) Transverses are to be effectively stiffened according to the following (a) to (c):
(a) The depth of flat bar stiffeners provided on transverses is not to be less than 0.08 .
However, where the stiffeners range throughout the full depth of the transverse, is to be
taken as the depth of transverse, and where the stiffeners are fitted in parallel with face
plates, is to be taken as the spacing of the tripping brackets. The depth and thickness of
the flat bar stiffeners which support longitudinals penetrating transverses are to be as re-
quired in Pt 3, Ch 7, 206. 2.
(b) Tripping brackets are to be provided on the web plate of transverses at the inner edge of
end brackets and at the intersectional part of crossties, etc. and also at the proper intervals
in order to support transverses effectively. Where the breadth of face plates exceeds 180
mm on either side of the web plate, these brackets are to be so arranged as to support the
face plate as well.
(c) Lower brackets of side transverses and transverses on longitudinal bulkheads and web plates
in the vicinity of the edge of the brackets are to be provided with closely-spaces stiffeners.
4. The scantlings of side transverses are to be in accordance with the requirements in the following
(1) to (5):
(1) Symbols used in this Paragraph are defined as follows:
= 1.0 where is 230 m and under,
1.2 where exceeds 400 m
For intermediate values of , is to be obtained by linear interpolation.
= distance from the mid-point of to the point above the top of keel ( m ).
= distance from the mid-point of to the point above the top of keel ( m ).
′ m
′ = length of ship ( m). Where ′ exceeds 230 m, ′ is to be taken as 230 m.
= overall length of side transverses ( m), which is equal to the distance between the inner
surfaces of face plates of bottom transverses and deck transverses. (See Fig 7.2.2)
Fig 7.2.2 Measurement of , , and
Rules for the Classification of Steel Ships 2023 59
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
= spacing of transverses ( m).
′ = spacing of stiffeners provided depthwise on the web plates of transverses at the por-
tion where cross ties are connected ( m ).
= Correction factor for brackets as given by the following formula:
, = arm length of brackets at both ends of girders and transverses respectively
( m).
= overall length of girders and transverses ( m ), which is equal to .
= length of arm of the lowest bracket ( m ). (See Fig 7.2.2)
= width of the area supported by cross ties ( m). (See Fig 7.2.2)
′ = depth of side transverses at the inner edge of the lowest bracket ( mm). (See Fig
7.2.2)
= depth of slot in the vicinity of inner edge of the lowest bracket. Where, however, the
slots are provided with collar plates, may be taken as zero.
= section area effective to support the axial force from cross tie ( cm ), which is to be
taken as following (a) to (c):
(a) Where the face plates of cross ties are continuous to the face plates of transverses
in an arc form or a similar form, is the total sum of the sectional area of the
web plate of transverse at the portion between the contact points of the tangents to
the arc or the similar curve making an angle of 45° to the direction of cross tie, that
of the stiffener provided in the axial direction of cross tie on the web plate between
the contact points, and 0.50 times that of the face plates at the contact points. (See
Fig 7.2.3 (a))
(b) Where the face plates of cross ties are continuous to the face plates of transverses
in the form of straight line with rounded corners, is the total sum of the sectional
area of the web plate of transverse at the portion between the midpoints of the in-
tersections of the extensions of the lines of inner surface of face plates of both
cross tie and transverse with the lines making an angle of 45° to the direction of
cross tie in contact with the inner surface of face plates at the transforming parts,
that of the stiffener provided in the axial direction of cross tie on the web plate be-
tween the above mentioned mid-points and 0.50 times that of the face plates at the
mid-points. (See Fig 7.2.3 (b))
(c) Where the face plates of cross ties are joined directly to the face plates of trans-
verses with a right or nearly right angle and both face plates are connected with
brackets and further, stiffeners are provided on the web plate of transverses on the
extended lines of face plates of cross tie, is the total sum of the sectional area
of the web plate of transverse at the portion between the mid-points of the inter-
sections of the extensions of lines of inner surface of face plates of both cross tie
and transverse with the lines making an angle of 45° to the direction of cross tie in
contact with the free edge lines of brackets, and that of the stiffeners provided as
mentioned above. (See Fig 7.2.3 (c))
, , = coefficients given in Table 7.2.10 according to the number of cross ties
respectively.
Table 7.2.10 Coefficients , , and ′
Number of cross ties ′
0 0.150 55.7 5.07 7.14
1 0.110 44.8 2.70 4.42
2 0.100 39.4 2.28 3.74
3 0.095 36.2 2.12 3.49
60 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
Fig 7.2.3 Extent for total sectional area
(2) The depth of transverses is not to be less than m at the mid-point of . Where the
transverses are of tapered form, the reduction in depth at the upper end is not to exceed 10
of the depth at the mid-point of , and the rate of increase in depth at the lower end is not to
be less than that of reduction at the upper end.
(3) The web thickness of transverses at the inner edge of brackets at the lower ends is not to be
less than that obtained from the following formula. Where, however, bottom transverses and
longitudinal bulkheads in centre tanks or inner tanks are connected with large brackets extending
to the lowest cross ties, the web thickness of side transverses may be properly reduced.
′
mm
(4) The web thickness of transverses at the portion where cross ties are connected is not to be
less than that obtained from the following formula. Where slots are provided in the web at the
portion where cross ties are connected, the slots are to be effectively covered with collar plates.
× ′
mm
(5) The section modulus of transverses at the span is not to be less than that obtained from the
following formula :
cm
5. The scantlings of transverses on longitudinal bulkheads are not to be less than the values obtained
from the requirements in Par 4 (2) to (5) above correspondingly. For transverses without cross ties,
is to be the distance from the mid-point of to the top of the cargo hatch.
6. The scantlings of bottom transverses are to be in accordance with the requirements in the following
(1) to (3):
(1) The rigidity of bottom transverses is to be well balanced with that of side transverses.
(2) The section modulus of bottom transverses at the span is not to be less than that obtained
from the following formula:
cm
where :
, , = as specified in Par 4 (1).
= As given by the following formula:
′ m
′ = as specified in Par 4 (1).
Rules for the Classification of Steel Ships 2023 61
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
= overall length of bottom transverses ( m), which is equal to the distance between the
inner surface of face plates of bottom transverses and that of vertical webs on longi-
tudinal bulkheads.
(3) The section modulus of transverses at bilge and at the lower end of longitudinal bulkheads is
not to be less than that obtained from the following formula. In calculating the section modulus,
the neutral axis of section is to be taken as located at the middle of the depth (See Fig
7.2.2) of transverses. (2019)
′ cm
where:
, = as specified in Par 4 (1) respectively.
′ = coefficient given in Table 7.2.10 according to the number of cross ties.
7. The scantlings of deck transverses are to be in accordance with the requirements in the following
(1) to (2):
(1) The rigidity of deck transverses is to be well balanced with that of side transverses.
(2) The section modulus of deck transverses is not to be less than that obtained from the following
formula:
cm
where:
, = as specified in Par 4 (1) respectively.
= overall length of deck transverses ( m), which is equal to the distance between the
inner edges of face plates of side transverses and that of vertical webs on longi-
tudinal bulkheads.
8. The web thickness t of transverses is not to be less than the value obtained from the following
formula:
mm
where:
= depth of web plates ( m). Where stiffeners are provided horizontally on the midpart of
web plates, distance between the stiffener and shell plating or face plate ( m), or be-
tween the stiffeners ( m ).
= coefficient determined from Table 7.2.11, according to the ratio of to and the
stiffened panel arrangement, where is the spacing of stiffeners provided on web
plates in the depthwise ( m). For the intermediate value of , is to be obtained
by linear interpolation. The girders situated higher than above the top of keel or
the lower edge of face plate at the lower side of the second cross ties from deck,
whichever is the lower, may have the web thickness as obtained from the formula
with its first term multiplied by 0.85, subject to the requirements of (i) and (ii) in this
Sub-paragraph (b).
(a) Where no stiffener is provided in parallel with face plates:
Where, however, slots are provided, is to be used and the web thickness is not to be
less than that obtained by applying the requirements of (i) in this sub-paragraph.
62 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
Table 7.2.11 Coefficients , and
S/d 0
0.2 or less 2.6 2.1 3.7
0.4 4.5 3.7 6.7
0.6 5.6 4.9 8.6
0.8 6.4 5.8 9.6
1.0 7.1 6.6 9.9
1.5 7.8 7.4 10.3
2.0 8.2 7.8 10.4
2.5 or more 8.4 8.0 10.4
(b) Where stiffeners are provided in parallel with face plates, for panel between face plate and
stiffener or between stiffeners:
However, the thickness need not exceed the value obtained by using coefficient , Subject
to no stiffener in parallel to face plate and no slot being provided. For panel between stiff-
ener and shell plating:
(i) Where slots are provided on webs with no reinforcement, the first term of the formula
is to be multiplied by the following factor:
where :
= depth of slots ( m ).
where is 0.5 or less, the multiplier is to be taken as 1.0.
(ii) Where openings are provided on webs with no reinforcement, the first term of the for-
mula is to be multiplied by the following factor:
where:
= length at the longer side of the panel surrounded by the web stiffeners ( m).
= diameter of openings ( m ). Where openings are of oblong, is to be the
length of the longer diameter ( m).
9. Where side transverses and transverses on longitudinal bulkheads in wing tanks are connected with
cross ties, the construction of cross ties are to be as required in the following (1) and (2):
(1) Brackets are to be provided at the ends of cross ties to connect to transverses or girders.
(2) Where the breadth of face plates forming cross ties exceeds 150 mm on one side of the web,
stiffeners connected to web and face plates are to be fitted at proper intervals.
10. Where side transverses and transverses on longitudinal bulkheads in wing tanks are connected with
cross ties, the sectional area of cross ties is not to be less than the value obtained from the fol-
lowing formula:
= spacing of transverses ( m ).
Rules for the Classification of Steel Ships 2023 63
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
= width of the area supported by cross ties ( m ). (See Fig 7.2.2).
= distance from the mid-point of to the point specified in Par 4 (1) above the top of
keel ( m).
= coefficient given by the following formula:
when :
when :
= Length (m) of cross ties measured between the inner edges of the side transverses
and the vertical webs on longitudinal bulkheads
= As given by the following formula:
: The least moment of inertia of cross ties ( cm ).
: Sectional area of cross ties ( cm ).
Section 4 Transverse Bulkheads and Stools in Ore Holds
401. Transverse Bulkheads in Ore Holds
1. The scantlings of structural members of transverse bulkheads are to be in accordance with the re-
quirements in Pt 3, Ch 15, Sec 2. Where, however, in application of these requirements, in the
formulae is to be substituted by ′ , where is as specified in 201. 1. Where, however, is
less than 1.5, is to be taken as 1.5, and ′ is to be in accordance with the following :
(1) In case of bulkhead platings, vertical distance from the lower edge of bulkhead plate to the up-
per deck at centre line of ship ( m).
(2) Vertical distance from the mid-point of for vertical stiffeners on bulkhead or from the
mid-point of distance between the adjacent stiffeners for horizontal stiffeners to the upper deck
at centre line of ship ( m). is as specified in Pt 3, Ch 15, 203.
(3) Vertical distance from the mid-point of for vertical webs supporting stiffeners or from the
midpoint of for horizontal girders to the upper deck at centre line of ship ( m). and are
as specified in Pt 3, Ch 15, 204.
2. Notwithstanding the requirements in Par 1, the scantlings of structural members of transverse bulk-
heads are not to be less than those specified in Pt 3, Ch 14. In addition, the thickness of the
transverse bulkhead plating is not to be less than 7.0 mm.
3. For transverse bulkhead without lower stool, the thickness of the lowest strake of bulkhead plating
is to be appropriately increased referring to the thickness of inner bottom plating.
402. Lower and Upper Stools at Transverse Bulkheads in Ore Holds
1. The thickness of hopper plate of the lower stool of transverse bulkhead is not to be less than that
obtained from the formula in 302. 2. using the value of coefficient reduced by 10 . However,
in ships whose cargoes are handled by grabs or similar mechanical appliances, the thickness of the
lower stool plating up to a height of 3.0 m above the lowest point of the inner bottom is not to be
less than those obtained from the following formula in addition to the requirements in the above
sentence.
mm
64 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
where:
= spacing of stiffeners ( m ).
= mass of grab ( t )
2. The section modulus of horizontal stiffeners provided on the side plating of the lower stool is not to
be less than the value obtained from the formula in 303. 5. (1), where the coefficient, , is to be
reduced by 10%. Where vertical stiffeners are provided, the section modulus is not to be less than
the value obtained from the formula in 303. 5. (2).
3. Partial girders, etc. are partially to be arranged beneath the girders in the lower stool of the trans-
verse bulkhead.
4. The scantlings of structural members of the upper and lower stools of the transverse bulkhead are
not to be less than the values obtained from the requirements in Pt 3, Ch 14.
Section 5 Relative Deformation of Wing Tanks
501. Relative deformation of wing tanks 【See Guidance】
Where the value obtained from the following formula exceeds 0.18, special consideration
is to be given to the structure of the wing tanks, except where the scantlings of mem-
bers are determined by direct calculations.
․
where:
= vertical distance between the top of inner bottom plating and the upper deck at the centre
line of the ship ( m).
= length of one ore hold (m)
= half-breadth of cargo hold (m)
= Breadth of wing tank (m)
and = Numbers of transverse bulkheads, swash bulkheads and transverse rings in wing
tanks located within , respectively
The bulkheads at the fore and after ends of are to be counted as 1/2,
respectively.
and = values given in Table 7.2.12 in accordance with the opening ratio of swash bulkheads
or transverse rings For intermediate values of the opening ratio, and are to be
obtained by interpolation
, and = values obtained from the following formula :
tcm
where:
= mean thickness of transverse bulkhead plating in wing tanks ( mm), in obtaining
value.
mean thickness of wash bulkhead plating in wing tanks ( mm), in obtaining value.
mean thickness of transverse rings in wing tanks ( mm), in obtaining value.
= value obtained from the following formulae, in case where transverse bulkheads or
swash bulkheads in wing tanks are of corrugated form, in accordance with the case
where the corrugation is vertical or horizontal:
Rules for the Classification of Steel Ships 2023 65
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
For vertical corrugation :
m
For horizontal corrugation :
m
For the case other than above, the value is to be 1.0.
Table 7.2.12 Coefficients and
Opening ratio (%) and
0 1.00
5 0.95
10 0.80
20 0.55
30 0.35
40 0.23
50 0.15
60 0.10
70 0.06
Section 6 Decks and Miscellaneous
601. Decks, etc.
For deck plating inside the line of openings, special consideration is to be taken against
buckling.
602. Drainage of Ore Holds
1. In general, one bilge suction opening is to be provided on each side of the ship at the after end of
the each hold. Where the length of ore hold in ships having only one hold exceeds 66 m, additional
bilge suction opening is to be arranged in a suitable position in the forward half-length of the hold.
2. Bilge wells are to be provided at suitable positions so as to protect the cover plates from the direct
strike of ore and to be provided with rose boxes or other suitable means so that the suction open-
ings may not be choked by ore dust, etc.
3. Where bilge pipes are led through double bottoms, side tanks or void spaces, non-return valves, or
stop valves capable of being closed from a readily accessible position, are to be provided at their
open ends.
4. Bilge suction branch pipes may be of inside diameter obtained from the formula in Pt 5, Ch 6, 404.
2, taking as the mean breadth of the ore hold.
66 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
Section 7 Ore/Oil Carriers
701. General 【See Guidance】
1. Such ore carriers as intended to carry oils in the ore holds and/or wing tanks (hereinafter referred
to as “Ore/Oil Carriers”) are to comply with the relevant requirements in Ch 1, in addition to those
in this Section.
2. In addition to the requirements in this Section, special requirements may be given as deemed nec-
essary for ore/oil carriers by the Society.
702. Slop Tanks
1. Cofferdams are to be provided between slop tanks and machinery spaces in accordance with the
requirements of Ch 1, 103. In addition, cofferdams are to be provided between slop tanks and ore
holds, except where the slop tanks are cleaned and gas freed at any time prior to loading ore
cargoes.
2. The cofferdams specified in Par 1 are to be capable of being flooded, except where the cofferdams
are used concurrently as pump rooms, fuel oil tanks or water ballast tanks, or cargo oil tanks (in
case of cofferdams between slop tanks and ore holds only).
3. Adequate ventilation is to be provided for the spaces surrounding the slop tanks.
4. Notice boards are to be erected at suitable points detailing the precautions to be observed prior to
loading or unloading, or whilst carrying ore cargo with oily water in the slop tanks.
5. It is recommended to provide an inert gas system for the slop tanks.
Rules for the Classification of Steel Ships 2023 67
Pt 7 Ships of Special Service
Ch 3 Bulk Carriers Pt 7, Ch 3
CHAPTER 3 BULK CARRIERS
Section 1 General
101. Application 【See Guidance】
1. The construction and equipment of ships intended to be registered as "Bulk Carriers" are to be in
accordance with the requirements in this Chapter or equivalent thereto.
2. The requirements in this Chapter apply to bulk carriers which were contracted for construction on or
after 1 April 2006, excluding the vessels which should be applied Pt 13 (Common Structural Rules
for Bulk Carriers and Oil Tankers). However, the requirements in Sec 14 and Sec 16 apply to bulk
carriers including the vessels which should be applied Pt 13. (2022)
3. Except where specially required in this Chapter, the general requirements for the construction and
equipment of steel ships are to be applied.
4. The requirements in this Chapter are framed for ships not less than 100 m and up to 250 m in
length and of usual form, having single deck, machinery aft, bilge hopper tanks and topside tanks,
and also double bottoms under cargo holds, and decks and bottoms with longitudinal framing. In
addition, SUBC(Self-Unloading Bulk Carrier), which has a hopper type cargo hold and a conveyor
systemfor unloading cargo, is also subject to the requirements of this Chapter. (2020)
5. Ships with different construction from the scope of application given above or larger ships to which
the requirements in this Chapter are not applicable, are to be at the discretion of the Society.
6. Bulk carriers, which were contracted for construction before 1 July 1998, and the keels of which
were laid or which were at a similar stage of construction before 1 July 1999, are to be determined
at the discretion of the Society.
7. All bulk carriers of 150 m in length and above, intending to carry solid bulk cargoes having a density
of 1.78 tm , or above, with single deck, topside tanks and hopper tanks, which have the foremost
hold stipulated in the following (1) or (2) and have not been constructed in compliance with Sec 11
and Sec 12 of the Rules are to be complied with Annex 7-5 「Additional Requirements for Existing
Bulk Carriers」. (2021)
(1) the foremost hold is bounded by the side shell only for ships which were contracted for con-
struction prior to 1 July 1998.
(2) the foremost hold is double side skin construction of less than 760 mm breadth measured per-
pendicular to the side shell in ships, the keels of which were laid, or which were at a similar
stage of construction, before 1 July 1999.
102. Plans and documents for approval
Plans and documents submitted for approval are to indicate kinds of cargo and/or ballast, loading
capacity, level of liquid, etc in each of the holds at service.
103. Direct strength calculation 【See Guidance】
Where approved by the Society, the scantlings of structural members may be determined based
upon direct strength calculation specified in Pt 3, Ch 1, 206.
104. Drainage of bulk holds
1. In general, one bilge suction opening is to be arranged on each side of the ship at the after end of
the each hold.
2. Bilge wells are to be arranged at suitable positions so as to protect the cover plates from the direct
strike of bulk cargoes and to be provided with mud boxes or other suitable means so that the suc-
tion openings may not be choked by bulk dust, etc.
3. Where bilge pipes are led through double bottoms, side tanks or void spaces, non-return valves or
stop valves capable of being closed from a readily accessible position, are to be provided at their
open ends.
Rules for the Classification of Steel Ships 2023 69
Pt 7 Ships of Special Service
Ch 3 Bulk Carriers Pt 7, Ch 3
4. Where scupper pipes on topside tanks are led over board, stop valves capable of being operated at
deck and automatic non-return valves attached to shell plating are to be provided.
105. Coal transportation
For ships intended for transport of coal, care is to be taken to the following:
(1) Structure between holds and other compartments is to be airtight.
(2) Trimming hatches are recommended to be provided outside superstructures and deckhouses.
(3) Ventilation of holds is to be made by a ventilation system provided on the weather part.
106. Minimum thickness
1. The thickness of inner bottom plating, bulkhead plates, floor plates, girders and bracket plates in
double bottom bilge hopper tanks, topside tanks, side tanks, hold tanks etc. are not to be less than
those required by Table 7.3.1 according to the length of ships.
Table 7.3.1 Minimum thickness
Minimum
Length of ships( m )
thickness( mm)
＜ 105 8.0
105 ≤ ＜ 120 8.5
120 ≤ ＜ 135 9.0
135 ≤ ＜ 150 9.5
150 ≤ ＜ 165 10.0
165 ≤ ＜ 180 10.5
180 ≤ ＜ 195 11.0
195 ≤ ＜ 225 11.5
225 ≤ ＜ 275 12.0
275 ≤ ＜ 325 12.5 Fig 7.3.1 Minimum extent of corrosion
325 ≤ ＜ 375 13.0 protection coating for cargo hold
375 ≤ 13.5
2. The minimum thickness of side shell plating located between hopper and upper wing tanks is not to
be less than min in mm, given by :
min
mm
3. The minimum thickness of frame webs within the cargo area except the foremost cargo hold is not
to be less than :
min mm
Where is the length of ships ( m), but need not be taken greater than 200 m. The thickness of
the frame lower bracket is not to be less than the greater of the fitted thickness of the side frame
web and min mm . The thickness of the frame upper bracket is not to be less than the greater
of the fitted thickness of the side frame web and min .
4. The minimum thickness of frame webs in way of the foremost hold is not to be less than 1.15
times of thickness as specified in Par 3. The thickness of the frame lower bracket in way of the
70 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 3 Bulk Carriers Pt 7, Ch 3
foremost hold is not to be less than the greater of the fitted thickness of the side frame web and
min mm . The thickness of the frame upper bracket is not to be less than the greater of
the fitted thickness of the side frame web and min .
107. Corrosion protection coatings for cargo hold spaces
All internal and external surfaces of hatch coamings and hatch covers, and all internal surfaces of the
cargo holds, excluding the flat tank top areas and the hopper tankers sloping plating approximately 300
mm below the side shell frame and brackets, are to have an efficient protective coating (epoxy coating
or equivalent) applied in accordance with the manufacturers recommendation.(See Fig 7.3.1)
108. Longitudinal Strength
1. The longitudinal strength of bulk carriers is to comply with the requirements in Pt 3, Ch 3.
2. In addition to the requirements in Par 1, all bulk carriers of 150 m in length and above, intending to
carry cargoes having bulk density of 1.0 tm , or above are to be in accordance with the require-
ments in Sec 10.
Section 2 Harmonised Notations and Corresponding Design Loading Conditions
201. General
1. General
A bulk carrier may in actual operation be loaded differently from the design loading conditions
specified in the loading manual, provided limitations for longitudinal and local strength as defined in
the loading manual and loading instrument onboard and applicable stability requirements are not
exceeded.
2. Application
(1) The requirements are applicable to "Bulk Carrier" generally having single deck, double bottom,
hopper side tanks and topside tanks, and with single or double side skin construction in cargo
length area and intended primarily to carry dry cargoes in bulk and length as defined in
Pt. 3, Ch 1, 102. of 150 m or above and contracted for new construction on or after 1 July
2003. (2017)
(2) The loading conditions listed under Par 4 are to be used for the checking of rules criteria re-
garding longitudinal strength, local strength, capacity and disposition of ballast tanks and stability.
(3) The loading conditions listed under Par 5 are to be used for the checking of rule criteria regard-
ing local strength. The local strength is to be in accordance with the requirements of Pt 3,
Annex 3-2 Guidance for the Direct Strength Assessment.
(4) For the purpose of applying the conditions given in the requirement, maximum draught is to be
taken as moulded summer load line draught.
3. Harmonised notations and annotations
Bulk Carriers are to be assigned one of the following notations:
BC-A : for bulk carriers designed to carry dry bulk cargoes of cargo density of 1.0 tm and
above with specified holds empty at maximum draught in addition to BC-B conditions.
BC-B : for bulk carriers designed to carry dry bulk cargoes of cargo density of 1.0 tm and
above with all cargo holds loaded in addition to BC-C conditions.
BC-C : for bulk carriers designed to carry dry bulk cargoes of cargo density less than 1.0 tm .
The following additional notations and annotations are to be provided giving further detailed descrip-
tion of limitations to be observed during operation as a consequence of the design loading condition
applied during the design in the following cases:
(1) additional notations;
(max cargo density ... tm ) for notations BC-A and BC-B if the maximum cargo density is less
than 3.0 tm
(no MP) for all notations when the vessel has not been designed for loading and unloading in
multiple ports in accordance with the conditions specified in Par 5 (3).
Rules for the Classification of Steel Ships 2023 71
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Ch 3 Bulk Carriers Pt 7, Ch 3
(2) annotations;
(allowed combination of specified empty holds) for notation BC-A.
4. Design loading conditions (General)
(1) BC-C
Homogeneous cargo loaded condition where the cargo density corresponds to all cargo holds, in-
cluding hatchways, being 100 full at maximum draught with all ballast tanks empty.
(2) BC-B
As required for BC-C, plus:
Homogeneous cargo loaded condition with cargo density 3.0 tm , and the same filling rate (cargo
mass/hold cubic capacity) in all cargo holds at maximum draught with all ballast tanks empty.
In cases where the cargo density applied for this design loading condition is less than 3.0 tm ,
the maximum density of the cargo that the vessel is allowed to carry is to be indicated with the
additional notation (max cargo density ... tm ).
(3) BC-A
As required for BC-B, plus:
At least one cargo loaded condition with specified holds empty, with cargo densit 3.0 tm , and
the same filling rate (cargo mass/hold cubic capacity) in all loaded cargo holds at maximum
draught with all ballast tanks empty.
The combination of specified empty holds shall be indicated with the annotation (Holds Nos. ...
may be empty).
In such cases where the design cargo density applied is less than 3.0 tm , the maximum den-
sity of the cargo that the vessel is allowed to carry shall be indicated within the annotation, e.g.
(Holds Nos. ... may be empty, with max cargo density ... tm ).
(4) Ballast conditions (applicable to all notations)
(A) Ballast tank capacity and disposition
All bulk carriers are to have ballast tanks of sufficient capacity and so disposed to at least
fulfill the following requirements:
(a) Normal ballast condition
Normal ballast condition for the purpose of this requirement is a ballast (no cargo) con-
dition where :
(ⅰ) the ballast tanks may be full, partially full or empty. Where partially full option is
exercised, the conditions in the last paragraph of Pt 3, Annex 3-1 3. (1) (G) of the
Guidance are to be complied with.
(ⅱ) any cargo hold or holds adapted for the carriage of water ballast at sea are to be
empty.
(ⅲ) the propeller is to be fully immersed, and
(ⅳ) the trim is to be by the stern and is not to exceed 0.015 , where is the length
between perpendiculars of the ship.
In the assessment of the propeller immersion and trim, the draughts at the forward and
after perpendiculars may be used.
(b) Heavy ballast condition
Heavy ballast condition for the purpose of this Requirement is a ballast (no cargo) con-
dition where :
(ⅰ) the ballast tanks may be full, partially full or empty. Where partially full option is
exercised, the conditions in the last paragraph of Pt 3, Annex 3-1 3. (1) (G) of the
Guidance are to be complied with.
(ⅱ) at least one cargo hold adapted for carriage of water ballast at sea, where required
or provided, is to be full,
(ⅲ) the propeller immersion is to be at least 60%, where
= the distance from propeller centerline to the waterline
= propeller diameter, and
(ⅳ) the trim is to be by the stern and is not to exceed 0.015 , where is the length
between perpendiculars of the ship.
(ⅴ) the moulded forward draught in the heavy ballast condition is not to be less than
the smaller of 0.03 or 8 m
(B) Strength requirements
All bulk carriers are to meet the following strength requirements :
(a) Normal ballast condition
(ⅰ) the structures of bottom forward are to be strengthened in accordance with the Pt
72 Rules for the Classification of Steel Ships 2023
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Ch 3 Bulk Carriers Pt 7, Ch 3
3, Ch 4, Sec. 4 404. against slamming for the condition of (A) (a) at the lightest
forward draught.
(ⅱ) the longitudinal strength requirements are to be met for the condition of (A) (a) and
(ⅲ) in addition, the longitudinal strength requirements are to be met with all ballast
tanks 100 full.
(b) Heavy ballast condition
(i) the longitudinal strength requirements are to be met for the condition of (A) (b)
(ii) in addition to the condition in (B) (b) (ⅰ), the longitudinal strength requirements are
to be met under a condition with all ballast tanks 100 full and one cargo hold
adapted and designated for the carriage of water ballast at sea, where provided, 100
full, and
(iii)where more than one hold is adapted and designated for carriage of water ballast at
sea, it will not be required that two or more holds be assumed 100 full simulta-
neously in the longitudinal strength assessment, unless such conditions are expected
in the heavy ballast condition. Unless each hold is individually investigated, the des-
ignated heavy ballast hold and any/all restrictions for the use of other ballast hold(s)
are to be indicated in the loading manual.
(5) Departure and arrival conditions
Unless otherwise specified, each of the design loading conditions defined in 4. (1) to 4. (4) is to
be investigated for the arrival and departure conditions as defined below:
- Departure condition : with bunker tanks not less than 95 full and other consumables 100
- Arrival condition : with 10 of consumables.
5. Design loading conditions (for local strength)
(1) Definitions
The maximum allowable or minimum required cargo mass in a cargo hold, or in two adjacently
loaded holds, is related to the net load on the double bottom. The net load on the double bot-
tom is a function of draft, cargo mass in the cargo hold, as well as the mass of fuel oil and
ballast water contained in double bottom tanks. (Refer to Annex 7-4 「Guidance for Calculating
the Maximum Allowable and Minimum Required Mass of Cargo and Double Bottom Contents
with Bulk Carriers」) (2021)
The following definitions apply:
: the actual cargo mass in a cargo hold corresponding to a homogeneously loaded con-
dition at maximum draught.
: the cargo mass in a cargo hold corresponding to cargo with virtual density (homoge-
neous mass/hold cubic capacity, minimum 1.0 tm ) filled to the top of the hatch
coaming. is in no case to be less than .
: the maximum cargo mass allowed to be carried in a cargo hold according to design
loading condition(s) with specified holds empty at maximum draft.
(2) General conditions applicable for all notations
(A) Any cargo hold is to be capable of carrying with fuel oil tanks in double bottom in way
of the cargo hold, if any, being 100 full and ballast water tanks in the double bottom in
way of the cargo hold being empty, at maximum draught.
(B) Any cargo hold is to be capable of carrying minimum 50 of , with all double bottom
tanks in way of the cargo hold being empty, at maximum draught.
(C) Any cargo hold is to be capable of being empty, with all double bottom tanks in way of the
cargo hold being empty, at the deepest ballast draught.
(3) Conditions applicable for all notations, except when notation {no MP} is assigned
(A) Any cargo hold is to be capable of carrying with fuel oil tanks in double bottom in way
of the cargo hold, if any, being 100 full and ballast water tanks in the double bottom in
way of the cargo hold being empty, at 67 of maximum draught.
(B) Any cargo hold is to be capable of being empty with all double bottom tanks in way of the
cargo hold being empty, at 83 of maximum draught.
(C) Any two adjacent cargo holds are to be capable of carrying with fuel oil tanks in double
bottom in way of the cargo hold, if any, being 100 full and ballast water tanks in the
double bottom in way of the cargo hold being empty, at 67 of the maximum draught. The
requirement to the mass of cargo and fuel oil in double bottom tanks in way of the cargo
hold applies also to the condition where the adjacent hold is filled with ballast, if applicable.
(D) Any two adjacent cargo holds are to be capable of being empty, with all double bottom
tanks in way of the cargo hold being empty, at 75 of maximum draught.
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(4) Additional conditions applicable for BC-A notation only
(A) Cargo holds, which are intended to be empty at maximum draught, are to be capable of be-
ing empty with all double bottom tanks in way of the cargo hold also being empty.
(B) Cargo holds, which are intended to be loaded with high density cargo, are to be capable of
carrying plus 10 of , with fuel oil tanks in the double bottom in way of the cargo
hold, if any, being 100 full and ballast water tanks in the double bottom being empty in
way of the cargo hold, at maximum draught. In operation the maximum allowable cargo
mass shall be limited to .
(C) Any two adjacent cargo holds which according to a design loading condition may be loaded
with the next holds being empty, are to be capable of carrying 10% of in each hold in
addition to the maximum cargo load according to that design loading condition, with fuel oil
tanks in the double bottom in way of the cargo hold, if any, being 100 full and ballast
water tanks in the double bottom in way of the cargo hold being empty, at maximum
draught.
In operation the maximum allowable mass shall be limited to the maximum cargo load according
to the design loading conditions.
(5) Additional conditions applicable for ballast hold(s) only Cargo holds, which are designed as ballast
water holds, are to be capable of being 100 full of ballast water including hatchways, with all
double bottom tanks in way of the cargo hold being 100 full, at any heavy ballast draught. For
ballast holds adjacent to topside wing, hopper and double bottom tanks, it shall be strengthwise
acceptable that the ballast holds are filled when the topside wing, hopper and double bottom
tanks are empty.
(6) Additional conditions applicable during loading and unloading in harbour only
(A) Any single cargo hold is to be capable of holding the maximum allowable sea-going mass at
67 of maximum draught, in harbour condition.
(B) Any two adjacent cargo holds are to be capable of carrying , with fuel oil tanks in the
double bottom in way of the cargo hold, if any, being 100 full and ballast water tanks in
he double bottom in way of the cargo hold being empty, at 67 of maximum draught, in
harbour condition.
(C) A reduced draught during loading and unloading in harbour, the maximum allowable mass in
a cargo hold may be increased by 15 of the maximum mass allowed at the maximum
draught in sea-going condition, but shall not exceed the mass allowed at maximum draught
in the sea-going condition. The minimum required mass may be reduced by the same
amount.
(7) Hold mass curves
Based on the design loading criteria for local strength, as given in preceding 5. (2) to 5. (6)
(except 5. (5)), hold mass curves are to be included in the loading manual and the loading in-
strument, showing maximum allowable and minimum required mass as a function of draught, in
seagoing condition as well as during loading and unloading in harbour.
At other draughts than those specified in the preceding design loading conditions, the maximum
allowable and minimum required mass is to be adjusted for the change in buoyancy acting on
the bottom. Change in buoyancy is to be calculated using water plane area at each draught.
Hold mass curves for each single hold, as well as for any two adjacent holds, are to be
included.
Section 3 Double Bottoms
301. General 【See Guidance】
1. Except where required in this Section, the requirements in Pt 3, Ch 7 are to be applied.
2. The scantlings of structural members in double bottom tanks intended to be deep tanks are to be
correspondingly in accordance with the requirements in Pt 3, Ch 15, as well as the requirements in
this Section. However, the thickness of inner bottom plating need not be increased by 1 mm as
given in Pt 3, Ch 15, 208. for the top plating of deep tanks.
3. Specific gravity of cargoes described in this Section is as defined by the following formula :
74 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 3 Bulk Carriers Pt 7, Ch 3
where:
= mass of cargoes for the hold under consideration ( t ).
= volume of the hold excluding its hatchway ( m )
4. The coefficient specified in 302. to 304. is to be obtained from the following formula. Where, how-
ever, the angle between hopper plate and horizontal plane, , is very large, the value of is to be
at the discretion of the Society. (See Fig 7.3.2)
Fig 7.3.2 Measurement of , , , etc.
where:
= length of hold ( m ). Where stools are provided at transverse bulkheads, may be reduced
to the distance between the toes.
= total girth length of hopper plate, side girder and shell plating composing the bilge hopper
( m ).
= width of bilge hopper ( m)
= distance from the top of keel to the top of bilge hopper ( m).
= depth of centre girder ( m).
5. In addition to the requirements in this Sec, all single side skin bulk carriers of 150 m in length and
above, intending to carry cargoes having bulk density of 1.0 tm or above, are to be in accordance
with the requirements in Sec 11.
302. Centre girders and side girders 【See Guidance】
1. Side girders are to be provided at the toes of bilge hoppers. In addition, side girders are to be ar-
ranged between the centre girder and the side girder at the toe of bilge hoppers at intervals ap-
proximately not exceeding the distance obtained from the given in Table 7.3.2. Where, however,
the value given by the formula exceeds 4.6 m , the distance is to be taken as 4.6 m .
2. Except where specially approved by the Society, the thickness and depth of centre girders are not
to be less than those obtained from the formula given in Table 7.3.2. In any case, however, the
depth is not to be less than .
3. Where duct keels are provided, their spacing is not to be larger than 1.8 m . Sufficient consideration
Rules for the Classification of Steel Ships 2023 75
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is to be paid to strength continuity of solid floors and stiffness of shell plating and inner bottom
plating between duct keels.
4. Where the distance from the top of inner bottom plating to the top of overflow pipes is more than
15 m, brackets are to be provided at both ends of vertical stiffeners on watertight side girders and
to be connected with inner bottom plating and bottom longitudinals.
303. Floor plates 【See Guidance】
1. Solid floors are to be provided with spacing not more than that obtained from the formulae given in
Table 7.3.3. However, the spacing is to be 3.65 m even if the value obtained exceeds 3.65 m, and
the spacing may be 2.5 m where the value obtained is less than 2.5 m. Solid floors are to be pro-
vided at the foot of the sloping plates of lower stools attached to transverse bulkhead.
2. The thickness of solid floors is not to be less than that obtained from the formula given in Table
7.3.3.
304. Inner bottom plating
1. The thickness of inner bottom plating is not to be less than that obtained from the following for-
mulae, whichever is the greater : 【See Guidance】
mm
′
mm
where:
= height of centre girders ( mm).
= spacing of inner bottom longitudinals ( m ).
= vertical distance from the top of inner bottom plating to the upper deck at centre line ( m).
= coefficient given by the following formula. However, for adjacent holds simultaneously load-
ed or empty, and specially short holds, the value obtained from the following formula is to
be multiplied by 1.2 :
= as specified in Table 7.3.2.
= or given below according to the value of .
for
or , whichever is the greater for ≤
for ≤
, = as given in Table 7.3.4 according to the values of and .
, = as specified in 301. 4 respectively.
= as given by the following formula :
76 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 3 Bulk Carriers Pt 7, Ch 3
′ = coefficient obtained from the following formulae, depending on the value of :
for ≤
4.25
for ≤
= distance between floors ( m).
= as specified in 301. 3. However, the value of is not to be less than 1.2 times the ratio
of the designed deadweight ( t ) to the total capacity of all holds ( m ).
2. The thickness of inner bottom plating under hatchway, where no ceiling is provided, is to be 2 mm
greater than that obtained from the second formula in Par 1, except where Par 3 is applied.
3. In ships in which cargoes are handled by grabs or similar mechanical appliances, thickness of inner
bottom plating is to be 2.5 mm greater than that specified in Par 1, except where ceiling is
provided.
305. Longitudinals 【See Guidance】
The section modulus of bottom and inner bottom longitudinals is not to be less than that obtained
from the formulae given in Table 7.3.5, respectively.
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Table 7.3.2 Dimension of centre girders and side girders
Item Scantlings
(a) For loaded holds m
(1) Spacing of side girders
(b) For empty holds when the ship is fully loaded m
(2) Depth of centre girders
mm
The thickness obtained from the following formula according to
the location in the hold, whichever is the greater :
(3) Thickness of centre girders
and side girders
mm
′
mm
= as specified in 301. 3.
= total length of all cargo holds, excluding pump rooms and cofferdams ( m).
= number of holds
= distance between the centres of two adjacent spaces from the centre or side girder un-
der consideration to the adjacent longitudinal girders ( m).
= depth of the centre or side girder under consideration ( mm).
= depth of the opening at the point under consideration ( mm).
= depth of the girder at the point under consideration ( mm). Where, however, horizontal
stiffeners are provided in way of the depth of girder, is the distance from the horizon-
tal stiffener to the bottom shell plating or inner bottom plating or the distance between
the horizontal stiffeners ( mm).
= length defined in 301. 4.
= longitudinal distance between the centre of of each hold and the point under consid-
eration ( m). Where, however, is less than 0.2 , is to be taken as 0.2 , and
where exceeds 0.45 , may be taken as 0.45 .
= transverse distance from the centre line of ship to the longitudinal girder ( m ).
= spacing of the brackets or stiffeners provided on the centre girders or the side girders
under consideration ( m ).
′ = coefficient given in the following table according to . For intermediate values of
, ′ is to be obtained by linear interpolation.
′
Centre girder Side girder
0.3 and under 4.4 3.6
0.4 5.4 4.4
0.5 6.3 5.1
0.6 7.1 5.8
0.7 7.7 6.3
0.8 8.2 6.7
0.9 8.6 7.0
1.0 8.9 7.3
1.2 9.3 7.6
1.4 9.6 7.9
1.6 and over 9.7 8.0
78 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 3 Bulk Carriers Pt 7, Ch 3
Table 7.3.2 Dimension of centre girders and side girders (continued)
=
: coefficient given by the following table.
Location
For adjacent holds simultaneously loaded or empty, and specially short
holds such as pump room located in the area of cargo holds
For other holds 1.0
(*1)
exceeds 1.8, is to be taken as 1.8, and where is under 0.5, is to be taken
as 0.5.
= coefficient given by the following table.
Position
′
For loaded holds ′
≤ ≤
′
′
For empty holds under full load condition
= vertical distance from the top of inner bottom plating to the upper deck at centre line ( m).
′ = length of ship ( m). Where, however, exceeds 230 m, ′ is to be taken as 230 m.
= value given in the following table, depending on and specified in 301. 4. For inter-
mediate values of , is to be obtained by linear interpolation.
and over 1.4 1.6 1.8 2.0 2.2 2.4
less than 1.4 1.6 1.8 2.0 2.2 2.4
10.0 and over 17 16 15 14 13 12 11
5.0 16 15 14 13 12 11 11
2.0 15 15 14 13 12 11 11
1.0 14 14 14 13 12 11 11
0 13 13 13 12 12 11 11
NOTE :
Where a partial intermediate side girder with suitable thickness is provided at a location between
a transverse bulkhead, or a stool in case where it is provided at the lower part of a bulkhead
and the solid floor located at a position 20 or more of the hold length far from the end of the
hold, 35 each of its sectional area of the intermediate side girder may be added to the sec-
tional area of the adjacent girders respectively. Where a stool is provided at the lower part of a
transverse bulkhead, a side girder is to be provided under the stool to counter-balance this partial
intermediate side girder.
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Table 7.3.3 Spacing and thickness of floor plates
Item Scantlings
(a) For loaded holds m
(1) Spacing of floor plates
(b) For empty holds under full loaded condition m
The thickness obtained from the following formula according to the location
in the hold, whichever is the greater:
′
(2) Thickness of solid floors mm
″
′
mm
= as specified in 301. 3.
= spacing of solid floors ( m).
′ = distance between the lines of bilge hoppers at the top of inner bottom plating at the midship
part ( m).
″= distance between the lines of toes of bilge hoppers at the top of inner bottom plating at the
position of the solid floor under consideration ( m).
= length defined in 301. 4.
= transverse distance from the centre line of ship to the point under consideration at the position
of the solid floor under consideration ( m). Where, however, is less than ″, is to be
taken as ″, and where exceeds ″, may be taken as ″.
= longitudinal distance from the middle of of the respective hold to the floor under consideration
( m).
= depth of the solid floor at the point under consideration ( mm).
= depth of the opening at the point under consideration ( mm).
= coefficient obtained from the following table.
Position
For cargo hold
For adjacent holds simultaneously loaded or empty 0.9
= coefficient specified in Table 7.3.2.
= value given in the following table, according to and which are defined in 301. 4. For in-
termediate values of , the value of is to be determined by linear interpolation
and over 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4
less than 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4
10.0 and over 40 38 34 31 26 23 21 18 16 15 14 12
5.0 40 40 37 33 30 26 24 22 18 18 16 15
2.0 41 40 38 35 33 30 28 25 23 21 18 17
1.0 41 40 40 39 37 34 32 29 26 24 23 21
0 41 41 41 41 41 40 37 33 32 30 26 25
′= coefficient given in the following table, according to the ratio of the spacing of stiffeners
mm to . For intermediate values of , ′ is to be determined by linear interpolation.
0.3 and under 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.2 1.4 and over
′ 64 38 25 19 15 12 10 9 8 7
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Pt 7 Ships of Special Service
Ch 3 Bulk Carriers Pt 7, Ch 3
Table 7.3.3 Spacing and thickness of floor plates (continued)
: value obtained from the following table.
Kinds
(a) Where slots without reinforcement are
provided on solid floors
(b) Where openings without reinforcement
are provided on solid floors
(c) Where slots and openings without re-
Product of the values given by (a) and (b).
inforcement are provided on solid floors
(d) Except for (a), (b) and (c) 1.0
(*1)
Where is less than 0.5, is to be taken as 1.0.
= depth of slots without reinforcement provided at the upper and lower parts of solid floors ( mm),
whichever is the greater.
= major diameter of the openings ( mm).
NOTE :
Where a partial intermediate solid floor with suitable thickness is provided between the outermost
side girder and the side girder located not less than 20% of ″ far from the former, 35% each of
its sectional area may be added to the sectional area of the adjacent solid floors respectively. In
this case, diaphragms, girders or brackets are to be provided in the bilge hopper tank to coun-
ter-balance this partial intermediate solid floor.
Table 7.3.4 Coefficient or
10.0 and over 5.0 2.0 1.0 0
or
and over less than
4.6 3.9 3.3 2.7 2.0
0.4
0.4 0.6 4.1 3.5 3.0 2.4 2.0
0.6 0.8 3.4 2.9 2.4 2.1 1.9
2.3 2.1 1.9 1.7 1.5
0.8 1.0
2.3 2.0 1.7 1.4 1.4
1.7 1.5 1.5 1.4 1.3
1.0 1.2
2.2 1.9 1.7 1.6 1.3
1.2 1.4 2.0 1.8 1.6 1.4 1.3
1.4 1.6 1.8 1.6 1.5 1.4 1.2
1.6 1.8 1.5 1.4 1.4 1.3 1.2
1.8 2.0 1.3 1.2 1.2 1.2 1.2
2.0 2.2 1.1 1.1 1.1 1.1 1.1
2.2 1.0 1.0 1.0 1.0 1.0
NOTE:
For intermediate values of , and are to be obtained by linear interpolation.
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Table 7.3.5 Section modulus of bottom and inner
Longitudinals Section modulus ( cm )
Bottom longitudinals ′
Inner bottom longitudinals
(However, min )
= as specified in 301. 3.
= spacing of solid floors ( m).
= spacing of bottom longitudinals or inner bottom longitudinals ( m).
′ = length of ship ( m). Where, however, exceeds 230 m, is to be taken as 230 m.
= as specified in 304.1.
= coefficient given in the following table.
Case Inner bottom
Bottom longitudinals
longitudinals
In case where no strut
100
specified in 306. is
100 (However,
provided midway between
≥ )
floors
a) Lower part of the holds which be-come
empty in a fully loaded condition and that 60
of deep tanks: 62.5 (However,
In case where a strut ≥ )
b) Elsewhere: 30 + 20 (However, ≥ )
specified in 307. is
provided midway between
floors And further, where the width of vertical stiffeners provided on
floors and that of struts are specially large, the coefficient may be
properly reduced.
306. Vertical struts
1. Where vertical struts are provided, they are to be rolled sections other than flat bars or bulb plates
and to be well overlapped with the webs of bottom and inner bottom longitudinals.
2. The sectional area of the above-mentioned vertical struts is not to be less than that obtained from
the following formula. Where the double bottom is deep, sufficient care is to be taken against
buckling.
cm
where:
= spacing of longitudinals ( m).
= breadth of the area supported by the strut ( m ).
= as obtained from the following formula. In no case is to be less than .
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Ch 3 Bulk Carriers Pt 7, Ch 3
′
m
′ = as specified in Table 7.3.2.
= times the value of specified in 304. 1 ( m). However, under deep tanks, is not
to be less than the vertical distance from the upper surface of inner bottom to the
mid-point between the top of overflow pipe and the top of inner bottom or 0.7 times
the vertical distance from the upper surface of inner bottom to the point of 2.0 me-
tres above the top of overflow pipe, whichever is the greater ( m).
= as specified in 301. 3.
= coefficient obtained from the following formula. In no case is the value of coefficient to be
less than 1.43.
= length of strut ( m).
= minimum radius of gyration of vertical struts, obtained from the following formula ( cm).
= the least moment of inertia of the strut ( cm ).
= sectional area of the strut ( cm ).
307. Double bottom structure under lower stools at bulkheads
The inner bottom plating, centre girders, side girders and bottom longitudinals under lower stools at
bulkheads are to be connected with those of holds just before and behind the bulkheads properly
extending them. The floors are to be equivalent to those of holds.
Section 4 Hopper Tanks
401. General 【See Guidance】
1. Compartments of hopper tanks are to be in coincidence with those of holds as far as practicable.
2. Special care is to be taken for the continuity of strength at fore and aft ends of hopper tank
structure.
3. The scantlings of structural members in hopper tanks are to be in accordance with the requirements
in this Section and also those in Pt 3, Ch 15.
402. Thickness of hopper plates 【See Guidance】
1. The thickness of hopper plates of hopper tanks is not to be less than that obtained from the fol-
lowing formula.
mm
where:
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= length of the shorter side of the panel enclosed by stiffeners, etc. ( m)
= vertical distance from the lower end of the hopper plate to the upper deck at centre line
( m ).
= coefficient obtained from the following formula. However, in no case is it to be less than
3.2.
= coefficient obtained from the following formula
where ≤
=
where ≤ = 1
= length of the longer side of the panel enclosed by stiffeners, etc. ( m )
= coefficient obtained from the formula in Table 7.3.6.
Table 7.3.6 Coefficient
Angle (degree)
≤ 1.0
1.4 - 0.01
≥ 0.6
= as specified in 301. 3. However, in no case is the value of to be less than 1.2
times the ratio of the designed total cargo mass ( t ) to the total volume of all
cargo holds (including hatchways) ( m ).
2. In ships in which cargoes are handled by grabs or similar mechanical appliances, the thickness of
hopper plate is to be increased by following thickness above that determined in the preceding 1. or
determined by 401. 3, whichever is the grater.
Hopper plate under hatchway------------- 2.5 mm
Hopper plate other than the above------ 1.0 mm
3. Where transverse stiffeners are provided on the hopper plates is to be sufficient against buckling.
403. Stiffeners
1. The section modulus of longitudinal stiffeners provided on the hopper plates is not to be less than
that obtained from the following formula :
cm
where:
= spacing of stiffeners ( m).
= vertical distance from the stiffener to the upper deck at centre line ( m).
= length of longitudinal stiffener between transverse webs ( m ).
= coefficient obtained from the following formula:
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= coefficient obtained from the formula given in Table 7.3.7 according to , acute angle
between the hopper plate and the horizontal plate and specified in 301. 3.
Table 7.3.7 Coefficient
Angle (degree)
≤ 130
( 214-2.1 )
≥ 46
= vertical distance from the neutral axis of transverse section of hull to the longitudinal
stiffener concerned ( m).
= vertical distance from the neutral axis of transverse section of hull to the top of keel
( m).
2. The section modulus of transverse stiffeners provided on hopper plates is not to be less than that
obtained from the following formula :
cm
where:
= spacing of transverse stiffeners ( m ).
= distance between the supports of stiffeners ( m).
= vertical distance from the mid-point of to the upper deck at centre line ( m ).
= coefficient obtained from the formula given in Table 7.3.8. according to , acute angle be-
tween the hopper plate and the horizontal plate and specified in 301. 3.
Table 7.3.8 Coefficient
Angle (degree)
≤ 7.8
( 12.8 - 0.125b )
≥ 2.8
3. Bottom longitudinals in bilge hopper tanks are to be in accordance with the requirements in Pt 3,
Ch 7, 403. Side longitudinals are to be in accordance with the requirements in Pt 3, Ch 8, 401. 1,
in which case in the formula is to be taken as the distance between transverse webs in meters.
The section modulus of bilge longitudinals need not exceed that specified for bottom longitudinals.
404. Transverse webs
1. In hopper tanks, a transverse web or diaphragm is to be provided at every solid floor.
2. The scantlings of transverse webs provided on hopper plates are not to be less than those obtained
from the formulae given in Table 7.3.9.
3. Flat bar stiffeners are to be provided on transverse webs or diaphragms at the positions through
which longitudinals pass and tripping brackets are to be provided at a spacing of approximately 3
meters as well.
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Section 5 Topside Tanks
501. General
1. Compartments of topside tanks are to be in coincidence with those of holds as fas as practicable.
Except for the foremost hold, however, adjacent two compartments may be made one compartment.
2. Special care is to be taken for the continuity of strength at the fore and after ends of topside tank
structure.
3. The scantlings of members in topside tanks are not to be less than those specified in Pt 3, Ch 15,
where is not to be less than a half of the breadth of tanks at midship section.
4. As for the flat bars used for longitudinal stiffeners, the ratio of the depth to the thickness is not to
be greater than 15. As for longitudinals near the strength deck, the slenderness ratio is not to ex-
ceed 60 as far as possible at the midship part of the ships.
502. Thickness of sloping plates 【See Guidance】
1. The thickness of sloping plates of topside tanks is not to be less than that obtained from the fol-
lowing formula :
(mm)
where:
= spacing of longitudinal or transverse stiffeners ( m).
= distance from the lower edge of sloping plate to the top of over-flow pipe or a half of the
breadth of topside tank at midship part, whichever is the greater ( m).
2. Where transverse stiffeners are provided on the sloping plates of topside tanks, the thickness of
sloping plates is to be sufficient against buckling.
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Table 7.3.9 Scantlings of transverse webs
Transverse webs Scantlings
/5 or 2.5 times the depth of slot for longitudinal stiffener,
Depth
whichever is the greater.
The thickness obtained from the following formulae, whichever is
the greater.
mm
(1) Webs
Thickness mm
within 0.2 from ends
mm
(2) Section modulus cm
Breadth
mm
(3) Face bars
Thickness Above formulae or , whichever is the greater.
= depth of transverse webs ( mm).
= depth of slots ( mm). Where effective collar plates are provided within 0.25 from
each end of , a may be modified depending on the size of collar plates, a may be
taken as zero for 0.5 at the middle part of .
= breadth of the area supported by transverse webs ( m).
= vertical distance from the mid-point of to the upper deck at centre line ( m).
= overall length of transverse web ( m). Where the transverse webs are connected with
effective brackets at ends. may be modified in accordance with the requirements in
Pt 3, Ch 1, 605.
= distance between supports of transverse web ( m ). Where, however, effective tripping
brackets are provided, they may be taken as supports.
= the spacing of stiffeners of transverse webs or depth of web ( m), whichever is smaller.
, = coefficient obtained from the formulae given in the following table according to ,
acute angle between the hopper plate and the horizontal plane and specified in 301.
3. Where is less than 0.7, is to be taken as 0.7.
Angle ( ) (*1) (*2)
≤ 41.7 7.1
(68.5 - 0.67 ) (11.5 - 0.11 )
≥ 14.9 2.7
(*1)
Where the value, , obtained from the above formula is less than 27.8, is to be
taken as 27.8.
(*2)
Where the value, , obtained from the above formula is less than 4.75, is to be
taken as 4.75. Where an effective support is provided at the mid-point of girder,
one-half of obtained from the above formula may be taken as .
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503. Stiffeners provided on sloping plates
1. The section modulus of longitudinal stiffeners provided on the sloping plates of topside tanks is not
to be less than that obtained from the following formula :
cm
where:
= spacing of longitudinal stiffeners ( m).
= vertical distance from the stiffener to the top of overflow pipe or one-half of the breadth
of topside tank at midship part, whichever is the greater ( m ).
= length of longitudinal stiffeners between transverse webs ( m).
= coefficient obtained from the following formula :
= vertical distance from the neutral axis of transverse section of hull to the top of
beams at side ( m).
= vertical distance from the neutral axis of transverse section of hull to the longitudinal
stiffener concerned ( m).
2. The section modulus of transverse stiffeners provided on the sloping plates of topside tanks is not
to be less than that obtained from the following formula :
cm
where:
= spacing of transverse stiffeners ( m ).
= unsupported length of stiffener ( m).
= vertical distance from the mid-point of to the top of overflow pipe or one-half of the
breadth of topside tank at midship part, whichever is the greater ( m).
504. Longitudinal beams
The section modulus of longitudinal beams in topside tanks is not to be less than that obtained
from the requirement in Pt 3, Ch 10, 303. Where, is the deck load ( kNm ) specified in Pt 3,
Ch 10, Sec 2 or one-half of the breadth of topside tank at midship part multiplied by 9.81, which-
ever is the greater ( m ).
505. Side frames
1. The section modulus of side longitudinals in topside tanks is not to be less than that obtained from
the formula in Pt 3, Ch 8, 401. 1, taking and as follows :
= distance between transverse webs ( m).
= as specified in Pt 3, Ch 8, 401. 1, but is not to be less than one-half of the breadth of
topside tank at midship part ( m).
2. Where transverse frames are provided on the side shell plating in way of topside tanks, the section
modulus is not to be less than that obtained from the following formula :
cm
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where:
= spacing of frames ( m).
= vertical distance from the bottom of sloping plate of topside tank to the upper deck at side
( m ).
= vertical distance from the mid-point of to the point ０′ above the top of keel, or
one-half of the breadth of topside tank at midship part, whichever is the greater ( m).
m , is to be taken as 0.3
Where, however, the value is less than 0.3 m .
′ = length of ship ( m). Where, however, exceeds 230 m, ′ is to be taken as 230 m.
506. Transverse webs
1. Transverse webs or diaphragms are to be provided at a spacing not exceeding 5 m in topside tanks.
2. The scantlings of transverse webs are not to be less than those obtained from the formulae in
Table 7.3.10.
3. Flat bar stiffeners are to be provided on transverse webs or diaphragms at the positions through
which longitudinal frames or longitudinal stiffeners pass and brackets are to be provided at a spac-
ing of approximately 3 m as well.
4. Where heavy cargoes are loaded on the deck, web plates or diaphragms are to be suitably
reinforced.
507. Large topside tanks 【See Guidance】
1. Where topside tanks are large, special consideration is to be given to the structure such as provid-
ing longitudinal diaphragms at around the midpoint of the breadth of topside tanks.
2. The thickness of longitudinal diaphragms, where provided, is not to be less than that specified in
106., or that obtained from the following formula, whichever is the greater. However, value of is
not to be less 1.0.
mm
where:
= spacing of longitudinals ( m).
= vertical distance from /2 at midship section to the mid-point of panel between the stiff-
eners under consideration ( m).
3. Where longitudinal stiffeners are provided on longitudinal diaphragms, depth of stiffeners is not to
be less than 0.06 , where is the distance between the girders provided on the longitudinal
diaphragms. Where longitudinal stiffeners are connected with tripping brackets at ends, depth of the
stiffeners may be properly reduced.
4. Where transverse stiffeners are provided on longitudinal diaphragms, the thickness of longitudinal di-
aphragms is to be sufficient against buckling. The scantlings of the stiffeners are to be equivalent
to those specified in Pt 3.
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Table 7.3.10 Scantlings of transverse webs
Transverse webs Scantlings
(a) Where struts are provided at an intermediate position of trans-
verse webs : /6
Depth
(b) Elsewhere : /5 or 2.5 times the depth of slots through which
longitudinals pass, whichever is the greater.
The thickness obtained from the following formulae, whichever is
the greater:
(1) Webs mm
mm
Thickness
within 0.2 from ends
mm
(a) Where struts are provided at an intermediate position of trans-
verse webs: cm
(2) Section modulus
(b) Elsewhere : cm
Breadth
mm
(3) Face bars
Thickness Above formulae or , whichever is the greater.
= depth of transverse webs ( mm).
= depth of slots ( mm). Where effective collar plates are provided within 0.25 from each
end of , a may be modified depending on the size of collar plates. a may be taken as
zero for 0.5 at the middle part of .
= breadth of the area supported by transverse webs ( m).
= vertical distance from the midpoint of to the top of overflow pipe, or a half of the
breadth of topside tank, whichever is the greater ( m )
= overall length of transverse webs ( m ). Where a longitudinal diaphragm is provided at an
intermediate position of transverse webs, is to be the distance from the longitudinal di-
aphragm to the heel of bracket provided at the end of transverse webs ( m). In any
case where effective brackets are provided, may be modified as specified in Pt 3, Ch
1, 605.
= distance between supports of transverse web ( m). Where, however, effective tripping
brackets are provided, they may be taken as supports.
= the spacing of stiffeners of transverse webs or depth of web ( m), whichever is smaller.
Section 6 Transverse Bulkheads and Stools
601. Transverse bulkheads 【See Guidance】
1. The scantlings of structural members of transverse bulkheads are to be in accordance with the re-
quirements in Pt 3, Ch 15, Sec 2. Where, however, in application of these requirements, in the
formulae is to be substituted by ′ , where is as specified in 301. 3. Where, however, is
less than 1.5, is to be taken as 1.5, and ′ is to be in accordance with the following :
(1) In case of bulkhead platings, vertical distance from the lower edge of bulkhead plate to the up-
per deck at centre line of ship ( m).
(2) Vertical distance from the mid-point of for vertical stiffeners on bulkhead or from the
mid-point of distance between the adjacent stiffeners for horizontal stiffeners to the upper deck
at centre line of ship ( m). is as specified in Pt 3, Ch 15, 203.
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(3) Vertical distance from the mid-point of for vertical webs supporting stiffeners or from the
midpoint of for horizontal girders to the upper deck at centre line of ship ( m). and are
as specified in Pt 3, Ch 15, 204.
2. Notwithstanding the requirements in Par 1, the scantlings of structural members of transverse bulk-
heads are not to be less than those specified in Pt 3, Ch 14.
3. For transverse bulkhead without lower stool, the thickness of the lowest strake of bulkhead plating
is to be appropriately increased referring to the thickness of inner bottom plating.
4. Plating of transverse bulkheads to which the sloping plates of topside tanks are connected, is to be
properly strengthened, by increasing its thickness, or by any other means.
5. In addition to the requirements in this Sec, any cargo hold of bulk carriers of 150 m in length( )
and above, with single deck, topside tanks and hopper tanks, and of single side or double side skin
construction, intending to carry solid bulk cargoes having a density of 1.0 tm , or above, with verti-
cally corrugated transverse watertight bulkheads, which are contracted for construction on or after 1
July 2006 is to be in accordance with the requirements in Sec 12.
602. Lower and upper stools at transverse bulkheads
1. The thickness of hopper plate of the lower stool of transverse bulkhead is not to be less than that
obtained from the formula in 402. 1. using the value of coefficient reduced by 10 . In ships in
which cargoes are handled by grabs or similar mechanical appliances, the thickness is to be in-
creased by 1 mm.
2. The section modulus of horizontal stiffeners provided on sloping plates of lower stool is not to be
less than that obtained from the formula for stiffeners or hopper plates given in 403. 1, where the
coefficient of the first term is to be reduced by 10 %. Where vertical stiffeners are provided, the
section modulus is not to be less than that specified in 403. 2.
3. Girders are to be provided in lower stools in the positions of centre girders and side girders in dou-
ble bottoms. Scantlings of girders are not to be less than those specified in 404.
4. Where holds are so designed as to be loaded with ballast water, cargo oil or heavy cargo, girders
specified in the preceding Paragraph are to be sufficient against shear, for instance, by adopting
diaphragms.
5. The scantlings of the members of upper stools are not to be less than those specified in Pt 3, Ch
14.
6. In addition to the requirements in this Sec, any cargo hold of bulk carriers of 150 m in length( )
and above, with single deck, topside tanks and hopper tanks, and of single side or double side skin
construction, intending to carry solid bulk cargoes having a density of 1.0 tm , or above, with verti-
cally corrugated transverse watertight bulkheads, which are contracted for construction on or after 1
July 2006 is to be in accordance with the requirements in Sec 12.
Section 7 Hold Frames
701. Hold frames
1. The section modulus of hold frames is not to be less than that obtained from the formulae given in
Table 7.3.11.
2. The thickness of webs near the top and bottom end connections of hold frames is to be sufficient
against shearing.
3. For holds loaded with cargoes of specially large specific gravity, special care is to be taken such as
increasing scantlings of hold frames specified in Pars 1 and 2.
4. Frames are to be fabricated symmetrical sections with integral upper and lower brackets and are to
be arranged with soft toes.
5. In ships less than 190 m in length, mild steel frames may be asymmetric and fitted with separate
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brackets. The face plate or flange of the bracket is to be sniped at both ends. Brackets are to be
arranged with soft toes.
6. The side frame flange is to be curved (not knuckled) at the connection with the end brackets. The
radius of curvature is not to be less than , given by : (See, Fig 7.3.4)
mm
= flange width of the brackets ( mm).
= thickness of the brackets ( mm).
7. The web depth to thickness ratio of frames is not to exceed the following values.
(1) Symmetrical flanged frames : 60
(2) Asymmetrical flanged frames : 50
is the material factor, as specified in Pt 3, Ch 1, Sec 4, Table 3.1.3.
8. The outstanding flange is not to be exceed 10
times the flange thickness.
7.3.11 Section modulus of hold frames
Location Section modulus ( cm )
Between 0.15 from the fore end and the after peak bulkhead
Between 0.15 from the fore end and the collision bulkhead
= spacing of frames ( m).
= vertical distance from a point ′
above the top of keel to the top of bilge
hopper at side ( m).
′ = length of ship ( m). Where, however, ex-
ceeds 230 m, ′ is to be taken as 230 m .
= distance between the top of bilge hopper at
side and the bottom of top side tank ( m).
(See Fig 7.3.3).
= coefficient obtained from the following for-
mula:
Fig 7.3.3 Measurement of , , etc
0.4 and under 0.0288
= vertical distance from the mid-point of 0.6 0.0207
depth of centre girder to the top of 0.8 0.0144
bilge hopper at side ( m). (See Fig 7.3.3) 1.0 0.0099
= coefficient given in the following table. 1.2 0.0069
For intermediate values of the values 1.4 0.0048
of are to be determined by linear 1.6 0.0034
interpolation. For the holds which are 1.8 and over 0.0025
empty in fully loaded condition, the value
of is to be 1.8 times the value de-
termined from the table.
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702. Top and bottom end connections of frames 【See Guidance】
1. The toes of brackets connecting frames with hopper plates and topside tank sloping plates are not
to coincide with bracket ends in the tanks.
2. The section modulus of the frame and bracket or integral bracket, and associate shell plating, at the
locations shown in Fig 7.3.4, is not to be less than twice the section modulus required for the
frame midspan area. The dimensions of the lower and upper brackets are not to be less than those
shown in Fig 7.3.6.
3. Structural continuity with the upper and lower end connection of side frames is to be ensured with-
in topside and hopper tanks by connecting brackets as shown in Fig 7.3.5. The brackets are to be
stiffened against buckling.
Fig 7.3.4 Figure of frame and bracket
4. Double continuous welding is to be adopted for the connections of frames and brackets to side
shell, hopper and hopper wing tank plating and web to face plate. For this purpose, the weld throat
is to be : (See, Fig 7.3.4)
Zone "a" : 0.44 , Zone "b" : 0.4 ,
Where, is the thinner of the two connected members.
5. Where the hull form is such to prohibit an effective fillet weld, edge preparation of the web of
frame and bracket may be required, in order to ensure the same efficiency as the weld connection
stated in Par 4.
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Fig 7.3.4 The dimension of the lower and upper
Fig 7.3.4 Bracket brackets.
703. Side structure in the foremost hold
The scantlings of side hold frames immediately adjacent to the collision bulkhead are to be in-
creased in order to prevent excessive imposed deformation on the shell plating. As an alternative,
supporting structures are to be fitted which maintain the continuity of forepeak stringers within the
foremost hold.
704. Tripping brackets
In way of the foremost hold, side frames of asymmetrical section art to be fitted with tripping
brackets at every two frames, as shown in Fig 7.3.7.
Fig 7.3.7 Tripping brackets to be fitted in way of
foremost hold
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Section 8 Decks and Shell Platings
801. Deck plating outside the line of openings 【See Guidance】
The cross sectional area of deck plating outside the line of openings, where topside tanks are not
provided, is to determined in consideration of the continuity of longitudinal strength.
802. Deck plating inside the line of openings 【See Guidance】
1. Hatch end coamings are to be provided in coincidence with the positions of girders in topside tanks.
If not coincident, sufficient care is to be taken for the continuity of strength at the connection of
hatch end coamings with topside tanks.
2. Deck plating inside the line of openings is recommended to be provided with transverse beams.
Where longitudinal beams are provided, special care is to be taken against buckling.
803. Side shell plating
Where a loaded hold and an empty hold are adjacent to each other across a transverse bulkhead,
the thickness of side shell plating may be properly reduced from that specified in Pt 3, Ch 3, 301.
considering that the transverse bulkhead under consideration withstands a part of shear forces on
ship s hull in still water.
804. Bottom shell plating
The thickness of bottom shell plating of cargo holds in way of double bottom is not to be less than
that obtained from the formula in Pt 3, Ch 4, 304. or from the first formula in 304. 1, whichever is
the greater. However, in application of the latter formula, is to be as given by the following for-
mula :
Section 9 Hatch Covers and Hatch Coamings of Cargo Holds
901. Application and definitions
1. These requirements apply to all bulk carriers, SUBC(Self-Unloading Bulk Carrier), ore carriers and
combination carriers, and are for all cargo hatch covers and hatch forward and side coamings on
exposed decks in position Ⅰ, as defined in Pt 4, Ch 2, Sec. 1 102. These requirements applies to
ships contracted for construction on or after 1 January 2004. (2020)
2. The strength requirements are applicable to hatch covers and hatch coamings of stiffened plate
construction.
3. The secondary stiffeners and primary supporting members of the hatch covers are to be continuous
over the breadth and length of the hatch covers, as far as practical. When this is impractical, snip-
ed end connections are not to be used and appropriate arrangements are to be adopted to ensure
sufficient load carrying capacity.
4. The spacing of primary supporting members parallel to the direction of secondary stiffeners is not to
exceed 1/3 of the span of primary supporting members. The secondary stiffeners of the hatch
coamings are to be continuous over the breadth and length of the hatch coamings.
5. These requirements are in addition to the requirements of the ICLL.
6. The net minimum scantlings of hatch covers are to fulfil the strength criteria of the followings
where adopting the load model given in 902. :
(1) 903. 3, for plating,
(2) 903. 4, for secondary stiffeners,
(3) 903. 5 for primary supporting members,
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(4) 903. 6 the critical buckling stress,
(5) 903. 7 the rigidity criteria.
7. The net minimum scantlings of hatch coamings are to fulfil the strength criteria of the followings
where adopting the load model given in 904. 1:
(1) 904. 2 for plating,
(2) 904. 3 for secondary stiffeners,
(3) 904. 4 for coaming stays,
8. The net thicknesses, , are the member thicknesses necessary to obtain the minimum net scan-
tlings required by 903. and 904.
The required gross thicknesses are obtained by adding the corrosion additions, , given in 906. to
.
9. Material for the hatch covers and coamings is to be steel according to Pt 3, Ch 1, Sec. 4.
10. Where are used for member scantlings, they are to be noted on the drawings.
902. Hatch cover load model
1. The pressure , in kNm , on the hatch covers panels is given as follows.
Table 4.2.3 Wave pressures on hatch covers
Ware Pressure ( kNm )
Length for freeboard,
Location PositionⅠ Position Ⅱ
≥ m
≤ ≤
≺ m
≤ ≤
Note
(1) : coefficient taken equal to :
= 0.0726 for Type freeboard ships
= 0.356 for Type -60 or Type -100 freeboard ships.
(2) : Length for freeboard defined in Pt 3, Ch 1, Sec 1 ( m). But need not be taken greater than
340 m.
(3) ( m) : Distance from the end of stern to the center of hatch cover that should be considered.
(4) Where two or more panels are connected by hinges, each individual panel is to be considered
separately.
903. Hatch cover strength criteria
1. Allowable stress checks
(1) The normal and shear stresses and in the hatch cover structures are not to exceed the al-
lowable values, and ( Nmm ), given by:
where,
= being the minimum upper yield stress ( Nmm ), of the material.
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(2) The normal stress in compression of the attached flange of primary supporting members is not
to exceed 0.8 times the critical buckling stress of the structure according to the buckling check
as given in 903. 6.
(3) The stresses in hatch covers that are designed as a grillage of longitudinal and transverse pri-
mary supporting members are to be determined by a grillage or a FEM analysis.
(4) When a beam or a grillage analysis is used, the secondary stiffeners are not to be included in
the attached flange area of the primary members.
(5) When calculating the stresses and , the net scantlings are to be used.
2. Effective cross-sectional area of panel flanges for primary supporting members
The effective flange area ( cm ), of the attached plating, to be considered for the yielding and
buckling checks of primary supporting members, when calculated by means of a beam or grillage
model, is obtained as the sum of the effective flange areas of each side of the girder web as ap-
propriate:
cm
where,
= 2 if attached plate flange extends on both sides of girder web
= 1 if attached plate flange extends on one side of girder web only
= net thickness of considered attached plate ( mm)
= effective breadth ( m ) of attached plate flange on each side of girder web
= , but not to be taken greater than 0.165
= half distance ( m) between the considered primary supporting member and the adjacent
one
= span ( m ) of primary supporting members
3. Local net plate thickness
The local net plate thickness ( mm), of the hatch cover top plating is not to be less than:
mm
but to be not less than 1% of the spacing of the stiffener or 6 mm if that be greater.
where,
= factor for combined membrane and bending response
= in general
= , for ≥ , for the attached plate flange of primary supporting members
= stiffener spacing ( m )
= pressure ( kNm ) as defined in 902.
= as defined in 903. 5.
= as defined in 903.1.
= as defined in 903.1.
4. Net scantlings of secondary stiffeners
(1) The required minimum section modulus, ( cm ), of secondary stiffeners of the hatch cover top
plate, based on stiffener net member thickness, are given by:
cm
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where,
= secondary stiffener span ( m), to be taken as the spacing, of primary supporting mem-
bers or the distance between a primary supporting member and the edge support, as
applicable. When brackets are fitted at both ends of all secondary stiffener spans, the
secondary stiffener span may be reduced by an amount equal to 2/3 of the minimum
brackets arm length, but not greater than 10 of the gross span, for each bracket.
= secondary stiffener spacing ( m)
= pressure ( kNm ) as defined in 902.
= as defined in 903. 1
(2) The net section modulus of the secondary stiffeners is to be determined based on an attached
plate width assumed equal to the stiffener spacing.
5. Net scantlings of primary supporting members
(1) The section modulus and web thickness of primary supporting members, based on member net
thickness, are to be such that the normal stress in both flanges and the shear stress , in
the web, do not exceed the allowable values and , respectively, defined in 903. 1.
(2) The breadth of the primary supporting member flange is to be not less than 40 of their depth
for laterally unsupported spans greater than 3.0 m. Tripping brackets attached to the flange may
be considered as a lateral support for primary supporting members.
(3) The flange outstand is not to exceed 15 times the flange thickness.
6. Critical buckling stress check
(1) Hatch cover plating
(A) The compressive stress in the hatch cover plate panels, induced by the bending of primary
supporting members parallel to the direction of secondary stiffeners, is not to exceed 0.8
times the critical buckling stress , to be evaluated as defined below:
when ≤
= when ≻
where,
= minimum upper yield stress ( Nmm ), of the material
=
= modulus of elasticity ( Nmm )
= 2.06 x 105 ( Nmm ) for steel
= net thickness ( mm) of plate panel
= spacing ( m) of secondary stiffeners
(B) The mean compressive stress, , in each of the hatch cover plate panels, induced by the
bending of primary supporting members perpendicular to the direction of secondary stiff-
eners, is not to exceed 0.8 times the critical buckling stress , to be evaluated as defined
below:
when ≤
when ≻
where,
= minimum upper yield stress ( Nmm ) of the material
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=
= modulus of elasticity ( Nmm )
= 2.06 x 105 for steel
= net thickness ( mm) of plate panel
= length ( m) of the shorter side of the plate panel
= length ( m) of the longer side of the plate panel
= ratio between smallest and largest compressive stress
= 1.3 when plating is stiffened by primary supporting members
= 1.21 when plating is stiffened by secondary stiffeners of angle or type
= 1.1 when plating is stiffened by secondary stiffeners of bulb type
= 1.05 when plating is stiffened by flat bar
(C) The biaxial compressive stress in the hatch cover panels, when calculated by means of FEM
shell element model, is to be in accordance with the satisfaction of the Society as deemed
equivalent to the above criteria.
(2) Hatch cover secondary stiffeners
(A) The compressive stress in the top flange of secondary stiffeners, induced by the bending
of primary supporting members parallel to the direction of secondary stiffeners, is not to
exceed 0.8 times the critical buckling stress , to be evaluated as defined below:
= when ≤
= when ≻
where,
= minimum upper yield stress ( Nmm ), of the material
= ideal elastic buckling stress ( Nmm ), of the secondary stiffener
= minimum between and
=
= modulus of elasticity ( Nmm )
= × for steel
= moment of inertia ( cm ) of the secondary stiffener, including a top flange
equal to the spacing of secondary stiffeners
= cross-sectional area ( cm ) of the secondary stiffener, including a top flange
equal to the spacing of secondary stiffeners
= span ( m) of the secondary stiffener
=
= ×
= number of half waves, given by the following table:
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≤
1 2 3
= sectorial moment of inertia ( cm ), of the secondary stiffener about its con-
nection with the plating
= × for flat bar secondary stiffeners
= × for "Tee" secondary stiffeners
= × for angles and bulb
secondary stiffener
= polar moment of inertia ( cm ), of the secondary stiffener about its con-
nection with the plating
= × for flat bar secondary stiffeners
= × for flanged secondary stiffeners
= St Venant's moment of inertia ( cm ), of the secondary stiffener without top
flange
= × for flat bar secondary stiffeners
= × for flanged secondary stiffeners
= height and net thickness ( mm) of the secondary stiffener, respectively
= width and net thickness ( mm) of the secondary stiffener bottom flange,
respectively
= spring stiffness exerted by the hatch cover top plating
= ×
= spacing ( m), of secondary stiffeners
= , to be taken not less than zero
for flanged secondary stiffeners, need not be taken less than 0.1
=
= as defined in 903. 5
= as defined in 903. 6 (1)
= net thickness ( mm) of the hatch cover plate panel
(B) For flat bar secondary stiffeners and buckling stiffeners, the ratio is to be not greater
than ,
where:
= height and net thickness of the stiffener, respectively
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=
= minimum upper yield stress ( Nmm ) of the material.
(3) Web panels of hatch cover primary supporting members
(A) This check is to be carried out for the web panels of primary supporting members, formed
by web stiffeners or by the crossing with other primary supporting members, the face plate
(or the bottom cover plate) or the attached top cover plate.
(B) The shear stress in the hatch cover primary supporting members web panels is not to ex-
ceed 0.8 times the critical buckling stress , to be evaluated as defined below:
when ≤
when ≻
where,
=
= minimum upper yield stress ( Nmm ) of the material
=
= modulus of elasticity ( Nmm )
= 2.06 × 105 for steel
= net thickness ( mm) of primary supporting member
=
= greater dimension ( m) of web panel of primary supporting member
= smaller dimension ( m ) of web panel of primary supporting member.
(C) For primary supporting members parallel to the direction of secondary stiffeners, the actual
dimensions of the panels are to be considered.
(D) For primary supporting members perpendicular to the direction of secondary stiffeners or for
hatch covers built without secondary stiffeners, a presumed square panel of dimension is
to be taken for the determination of the stress . In such a case, the average shear stress
between the values calculated at the ends of this panel is to be considered.
7. Deflection limit and connections between hatch cover panels
(1) Load bearing connections between the hatch cover panels are to be fitted with the purpose of
restricting the relative vertical displacements.
(2) The vertical deflection of primary supporting members is to be not more than 0.0056 , where
is the greatest span of primary supporting members.
8. Primary supporting members of variable cross-section
The net section modulus of primary supporting members with a variable cross-section is to be not
less than the greater of the value obtained from the following formulae and the use of these for-
mulae is limited to the determination of the strength of primary supporting members in which
abrupt changes in the cross-section do not occur along their length. :
cm
cm
: Net section modulus calculated with considering the net thickness ( cm ) for a constant
cross-section, complying with the checking criteria in 903. 6 (3).
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: Length of the variable section part (m) (see the following figure.)
: Span measured, in m, between end supports (see the following figure.)
: Net section modulus calculated with considering the net thickness at end ( cm ) (see the
following figure.)
: Net section modulus calculated with considering the net thickness at mid-span ( cm )
(see the following figure.)
Moreover, the net moment of inertia of primary supporting members with a variable cross-section
calculated with considering it's net thickness is to be not less than the greater of the values ob-
tained, in cm , from the following formulae :
cm
( cm )
Net moment of inertia with a constant cross-section calculated with considering the net
thickness ( cm ), complying with 903. 7 (2)
: Net moment of inertia calculated with considering the net thickness at end with consid-
ering the net thickness ( cm ) (see the following figure.)
: Net moment of inertia calculated with considering the net thickness at mid-span with
considering the net thickness ( cm ) (see the following figure.)
Variable cross-section stiffener
9. Buckling stiffeners on webs of primary supporting members
For buckling stiffeners on webs of primary supporting members, the ratio / is to comply with
the following formulae :
≤
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: Web height of the stiffener ( mm)
: Net thickness of the stiffener ( mm )
904. Hatch coamings and local details
1. Load model
The pressure ( kNm ) on the No. 1 forward transverse hatch coaming is given by:
where there is a forecastle to which according to Sec. 13 is applied
in the other cases
The pressure ( kNm ) on the other coamings is given by:
2. Local net plate thickness
(1) The local net plate thickness , in mm, of the hatch coaming plating is given by:
where,
= secondary stiffener spacing, in
= pressure ( kNm ) as defined in 904. 1
= safety factor to be taken equal to 1.15
=
(2) The local net plate thickness is to be not less than 9.5 mm.
3. Net scantlings of longitudinal and transverse secondary stiffeners
The required section modulus , in cm , of the longitudinal or transverse secondary stiffeners of the
hatch coamings, based on net member thickness, is given by:
where,
= 16 in general
= 12 for the end spans of stiffeners sniped at the coaming corners
= safety factor to be taken equal to 1.15
= span ( m) of secondary stiffeners
= spacing ( m) of secondary stiffeners
= pressure ( kNm ) as defined in 904. 1
= ratio of the plastic section modulus to the elastic section modulus of the secondary
stiffeners with an attached plate breadth ( mm), equal to 40 , where is the plate net
thickness
= 1.16 in the absence of more precise evaluation,
=
4. Net scantlings of coaming stays
(1) The required minimum section modulus, ( cm ), and web thickness, ( mm ) of coamings stays
designed as beams with flange connected to the deck or sniped and fitted with a bracket (see
Fig 7.3.8 and 7.3.9) at their connection with the deck, based on member net thickness, are giv-
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en by:
where,
= stay height ( m)
= stay spacing ( m)
= stay depth ( mm) at the connection with the deck
= pressure ( kNm ) as defined in 904. 1
=
=
(2) For calculating the section modulus of coaming stays, their face plate area is to be taken into
account only when it is welded with full penetration welds to the deck plating and adequate
underdeck structure is fitted to support the stresses transmitted by it.
(3) For other designs of coaming stays, such as, for examples, those shown in Fig 7.3.10 and
7.3.11, the stress levels in 903. 1 are to be applied and checked at the highest stressed
locations.
5. Local details
(1) The design of local details is to be determined at the discretion of with the Society for the pur-
pose of transferring the pressures on the hatch covers to the hatch coamings and, through
them, to the deck structures below.
(2) Hatch coamings and supporting structures are to be adequately stiffened to accommodate the
loading from hatch covers, in longitudinal, transverse and vertical directions.
(3) Underdeck structures are to be checked against the load transmitted by the stays, adopting the
same allowable stresses specified in 904. 4
(4) Unless otherwise stated, weld connections and materials are to be dimensioned and selected in
accordance with the Society requirements.
(5) Double continuous welding is to be adopted for the connections of stay webs with deck plating
and the weld throat is to be not less than 0.44 , where is the gross thickness of the stay
web.
(6) Toes of stay webs are to be connected to the deck plating with deep penetration double bevel
welds extending over a distance not less than 15 of the stay width.
905. Closing arrangements
1. Securing devices 【See Guidance】
The strength of securing devices is to comply with the following requirements:
(1) Panel hatch covers are to be secured by appropriate devices (bolts, wedges or similar) suitably
spaced alongside the coamings and between cover elements.
(2) Arrangement and spacing are to be determined with due attention to the effectiveness for
weather-tightness, depending upon the type and the size of the hatch cover, as well as on the
stiffness of the cover edges between the securing devices.
(3) The net sectional area of each securing device is not to be less than:
cm
where,
= spacing ( m) of securing devices, not being taken less than 2 m
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= specified minimum upper yield stress ( Nmm ), of the steel used for fabrication, not to
be taken greater than 70 of the ultimate tensile strength.
for ≻ Nmm
for ≤ Nmm
(4) Rods or bolts are to have a net diameter not less than 19 mm for hatchways exceeding 5 m in
area.
(5) Between cover and coaming and at cross-joints, a packing line pressure sufficient to obtain
weather tightness is to be maintained by the securing devices.
(6) For packing line pressures exceeding 5 Nmm, the cross section area is to be increased in direct
proportion. The packing line pressure is to be specified.
(7) The cover edge stiffness is to be sufficient to maintain adequate sealing pressure between se-
curing devices. The moment of inertia, , of edge elements is not to be less than:
cm
where:
= packing line pressure ( Nmm), minimum 5 Nmm
= spacing ( m) of securing devices.
(8) Securing devices are to be of reliable construction and securely attached to the hatchway coam-
ings, decks or covers. Individual securing devices on each cover are to have approximately the
same stiffness characteristics.
(9) Where rod cleats are fitted, resilient washers or cushions are to be incorporated.
(10) Where hydraulic cleating is adopted, a positive means is to be provided to ensure that it re-
mains mechanically locked in the closed position in the event of failure of the hydraulic
system.
2. Stoppers
(1) Hatch covers are to be effectively secured, by means of stoppers, against the transverse forces
arising from a pressure of 175 kNm .
(2) With the exclusion of No.1 hatch cover, hatch covers are to be effectively secured, by means of
stoppers, against the longitudinal forces acting on the forward end arising from a pressure of
175 kNm .
(3) No. 1 hatch cover is to be effectively secured, by means of stoppers, against the longitudinal
forces acting on the forward end arising from a pressure of 230 kNm , but this pressure may
be reduced to 175 kNm where there is a forecastle to which according to Sec. 13 is
applied.
(4) The equivalent stresses in stoppers and their supporting structures, and calculated in the throat
of the stopper welds are not to exceed the allowable value of .
3. Materials and welding
Stoppers or securing devices are to be manufactured of materials, including welding electrodes,
meeting this class requirements.
906. Corrosion addition and steel renewal
1. Hatch covers
(1) For all the structure (plating and secondary stiffeners) of single skin hatch covers, the corrosion
addition is to be 2.0 mm.
(2) For double skin hatch covers, the corrosion addition is to be:
2.0 mm for the top and bottom plating
1.5 mm for the internal structures.
(3) For single skin hatch covers and for the plating of double skin hatch covers, steel renewal is re-
quired where the gauged thickness is less than mm.
(4) Where the gauged thickness is within the range mm and mm , coating (applied in
accordance with the coating manufacturer's requirements) or annual gauging may be adopted as
an alternative to steel renewal.
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(5) Coating is to be maintained in GOOD condition, as defined in Pt 1, Ch 2, Sec. 1. 20.
(6) For the internal structure of double skin hatch covers, thickness gauging is required when plating
renewal is to be carried out or when this is deemed necessary, at the discretion of the
Society's Surveyor, on the basis of the plating corrosion or deformation condition. In these cas-
es, steel renewal for the internal structures is required where the gauged thickness is less than
.
2. Hatch coamings
(1) For the structure of hatch coamings and coaming stays, the corrosion addition is to be 1.5
mm
(2) Steel renewal is required where the gauged thickness is less than mm.
(3) Where the gauged thickness is within the range mm and mm , coating (applied in
accordance with the coating manufacturer's requirements) or annual gauging may be adopted as
an alternative to steel renewal.
(4) Coating is to be maintained in GOOD condition, as defined in Pt 1, Ch 2, Sec. 1, 20.
Fig 7.3.8 Fig 7.3.9 Fig 7.3.10 Fig 7.3.11
Section 10 Longitudinal Strength of Hull Girder in Flooded Condition for
Bulk Carriers
1001. Application
1. These requirements are to be applied to non-CSR bulk carriers of 150 m in length and upwards
which are contracted for construction on or after 1 July 2006, intending to carry solid bulk cargoes
having a density of 1.0 tm or above, and with single side skin construction, or double side skin
construction in which any part of longitudinal bulkhead is located within B/5 or 11.5 m, whichever is
less, inboard from the ship’s side at right angle to the centreline at the assigned summer load line.
Such ships are to have their hull girder strength checked for specified flooded conditions, in each of
the cargo and ballast loading conditions defined in Pt 3, Annex 3-1 of the Guidance and in every
condition considered in the intact longitudinal strength calculations, including those and unloading
transitory conditions in port and loading conditions encountered during ballast water exchange need
not be considered. (Refer to the Annex 7-7)
1002. Flooding criteria
1. To calculating the weight of ingressed water, the following assumptions are to be made.
(1) The permeability of empty cargo spaces and volume left in loaded cargo spaces above any cargo
is to be taken as 0.95.
(2) Appropriate permeabilities and bulk densities are to be used for any cargo carried.
(a) Iron ore : bulk density = 3.0 tm , permeability = 0.3
(b) Cement : bulk density = 1.3 tm , permeability = 0.3
(3) permeability for solid cargo means the ratio of the floodable volume between the particles, gran-
ules or any larger pieces of the cargo, to the gross volume of the bulk cargo.
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2. For packed cargo conditions (such as steel mill products), the actual density of the cargo should be
used with a permeability of zero.
1003. Flooding conditions
1. Floodable holds
Each cargo hold is to be considered individually flooded up to the equilibrium waterline. This appli-
cation is to be applied to SUBC(Self-Unloading Bulk Carrier) where the unloading system maintains
the watertightness during seagoing operations. In SUBCs with unloading systems that do not main-
tain watertightness, the longitudinal strength in the flooded conditions are to be considered using
the extent to which the flooding may occur. (2020)
2. Loads
The still water loads in flooded conditions are to be calculated for the above cargo and ballast load-
ing conditions. The wave loads in the flooded conditions are assumed to be equal to 80% of those
given in Pt 3, Ch 3, Sec. 2 Table 3.3.1 and Sec. 3 301. 1.
1004. Stress assessment
1. The actual hull girder bending stress at any location is given by :
× Nmm
where,
= still water bending moment in the flooded conditions for the section under consideration
( kN m).
= wave bending moment as given in Pt 3, Ch 3, Table 3.3.1.
= section modulus for the corresponding location in the hull girder ( cm ).
2. The shear strength of the side shell and the inner hull(longitudinal bulkhead) if any, at any location
of the ship, is to be checked according to the requirements specified in Pt 3, Ch 3, 301. and 302.
in which and are to be replaced respectively by and , where :
= still water shear force ( kN ) in the flooded conditions for the section under construction
= 0.8
= wave shear force ( kN ) as given in Pt 3, Ch 3, 301. for the section under construction
1005. Strength criteria
The damaged structure is assumed to remain fully effective in resisting the applied loading.
Permissible stress and axial stress buckling strength are to be in accordance with Pt 3, Ch 3, Table
3.3.1 and Pt 3, Ch 3, 301.
Section 11 Evaluation of Allowable Hold Loading for Bulk Carriers Considering
Hold Flooding
1101. Application
1. These requirements are to be applied to non-CSR bulk carriers of 150 m in length and upwards
which are contracted for construction on or after 1 July 2006, intending to carry solid bulk cargoes
having a density of 1.0 tm or above, and with single side skin construction, or double side skin
construction in which any part of longitudinal bulkhead is located within B/5 or 11.5 m, whichever is
less, inboard from the ship’s side at right angle to the centreline at the assigned summer load line.
(Refer to the Annex 7-7)
2. The loading in each hold is not to exceed the allowable hold loading in flooded condition, calculated
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as per 1104., using the loads given in 1102. and the shear capacity of the double bottom given in
1103.
3. In no case is the allowable hold loading, considering flooding, to be taken greater than the design
hold loading in intact condition.
1102. Loading model
1. General
(1) The loads to be considered as acting on the double bottom are those given by follows.
(a) External sea pressures
(b) Combination of the cargo loads with those induced by the flooding of the hold which the
double bottom belongs to.
(2) The most severe combinations of cargo induced loads and flooding loads are to be used, de-
pending on the loading conditions included in the loading manual :
(a) Homogeneous loading condition.
(b) Non-homogeneous loading condition.
(c) Packed cargo conditions (such as steel mill products).
(3) For each loading condition, the maximum bulk cargo density to be carried is to be considered in
calculating the allowable hold loading limit.
2. Inner bottom flooding head
The flooding head is the distance measured vertically with the ship in the upright position, from
the inner bottom to a level located at a distance m from the baseline equal to :
(1) For ships less than 50,000 tonnes deadweight with Type B freeboard :
(a) For the foremost hold : = 0.95
(b) For the other holds : = 0.85
(2) In general
(a) For the foremost hold : = 1.0
(b) For the other holds : = 0.9
Fig 7.3.12 Measurement of and
1103. Shear capacity of the double bottom 【See Guidance】
1. The shear capacity of the double bottom is defined as the sum of the shear strength at each
end of :
(1) All floors adjacent to both hoppers, less one half of the strength of the two floors adjacent to
each stool or transverse bulkhead if no stool is fitted (See Fig 7.3.13).
(2) All double bottom girders adjacent to both stools, or transverse bulkheads if no stool is fitted.
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Fig 7.3.13 Floor and girder
2. Where in the end holds, girders or floors run out and are not directly attached to the boundary
stool or hopper girder, their strength is to be evaluated for the one end only.
3. Note that the floors and girders to be considered are those inside the hold boundaries formed by
the hoppers and stools (or transverse bulkheads if no stool is fitted). The hopper side girders and
the floors directly below the connection of the bulkhead stools (or transverse bulkheads if no stool
is fitted) to the inner bottom are not to be included.
4. When the geometry and/or the structural arrangement of the double bottom are such to make the
above assumptions inadequate, the shear capacity of double bottom is to be calculated according
to the Society's discretion.
5. In calculating the shear strength, the net thickness of floors and girders is to be used. The net
thickness is given by :
mm
= thickness of floors and girders ( mm).
6. Floor shear strength
The floor shear strength in way of the floor panel adjacent to hoppers kN and the floor shear
strength in way of the openings in the outmost bay (i.e. that bay which is closer to hopper)
kN , are given by :
× kN
× kN
= sectional area of the floor panel adjacent to hoppers ( mm ).
= net sectional area of the floor panels in way of the openings in the outmost bay (i.e.
that bay which is closer to hopper) ( mm ).
= the allowable shear stress to be taken equal to the lesser of following formulae ( Nmm ).
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Nmm , Nmm
≠
For floors adjacent to the stools or transverse bulkheads, may be taken as
= minimum upper yield stress of the material ( Nmm ).
= spacing of stiffening members of panel under consideration ( mm).
= 1.1
= 1.2, may be reduced, to the Society's discretion, down to 1.1, where appropriate reinforce-
ments are fitted to the Society's satisfaction.
7. Girder shear strength
The girder shear strength in way of the girder panel adjacent to stools (or transverse bulkheads, if
no stool is fitted) , and the girder shear strength in way of the largest opening in the outmost
bay (i.e. that bay which is closer to stool, or transverse bulkhead, if no stool is fitted) are given
by :
× kN
× kN
= minimum sectional area of the girder panel adjacent to stools (or transverse bulkheads, if
no stool is fitted) ( mm ).
= net sectional area of the girder panel in way of the largest opening in the outmost bay (i.
e. that bay which is closer to stool, or transverse bulkhead, if no stool is fitted) ( mm ).
= allowable shear stress as given in Par 6 ( Nmm ).
= 1.1
= 1.15, may be reduced, to the Society's discretion, down to 1.1 where appropriate reinforce-
ments are fitted to the Society's satisfaction.
1104. Allowable hold loading
The allowable hold loading is given by :
(ton)
= 1.1 in general, and may be 1.05 for steel mill products.
= Bulk cargo density ( tm ).
= Volume ( m ), occupied by cargo at a level .
= for bulk cargoes, the lesser of and given by :
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= using = 0, for steel products
= sea water density ( tm ).
= gravity acceleration (= 9.81 ms ).
= ship immersion ( m ), for flooded hold condition
= - 0.1
= as given in 1102. Par 2.
= flooding head as defined in 1102. Par 2 ( m ).
= cargo permeability, defined in 1002. Par 1. it needs not be taken greater than 0.3 and
is to be taken equal to zero for steel mill products.
= the lesser of and given by :
= shear capacity of the double bottom, as defined in 1103. considering, for each floor, the
lesser of the shear strengths and (See 1103. Par 6) and for each girder, the lesser
of the shear strengths and (See 1103. Par 7) ( kN ).
= shear capacity of the double bottom as defined in 1103. considering, for each floor, the
shear strength (See 1103. Par 6) and, for each girder, the lesser of the shear strengths
and (See 1103. Par 7) ( kN ).
= number of floors between stools (or transverse bulkheads, if no stool is fitted)
= spacing of th-floor ( m).
= , for floors whose shear strength is given by .
= , for floors whose shear strength is given by
= breadth of double bottom between hoppers ( m) (See Fig 7.3.14).
= distance between the two considered opening ( m ) (See Fig 7.3.14).
= spacing of double bottom longitudinals adjacent to hoppers ( m).
Fig 7.3.14 Measurement of and
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Section 12 Evaluation of Scantlings of Corrugated Transverse Watertight
Bulkheads in Bulk Carriers Considering Hold Flooding
1201. Application and definitions
1. These requirements are to be applied to non-CSR bulk carriers of 150 m in length and upwards
which are contracted for construction on or after 1 July 2006, intending to carry solid bulk cargoes
having a density of 1.0 tm or above, and with single side skin construction, or double side skin
construction in which any part of longitudinal bulkhead is located within B/5 or 11.5 m, whichever is
less, inboard from the ship’s side at right angle to the centreline at the assigned summer load line.
(Refer to the Annex 7-7)
2. The net thickness is the thickness obtained by applying the strength criteria given in 1204.
3. The required thickness is obtained by adding the corrosion addition , given in 1206. to the net
thickness .
4. In this requirement homogeneous loading condition means a loading condition in which the ratio be-
tween the highest and the lowest filling ratio, evaluated for each hold, does not exceed 1.2 to be
corrected for different cargo densities (See, Fig 7.3.15).
Fig 7.3.15 Measurement of and
1202. Load model
1. General
(1) The loads to be considered as acting on the bulkheads are those given by the combination of
the cargo loads with those induced by the flooding of one hold adjacent to the bulkhead under
examination. In any case, the pressure due to the flooding water alone is to be considered. This
application is to be applied to SUBC(Self-Unloading Bulk Carrier) where the unloading system
maintains the watertightness during seagoing operations. In SUBCs with unloading systems that
do not maintain watertightness, the combination loads acting on the bulkheads in the flooded
conditions are to be considered using the extent to which the flooding may occur. (2020)
(2) The most severe combinations of cargo induced loads and flooding loads are to be used for the
check of the scantlings of each bulkhead, depending on the loading conditions included in the
loading manual :
(a) homogeneous loading conditions;
(b) non-homogeneous loading conditions(considering the individual flooding of both loaded and
empty holds);
(3) The specified design load limits for the cargo holds are to be represented by loading conditions
defined by the Designer in the loading manual.
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(4) Non-homogeneous part loading conditions associated with multiport loading and unloading oper-
ations for homogeneous loading conditions need not to be considered according to these
requirements.
(5) Holds carrying packed cargoes are to be considered as empty holds for this application.
(6) Unless the ship is intended to carry, in non homogeneous conditions, only iron ore or cargo hav-
ing bulk density equal or greater than 1.78 tm , the maximum mass of cargo which may be
carried in the hold shall also be considered to fill that hold volume up to the upper deck level at
centreline.
2. Bulkhead corrugation flooding head
The flooding head (See Fig 7.3.15) is the distance ( m ) measured vertically with the ship in the
upright position, from the calculation point to a level located at a distance m from the baseline
equal to :
(1) For ships less than 50,000 tonnes deadweight with Type freeboard
(a) for the foremost transverse corrugated bulkhead : = 0.95
(b) for the other bulkheads : = 0.85
(2) For ships less than 50,000 tonnes deadweight with Type freeboard and the ship is to carry
cargoes having bulk density less than l.78 tm in non-homogeneous loading conditions.
(a) for the foremost transverse corrugated bulkhead : = 0.9
(b) for the other bulkheads : = 0.8
(3) In general
(a) for the foremost transverse corrugated bulkhead : =
(b) for the other bulkheads : = 0.9
(4) In (3), where the ship is to carry cargoes having bulk density less than 1.78 tm in non-homo-
geneous loading conditions.
(a) for the foremost transverse corrugated bulkhead : = 0.95
(b) for the other bulkheads : = 0.85
3. Pressure in the non-flooded bulk cargo loaded holds
(1) At each point of the bulkhead, the pressure is given by :
tan kNm
= bulk cargo density ( tm ).
= gravity acceleration (= 9.81 ms ).
= vertical distance ( m), from the calculation point to horizontal plane corresponding to the
level height of the cargo (See Fig 7.3.15), located at a distance ( m) from the
baseline.
= 45° - ( / 2)
= angle of repose of the cargo, that may generally be taken as 35° for iron ore and 25°
for cement.
(2) The force acting on a corrugation is given by :
tan kN
, , and = as given above (1).
= spacing of corrugations ( m) (See Fig 7.3.16).
= mean height of the lower stool from the inner bottom ( m).
= height of the double bottom ( m ).
4. Pressure in the flooded holds
(1) Bulk cargo holds
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Two cases are to be considered, depending on the values of and .
(a) ≥
(i) At each point of the bulkhead located at a distance between and from the baseline,
the pressure is given :
kNm
= sea water density ( tm ).
= as defined in 1202. Par 3. (1).
= flooding head as defined in 1202. Par 2.
(ii) At each point of the bulkhead located at a distance lower than from the baseline, the
pressure is given by :
tan kNm
and = as defined in above (i).
, , and = as defined in 1202. Par 3.
= permeability of cargo, as defined in 1202. Par 1.
(iii) The force acting on a corrugation is given by :
kN
where,
= as defined in (i).
, , , and = as given in Par 3.
= as given in Par 2.
= pressure at the lower end of the corrugation ( kNm ).
(b)
(i) At each point of the bulkhead located at a distance between and from the baseline,
the pressure is given by :
tan kNm
, , and = as given in above Par 3.
(ii) At each point of the bulkhead located at a distance lower than from the baseline, the
pressure, , is given by :
tan kNm
where,
, and = as given in above (a).
, , and = as given in above Par 3.
(iii) The force, , acting on a corrugation is given by :
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tan
tan kN
where,
, , , , , and = as given by above Par 3.
= as given by above Par 2.
= pressure, at the lower end of the corrugation ( kNm )
Fig 7.3.16 Measurement of and
(2) Pressure in empty holds due to flooding water alone
At each point of the bulkhead, the hydrostatic pressure, , induced by the flooding head, , is
to be considered. The force, , acting on a corrugation is given by :
kN
where,
= as given by (1), (a), (i).
, , and = as given by Par 3.
= as given by Par 2.
5. Resultant pressure and force
(1) Homogeneous loading conditions
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(a) At each point of the bulkhead structures, the resultant pressure, , to be considered for the
scantlings of the bulkhead is given by ;
kNm
(b) The resultant force , acting on a corrugation is given by ;
kN
(2) Non-homogeneous loading conditions
(a) At each point of the bulkhead structures, the resultant pressure , to be considered for the
scantlings of the bulkhead is given by :
kNm
(b) The resultant force , acting on a corrugation is given by :
1203. Bending moment and shear force in the bulkhead corrugations
The bending moment and the shear force in the bulkhead corrugations are given by:
1. Bending moment
kNm
= resultant force, as given in 1202. Par 5. ( kN ).
= span of the corrugation ( m) (See, Fig 7.3.16 and Fig 7.3.17).
2. Shear force
The shear force , at the lower end of the bulkhead corrugations is given by :
kN
= as given in above Par 1.
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Fig 7.3.17 Measurement of span
1204. Strength criteria
1. General
The following criteria are applicable to transverse bulkheads with vertical corrugations (See Fig
7.3.16).
(1) For ships of 190 m of length and above, these bulkheads are to be fitted with a bottom stool,
and generally with a top stool below deck. For smaller ships, corrugations may extend from inner
bottom to deck.
(2) The corrugation angle( ) shown in Fig 7.3.16 is not to be less than 55°.
(3) Requirements for local net plate thickness, net are given in Par 7. In addition, the criteria given
in Par 2 and 5 are to be complied with.
(4) The thicknesses of the lower part of corrugations considered in the application of Par 2 and 3
are to be maintained for a distance from the inner bottom(if no lower stool is fitted) or the top
of the lower stool not less than 0.15 .
(5) The thicknesses of the middle part of corrugations as considered in the application of Par 2 and
4 are to be maintained to a distance from the deck or the bottom of the upper stool not great-
er than 0.3 .
(6) The section modulus of the corrugation in the remaining upper part of the bulkhead is not to be
less than 75 % of that required for the middle part, corrected for different yield stresses.
(7) Lower stool
(A) The height of the lower stool is generally to be not less than 3 times the depth of the
corrugations. The thickness and material of the stool top plate is not to be less than those
required for the bulkhead plating above.
(B) The thickness and material of the upper portion of vertical or sloping stool side plating within
the depth equal to the corrugation flange width from the stool top is not to be less than the
required flange plate thickness and material to meet the bulkhead stiffness requirement at
lower end of corrugation.
(C) The thickness of the stool side plating and the section modulus of the stool side stiffeners
is not to be less than the value given by the following formulae.
(a) The thickness of the stool side plating
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(i) ≥
′ mm
(ii)
′ mm
where,
= coefficient given by the following formula.
=
= coefficient given by the following formula according to the value .
≤
:
≤ : 1.0
= length of the shorter side of the panel enclosed by stiffeners, etc.
= length of the longer side of the panel enclosed by stiffeners, etc.
′ and ′ = as given in following formulae.
′ sin tan cos
′ sin tan cos
= slope angle of stool side plate (deg).
= as given in 1202. Par 2.
, and = as given in 1202. Par 3.
= as given in 1202. Par 4.
= permeability of cargo, as defined in 1002. Par 1, (3).
(b) The section modulus of the stool side vertical stiffeners
(i) ≥
′ cm
(ii)
′ cm
where,
= spacing of stiffeners ( m).
= unsupported length of stiffener ( m ).
′ and ′ = as given in (a).
(D) The distance from the edge of the stool top plate to the surface of the corrugation flange is
to be in accordance with Fig 7.3.18.
(E) The stool bottom is to be installed in line with double bottom floors and is to have a width
not less than 2.5 times the mean depth of the corrugation. The stool is to be fitted with di-
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aphragms in line with the longitudinal double bottom girders for effective support of the cor-
rugated bulkhead. Scallops in the brackets and diaphragms in way of the connections to the
stool top plate are to be avoided.
(F) Where corrugations are cut at the bottom stool, corrugated bulkhead plating is to be con-
nected to the stool top plate by full penetration welds. The stool side plating is to be con-
nected to the stool top plate and the inner bottom plating by either full penetration or deep
penetration welds.(See Fig 7.3.20) The supporting floors are to be connected to the inner
bottom by either full penetration or deep penetration welds.(See Fig 7.3.20)
(G) The plating of the lower stool and supporting floors is generally to be connected to the inner
bottom by full penetration welds.
Fig 7.3.18 Permitted distance, , from edge of stool top plate to surface of corrugation flange
(8) Upper stool
(A) The upper stool, where fitted, is to have a height generally between 2 and 3 times the
depth of corrugations. Rectangular stools are to have a height generally equal to 2 times the
depth of corrugations, measured from the deck level and at hatch side girder.
(B) The upper stool is to be properly supported by girders or deep brackets between the ad-
jacent hatch-end beams.
(C) The width of the stool bottom plate is generally to be the same as that of the lower stool
top plate. The stool top of non rectangular stools is to have a width not less then 2 times
the depth of corrugations. The thickness and material of the stool bottom plate are to be
the same as those of the bulkhead plating below.
(D) The thickness of the lower portion of stool side plating is not to be less than 80 % of that
required for the upper part of the bulkhead plating where the same material is used.
(E) The thickness of the stool side plating and the section modulus of the stool side stiffeners
is not to be less than those required by the Society on the basis of the load model in (7),
(C). The ends of stool side stiffener are to be attached to brackets at upper and lower end
of the stool.
(F) Diaphragms are to be fitted inside the stool in line with and effectively attached to longi-
tudinal deck girders extending to the hatch end coaming girders for effective support of the
corrugated bulkhead. Scallops in the brackets and diaphragms in way of the connection to
the stool bottom plate are to be avoided.
(9) Alignment
(A) At deck, if no stool is fitted, two transverse reinforced beams are to be fitted in line with
the corrugation flanges.
(B) At bottom, if no stool is fitted, the corrugation flanges are to be in line with the supporting
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floors. Corrugated bulkhead plating is to be connected to the inner bottom plating by full
penetration welds. The plating of supporting floors is to be connected to the inner bottom by
either full penetration or deep penetration welds. (See Fig 7.3.20)
Fig 7.3.20 Welding methods
(C) The thickness and material properties of the supporting floors are to be at least equal to
those provided for the corrugation flanges. Moreover, the cut-outs for connections of the in-
ner bottom longitudinal to double bottom floors are to be closed by collar plates.
(D) The supporting floors are to be connected to each other by suitably designed shear plates,
as deemed appropriate by the Society.
(E) Stool side plating is to align with the corrugation flanges and stool side vertical stiffeners
and their brackets in lower stool are to align with the inner bottom longitudinals to provide
appropriate load transmission between these stiffening members. Stool side plating is not to
be knuckled anywhere between the inner bottom plating and the stool top.
2. Bending capacity and shear stress
(1) The bending capacity is to be comply with the following relationship :
× ≤
= bending moment, as given in 1203. Par 1 ( kN m).
= section modulus of one half pitch corrugation, at the lower end of corrugations, as
given in Par 3 ( cm ).
= section modulus of one half pitch corrugation, at the mid-span of corrugations, as giv-
en in Par 4 ( cm ).
= allowable stress, as given in Par 5, for the lower end of corrugations ( Nmm ).
= allowable stress, as given in Par 5, for the mid-span of corrugations ( Nmm ).
(A) In no case is to be taken greater than the lesser of 1.15 and 1.15 ′ for calculation
of the bending capacity, ′ being defined below.
(a) In case shedder plates are fitted which :
- are not knuckled;
- are welded to the corrugations and the top of the lower stool by one side penetration
weld or equivalent;
- are fitted with a minimum slope of 45° and their lower edge is in line with the stool
side plating;
- have thicknesses not less than 75 of that provided by the corrugation flange ;
- and material properties at least equal to those provided by the flanges.
(b) Or gusset plates are fitted which:
- are in combination with shedder plates having thickness, material properties and weld-
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ed connections in accordance with the above requirements;
- have a height not less than half of the flange width;
- are fitted in line with the stool side plating;
- are generally welded to the top of the lower stool by full penetration welds, and to
the corrugations and shedder plates by one side penetration welds or equivalent.
- have thickness and material properties at least equal to those provided for the
flanges.
(B) The section modulus , is to be taken not larger than the value ′ , given by :
′ × cm
= section modulus of one half pitch corrugation calculated, according to Par 4. in way of
the upper end of shedder or gusset plates, as applicable ( cm ).
= shear force, as given in 1203. Par 2. ( kN ).
= height of shedder or gusset plates ( m), as applicable (See Fig 7.3.19 (1), (2), (3) and
(4)).
= as given in 1202. Par 3.
= resultant pressure, as defined in 1202. Par 5. calculated in way of the middle of the
shedder or gusset plates ( kNm ), as applicable.
= allowable stress, as given in Par 5. ( kNm ).
(2) Shear stress is obtained by dividing the shear force by the shear area. The shear area is to
be reduced in order to account for possible non-perpendicularity between the corrugation webs
and flanges. In general, the reduced shear area may be obtained by multiplying the web sec-
tional area by ( sin ), being the angle between the web and the flange.
(3) When calculating the section modulus and the shear area, the ≠ plate thicknesses are to be
used.
(4) The section modulus of corrugations are to be calculated on the basis of the following require-
ments given in Par 3 and 4.
3. Section modulus at the lower end of corrugations
The section modulus is to be calculated with the compression flange having an effective flange
width, , not larger than as given in Par 6. If the corrugation webs are not supported by local
brackets below the stool top (or below the inner bottom) in the lower part, the section modulus of
the corrugations is to be calculated considering the corrugation webs 30 effective.
(1) Provided that effective shedder plates, as defined in above Par 2 are fitted (See Fig 7.3.19 (1)
and (2)), when calculating the section modulus of corrugations at the lower end (cross-section ⓛ
in Fig 7.3.19 (1) and (2)), the area of flange plates may be increased by 2.5 (not to be
taken greater than 2.5 ).
= width of the corrugation flange ( m ) (See Fig 7.3.12).
= net shedder plate thickness ( mm).
= net flange thickness ( mm).
(2) Provided that effective gusset plates, as defined in above Par 2 are fitted (See Fig 7.3.19 (3)
and (4)), when calculating the section modulus of corrugations at the lower end (cross-section ①
in Fig 7.3.19 (3) and (4)), the area of flange plates may be increased by 7 .
= height of gusset plate ( m ), see Fig 7.3.19 (3) and (4), not to be taken greater than
= width of the gusset plates ( m).
= net flange thickness based on the as built condition ( mm).
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(3) If the corrugation webs are welded to a sloping stool top plate, which have an angle not less
than 45° with the horizontal plane, the section modulus of the corrugations may be calculated
considering the corrugation webs fully effective. In case effective gusset plates are fitted, when
calculating the section modulus of corrugations the area of flange plates may be increased as
specified in above (2). No credit can be given to shedder plates only. For angles less than 45°,
the effectiveness of the web may be obtained by linear interpolation between 30 for 0° and
100 for 45°.
Fig 7.3.19 Shedder plate and gusset plate
4. Section modulus of corrugations at cross-sections other than the lower end
The section modulus is to be calculated with the corrugation webs considered effective and the
compression flange having an effective flange width, , not larger than as given in Par 6.
5. Allowable stress check
The normal and shear stresses and are not to exceed the allowable values and given by:
Nmm
Nmm
= the minimum upper yield stress of the material ( Nmm ).
6. Effective compression flange width and shear buckling checks
(1) Effective width of the compression flange of corrugations
The effective width of the corrugation flange is given by :
m
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:
≤ :
×
where,
= net flange thickness ( mm).
= width of the corrugation flange ( m ) (See Fig 7.3.16)
= the minimum upper yield stress of the material ( Nmm ).
= modulus of elasticity of the material ( Nmm ) to be assumed equal to × for
steel.
(2) Shear
The buckling check is to be performed for the web plates at the corrugation ends. The shear
stress is not to exceed the critical value , as given by the following formulae.
: ≤
:
where,
= shear stress of material ( Nmm ), ty is to be determined as
= ideal elastic buckling stress is determined as following :
Nmm
= net thickness of corrugation web ( mm).
= width of corrugation web ( m ). (See, Fig 7.3.16)
and = as given in above (1).
7. Local net plate thickness
(1) The bulkhead local net plate thickness is given by :
mm
where,
= plate width, to be taken equal to the width of the corrugation flange or web, which-
ever is the greater ( m ) (See Fig 7.3.16).
= resultant pressure as defined in 1202. Par 5, at the bottom of each strake of plating,
in all cases, the net thickness of the lowest strake is to be determined using the re-
sultant pressure at the top of the lower stool, or at the inner bottom, if no lower stool
is fitted or at the top of sheddres, if shedders or gusset/shedder plates are fitted
( kNm ).
= minimum upper yield stress of the material ( kNm ).
(2) For built-up corrugation bulkheads, when the thicknesses of the flange and web are different,
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(A) The net thickness of the narrower plating is to be not less than , given by :
mm
where,
= the width of the narrow plating ( m ).
and = as given in (1).
(B) The net thickness of the wider plating is not to be taken less than the maximum of the fol-
lowing values :
mm
×
mm
where,
= not to be more than the smaller value of the actual net thickness of the narrower
plating and .
= the breath of the wider plating ( m).
and = as given in (1).
1205. Local details
1. As applicable, the design of local details is to be designed such that transferring the corrugated
bulkhead forces and moments to the boundary structures, in particular to the double bottom and
cross-deck structures, is sufficient.
2. In particular, the thickness and stiffening of effective gusset and shedder plates is to comply with
the Society requirement, on the basis of the load model in 1204. Par 2.
1206. Corrosion addition
The corrosion addition is to be taken equal to 3.5 mm.
Section 13 Requirements for the Fitting of a Forecastle for Bulk Carriers, Ore
Carriers and Combination Carriers
1301. Application and definitions
These requirements apply to all bulk carriers, ore carriers and combination carriers which are con-
tracted for construction on or after 1 January 2004. Such ships are to be fitted with an enclosed
forecastle on the freeboard deck. The required dimensions of the forecastle are defined in 1302.
The structural arrangements and scantlings of the forecastle are to be determined at the discretion
of the Society.
1302. Dimensions
1. The forecastle is to be located on the freeboard deck with its an bulkhead fitted in way or aft of
the forward bulkhead of the foremost hold, as shown in Fig 7.3.21.
However, if this requirements hinders hatch cover operation, the aft bulkhead of the forecastle may
be fitted forward of the forward bulkhead of the foremost cargo hold provided the forecastle length
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is not less than 7% of the ship length abaft the forward perpendicular where the ship length and
forward perpendicular are defined in the International Convention of Load Line 1966 and its Protocol
1988.
2. The forecastle height above the main deck is to be not less than:
- the standard height of a superstructure as specified in the International Convention on Load Line
1966 and its Protocol of 1988,
- m, where is the height of the forward transverse hatch coaming of cargo hold No.1,
whichever is the greater.
3. All points of the aft edge of the forecastle deck are to be located at a distance :
≤ from the hatch coaming plate in order to apply the reduced loading to the No.1 for-
ward transverse hatch coaming and No.1 hatch cover in applying Pt. 4 Sec. 2. 203. 2. and Sec. 5.
505. 4.
4. A breakwater is not to be fitted on the forecastle deck with the purpose of protecting the hatch
coaming or hatch covers. If fitted for other purposes, it is to be located such that its upper edge at
centre line is not less than tan° forward of the aft edge of the forecastle deck, where is
the height of the breakwater above the forecastle (see Fig 7.3.21).
Fig 7.3.21
Section 14 Water Level Detection & Alarms and Drainage & Pumping
Systems for Bulk Carriers and Single Hold Cargo Ships
1401. General 【See Guidance】
Arrangements, testing and etc. for water level detectors, alarms and drainage, pumping systems re-
quired by 1403. and 1404. are to be followed in accordance with the requirements of the Annex 7-6
「Water Level Detection & Alarms and Drainage & Pumping Systems for Bulk Carriers and Single Hold
Cargo Ships」. (2021)
1402. Application
The requirements of this section apply to the ships of 500 tons gross tonnage and above and en-
gaged on international voyage as follows;
1. A ship which is constructed before 1 July 2006 and constructed generally with single deck, top-side
tanks and hopper side tanks in cargo spacs, and is intended primarily to carry dry cargo in bulk, and
includes such types as ore carriers and combination carriers and a ship which is constructed on or
after 1 July 2006 and is intended primarily to carry dry cargo in bulk, and includes such types as
ore carriers and combination carriers(hereinafter referred to as 「Bulk carrier」) are to be installed rel-
evant systems in accordance with the requirements in 1403. 1 and 1404.
2. Cargo ships other than bulk carriers having a single cargo hold below the freeboard deck or cargo
holds below the freeboard deck which are not separated by at least one bulkhead made watertight
up to the deck(hereinafter referred to as「Single hold cargo ship」) and come fall under following (1)
or (2) are to be installed relevant systems in accordance with the requirements of 1403. 3.
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(1) Ships having a length(L) of less than 80 m if constructed on or after 1 July 1998
(2) Ships having a length(L) of less than 100 m if constructed before 1 July 1998
However, the water level detectors required by 1403. 3 need not be fitted in ships fitted with water
level detectors complying with the requirements in 1403. 1, or in ships having suitable width water-
tight side compartments each side of the cargo hold length extending vertically at least from inner
bottom to freeboard deck. 【See Guidance】
Ships constructed before 1 January 2007 are to be in accordance with the requirements in Pt 1,
Ch.2, 1802.
1403. Water level detectors, alarms and etc.
1. Water level detectors, audible and visual alarms are to be fitted in each cargo hold, ballast tanks
forward of the collision bulkhead, dry space and void space other than a chain cable locker, any part
of which extends forward of the foremost cargo hold for bulk carriers.
2. Such alarms specified in Par. 1 need not be provided in enclosed spaces the volume of which
does not exceed 0.1% of the ship‘s maximum displacement volume.
3. Single hold cargo ships having a length(L) of less than 80 m(ships having a length(L) of less than
100 m if constructed before 1 July 1998) are to be fitted with water level detectors, audible and
visual alarms in cargo hold. And ships having cargo holds below the freeboard deck which are not
separated by at least one bulkhead made watertight up to the deck are to be fitted with water level
detectors, audible and visual alarms in each cargo hold.
4. The audible and visual alarms specified in Par. 1 and 3 shall be located on the navigation bridge.
1404. Draining and pumping system
1. Means for draining and pumping ballast tanks forward of the collision bulkhead and bilges of dry
spaces other than chain lockers, in any part of which extends forward of the foremost cargo hold
and the volume of which exceeds 0.1% of the ship's maximum displacement volume are to be
provided.
2. Means for draining and pumping specified in Par. 1 brought into operation from a readily accessible
enclosed space, the location of which is accessible from the navigation bridge or propulsion machi-
nery control position without traversing exposed freeboard or superstructure decks.
Section 15 Supplementary Provisions for Carriage of Liquid in Holds
1501. General 【See Guidance】
1. Bulk carriers whose holds are loaded with cargo oil (hereinafter referred to as "B/O Carriers") are to
be in accordance with the requirements in this Section and also those for oil tankers.
2. Other important items required for B/O carriers than those specified in this Section are to be at the
discretion of the Society.
3. Where holds are loaded with cargo oil or ballast water, the scantlings of plates, stiffeners and gird-
ers composing bilge hopper tanks, topside tanks, transverse bulkheads and their stools as well as
side structures are not to be less than those obtained from the relevant formulae, where the value
of specified in Pt 3, Ch 15, 105. is applied. The scantlings of structural members of double bot-
tom under holds loaded with ballast are to be at the discretion of the Society.
4. When ships are designed to transport alternatively oil having a flash point below 60°C (closed cup
test) or dry cargoes, openings which may be used for cargo operations are not permitted in bulk-
heads and decks separating oil cargo spaces from other spaces not designed and equipped for the
carriage of oil cargoes unless alternative approved means are provided to ensure equivalent integrity.
1502. Holds half-loaded with cargo oils 【See Guidance】
Where holds are half-loaded with cargo oils, special care is to be taken to avoid synchronization of
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the natural period of oscillation of liquid in the holds with the natural periods of rolling and pitching
of the ship. Where synchronization is not avoidable, plating, stiffeners and girders of transverse
bulkheads and topside tanks are to be specially strengthened.
Section 16 Electrical Equipment of Coal Carriers
1601. General
The requirements in this Section apply to the electrical equipment installed in the cargo holds and
the compartments adjacent thereto of coal carriers.
1602. Dangerous spaces
The following spaces and zones are dangerous spaces, therefore no electrical equipment except
those of explosion protected type is to be installed
(1) Enclosed cargo holds
(2) Ventilation ducts for cargo holds
1603. Electrical equipment 【See Guidance】
1. Electrical equipment in cargo hold
In principle no electrical equipment is to be installed in the cargo holds. Where it is inevitable to in-
stall electrical equipment in the holds, the equipment is to comply with the following requirements:
(1) Switches and socket-outlets are not to be installed except those connected to intrinsically safe
circuits.
(2) In case where other electrical equipment than those specified in (1) above is inevitably installed,
the equipment and its associated cables are to be installed so as to be kept from mechanical
damage. In addition, the feeder circuits for the equipment are to be provided with multipole
linked isolating switches situated outside the holds, so deviced as to have the equipment usually
locked with the switch in "off" position.
(3) The cables passing through the cargo holds are to be led in gastight heavy gauge steel pipes,
and the both ends of the pipes are to be sealed using cable glands and the like in way of the
boundaries of the cargo holds.
2. Electrical equipment in the compartments adjacent to cargo holds
The electrical equipment which is installed in the compartments adjacent to the cargo holds and
having an opening such as non-gastight door, hatch and like in their bulkheads and decks is to be
of explosion protected type accepted by the Society.
3. Cargo lamps
Cargo lamps to be led and used in the cargo holds are to be the types accepted by the Society.
Section 17 Renewal Criteria for Side Shell Frames and Brackets in Single Side
Skin Bulk Carriers and Single Side Skin OBO Carriers
1701. Application and definitions
1. These requirements apply to the side shell frames and brackets of cargo holds bounded by the sin-
gle side shell of bulk carriers constructed with single deck, topside tanks and hopper tanks in cargo
spaces intended primarily to carry dry cargo in bulk, which were not built in accordance with Ch 3,
Sec. 7.
2. In addition, these requirements also apply to the side shell frames and brackets of cargo holds
bounded by the single side shell of Oil/Bulk/Ore(OBO) carriers, as defined in Pt 1, Annex 1-1 of
the Guidance relating to the Rules but of single side skin construction.
3. In the case a vessel as defined above does not satisfy above definition in one or more holds, the
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requirements in this section do not apply to these individual holds.
4. For the purpose of this section, "ships" means both "bulk carriers" and "OBO carriers" as defined
above, unless otherwise specified.
5. Bulk carriers subject to these requirements are to be assessed for compliance with the require-
ments of this rules, the details of these requirements to be followed Pt 1, Ch 3, 201. (4) (A).
6. OBO carriers subject to these requirements are to be assessed for compliance with the require-
ments of this rules, the details of these requirements to be followed Pt 1, Ch 3, 201. (4) (B).
7. These requirements define steel renewal criteria or other measures to be taken for the webs and
flanges of side shell frames and brackets as per 1702.
8. Reinforcing measures of side frames are also defined as per 1702. 3.
9. Finite element or other numerical analysis or direct calculation procedures cannot be used as an al-
ternative to compliance with the requirement of this rule, except in cases off unusual side structure
arrangements or framing to which the requirements of this rule cannot be directly applied. 【See
Guidance】
10. Ice strengthened ships
(1) Where ships are reinforced to comply with an ice class notation the intermediate frames are not
to be included when considering compliance with this rule
(2) The renewal thicknesses for the additional structure required to meet the ice strengthening nota-
tion are to be based on Pt 3, Ch 20.
(3) If the ice class notation is requested to be withdrawn, the additional ice strengthening structure,
with the exception of tripping brackets (see 1702. 1 (2) (A) (b) and 1702. 3), is not considered to
contribute to compliance with this requirement.
1702. Renewal or other measures 【See Guidance】
1. Criteria for renewal or other measures
(1) Symbols
= thickness as measured ( mm)
= thickness at which renewal is required. See 1702. 1 (2)
= thickness criteria based on ratio. See 1702. 1 (2) (A)
= thickness criteria based on strength. See 1702. 1 (2) (B)
=
= thickness ( mm) as required by 106. 3, 4 for frame webs and by 702. for upper and
lower brackets webs
= thickness as built ( mm)
= See Table 7.3.12 below
Table 7.3.12 Values ( mm)
Ship's Hold other than No.1 Hold No.1
length ,
( m) Span and upper brackets Lower brackets Span and upper brackets Lower brackets
≤100 2.0 2.5 2.0 3.0
150 2.0 3.0 3.0 3.5
≥200 2.0 3.0 3.0 4.0
Note: For intermediate ship lengths, is obtained by linear interpolation between the above values.
128 Rules for the Classification of Steel Ships 2023
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(2) Criteria for webs (Shear and other checks)
The webs of side shell frames and brackets are to be renewed when the measured thickness
( ) is equal to or less than the thickness ( ) as defined below:
is the greatest of:
(a)
(b)
(c) (applicable to Zone A and B only)
(d) (where required by 1702. 1 (2) (B))
(A) Thickness criteria based on ratio
Subject to (b) and (c) below, is given by the following equation:
= (web depth ( mm)) /
where:
= for frames
for symmetrically flanged frames
for asymmetrically flanged frames
for lower brackets (see (a) below):
for symmetrically flanged frames
for asymmetrically flanged frames
= According to Pt 3, Ch 1, Sec 4
In no instance is for lower integral brackets to be taken as less than for the
frames they support.
(a) Lower brackets
Lower brackets are to be flanged or face plate is to be fitted.
In calculating the web depth of the lower brackets, the following will apply:
The web depth of lower bracket may be measured from the intersection of the sloped
bulkhead of the hopper tank and the side shell plate, perpendicularly to the face plate of
the lower bracket (see Fig 7.3.24).
Where stiffeners are fitted on the lower bracket plate, the web depth may be taken as
the distance between the side shell and the stiffener, between the stiffeners or between
the outermost stiffener and the face plate of the brackets, whichever is the greatest.
(b) Tripping bracket alternative
When is less than at section b) of the side frames, tripping brackets in ac-
cordance with 1702. 3 may be fitted as an alternative to the requirements for the web
depth to thickness ratio of side frames, in which case may be disregarded in the
determination of in accordance with 1702. 1 (2).
(c) Immediately abaft collision bulkhead
For the side frames, including the lower bracket, located immediately abaft the collision
bulkheads, whose scantlings are increased in order that their moment of inertia is such
to avoid undesirable flexibility of the side shell, when their web as built thickness is
′
greater than , the thickness may be taken as the value obtained
from the following equation:
′
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where, is obtained from 1703. 3.
(B) Thickness criteria based on shear strength check
Where in the lower part of side frames, as defined in Fig 7.3.22, is equal to or less than
, is to be determined in accordance with 1703. 3.
(C) Thickness of renewed webs of frames and lower brackets
Where steel renewal is required, the renewed webs are to be of a thickness not less than
, or , whichever is the greatest.
(D) Criteria for other measures
When ≤ , measures are to be taken, consisting of all the following:
(a) sand blasting, or equivalent, and coating (see 1702. 2),
(b) fitting tripping brackets (see 1702. 3), when the above condition occurs for any of the
side frame zones A, B, C and D, shown in Fig 7.3.22, and
(c) maintaining the coating in "as-new" condition (i.e. without breakdown or rusting) at
Special and Intermediate Surveys.
The above measures may be waived if the structural members show no thickness diminution
with respect to the as built thicknesses and coating is in "as-new" condition (i.e. without break-
down or rusting).
When the measured frame webs thickness is such that ≤ and the coating is
in GOOD condition, sand blasting and coating as required in (a) above may be waived even if
not found in "as-new"condition, as defined above, provided that tripping brackets are fittted and
the coating damaged in way of the tripping bracket welding is repaired.
(3) Criteria for frames and brackets (Bending check)
Where the length or depth of the lower bracket does not meet the requirements in Sec 7, a
bending strength check in accordance with 1703. 4 is to be carried out and renewals or re-
inforcements of frames and/or brackets effected as required therein.
2. Thickness measurements, steel renewal, sand blasting and coating
(1) For the purpose of steel renewal, sand blasting and coating, four zones A, B, C and D are de-
fined, as shown in Fig 7.3.22.
(2) Representative thickness measurements are to be taken for each zone and are to be assessed
against the criteria in 1702. 1.
(3) In case of integral brackets, when the criteria in 1702. 1 are not satisfied for zone A or B, steel
renewal, sand blasting and coating, as applicable, are to be done for both zones A and B.
Fig 7.3.22 Lower part and zones of side frames
130 Rules for the Classification of Steel Ships 2023
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= lower bracket web depth for determining
= frame web depth
= lower bracket length
Fig 7.3.23 Sections a) and b)
(4) In case of separate brackets, when the criteria in 1702. 1 are not satisfied for zone A or B,
steel renewal, sand blasting and coating is to be done for each one of these zones, as
applicable.
(5) When steel renewal is required for zone C according to 1702. 1, it is to be done for both zones
B and C. When sand blasting and coating is required for zone C according to 1702. 1, it is to
be done for zones B, C and D.
(6) When steel renewal is required for zone D according to 1702. 1, it needs only to be done for
this zone. When sand blasting and coating is required for zone D according to 1702. 1, it is to
be done for both zones C and D.
(7) Special consideration may be given by the Society to zones previously renewed or recoated, if
found in “as-new” condition (i.e., without breakdown or rusting).
(8) When adopted, on the basis of the renewal thickness criteria in 1702. 1, in general coating is to
be applied in compliance with the requirements of 107., as applicable.
(9) Where, according to the requirements in 1702. 1, a limited number of side frames and brackets
are shown to require coating over part of their length, the following criteria apply.
(A) The part to be coated includes:
- the web and the face plate of the side frames and brackets,
- the hold surface of side shell, hopper tank and topside tank plating, as applicable, over a
width not less than 100 mm from the web of the side frame.
(B) Epoxy coating or equivalent is to be applied.
(10) In all cases, all the surfaces to be coated are to be sand blasted prior to coating application.
(11) When flanges of frames or brackets are to be renewed according to this rule, the outstanding
breadth to thickness ratio is to comply with the requirements in 701. 8.
3. Reinforcing measures
(1) Reinforcing measures are constituted by tripping brackets, located at the lower part and at mid-
span of side frames (see Fig 7.3.25). Tripping brackets may be located at every two frames, but
lower and midspan brackets are to be fitted in line between alternate pairs of frames.
(2) The thickness of the tripping brackets is to be not less than the as-built thickness of the side
frame webs to which they are connected.
(3) Double continuous welding is to be adopted for the connections of tripping brackets to the side
shell frames and shell plating.
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Fig 7.3.24 Definition of the lower bracket Fig 7.3.25 Tripping brackets
web depth for determining
4. Weld throat thickness
In case of steel renewal the welded connections are to comply with 702. 4.
5. Pitting and grooving
(1) If pitting intensity is higher than 15 in area (see Fig 7.3.26), thickness measurement is to be
taken to check pitting corrosion.
(2) The minimum acceptable remaining thickness in pits or grooves is equal to:
- 75 % of the as built thickness, for pitting or grooving in the frame and brackets webs and
flanges
- 70 % of the as built thickness, for pitting or grooving in the side shell, hopper tank and top-
side tank plating attached to the side frame, over a width up to 30 mm from each side of it.
6. Renewal of all frames in one or more cargo holds
When all frames in one or more holds are required to be renewed according to this rule, the com-
pliance with the requirements in Sec. 7. may be accepted in lieu of the compliance with the re-
quirements in this rule, provided that:
- It is applied at least to all the frames of the hold(s)
- The coating requirements for side frames of "new ships" are complied with
- The section modulus of side frames is calculated according to this Society's rules.
Fig 7.3.26 Pitting intensity diagrams (from 5% to 25% intensity)
132 Rules for the Classification of Steel Ships 2023
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1703. Strength check criteria 【See Guidance】
In general, loads are to be calculated and strength checks are to be carried out for the aft, middle
and forward frames of each hold. The scantlings required for frames in intermediate positions are to
be obtained by linear interpolation between the results obtained for the above frames.
When scantlings of side frames vary within a hold, the required scantlings are also to be calculated
for the mid frame of each group of frames having the same scantlings. The scantlings required for
frames in intermediate positions are to be obtained by linear interpolation between the results ob-
tained for the calculated frames.
1. Load model
(1) Forces
The forces and ( ), to be considered for the strength checks at sections a) and b) of
side frames (specified in Fig 7.3.23; in the case of separate lower brackets, section b) is at the
top of the lower bracket), are given by:
max
where,
= still water force ( kN )
- when the upper end of the side frame span (see Fig 7.3.22) is below the load wa-
ter line
- when the upper end of the side frame span (see Fig 7.3.22) is at or above the load
water line
′
= wave force ( kN ) in head sea
=
= wave force ( kN ) in beam sea
=
= side frame span and lower bracket length ( m ) defined in Fig 7.3.22 and 7.3.23, re-
spectively
′
= distance ( m ) between the lower end of side frame span (see Fig 7.3.22) and the load
water line
= frame spacing ( m)
= still water pressure ( kNm ) at the upper and lower end of the side frame span
(see Fig 7.3.22), respectively
= wave pressure ( kNm ) as defined in 1703. 1 (2) (A) below for the upper and
lower end of the side frame span , respectively
= wave pressure ( kNm ) as defined in 1703. 1 (2) (B) below for the upper and
lower end of the side frame span , respectively
(2) Wave Pressure
(A) Wave pressure
The wave pressure ( kNm ) at and below the waterline is given by:
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The wave pressure ( kNm ) above the water line is given by:
(B) Wave pressure
The wave pressure ( kNm ) at and below the waterline is given by
The wave pressure ( kNm ) above the water line is given by:
( kNm )
where,
= wave sea pressure at the waterline
= wave sea pressure at the waterline
= rule length ( m ) as defined in Pt 3, Ch 1
= greatest moulded breadth ( m )
= block coefficient, as defined in Pt 3, Ch 1, but not to be taken less than 0.6
= maximum design draught ( m)
= coefficient
=
for ≤ ≤ m
= for m
= 1.2 for ships without bilge keel
= 1.0 for ships with bilge keel
= roll radius of gyration.
If the actual value of is not available
= 0.39B for ships with even distribution of mass in transverse section (e.g. alternate
heavy cargo loading or homogeneous light cargo loading)
= 0.25 for ships with uneven distribution of mass in transverse section (e.g. ho-
mogeneous heavy cargo distribution
= 0.12 if the actual value of is not available
= vertical distance ( m) from the baseline to the load point
= at aft end of
= between 0.2 and 0.6 from aft end of
= at forward end of
134 Rules for the Classification of Steel Ships 2023
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Between the above specified points, is to be interpolated linearly.
=
2. Allowable stresses
The allowable normal and shear stresses and ( Nmm ) in the side shell frames and brackets
are given by:
where is the minimum upper yield stress ( Nmm ) of the material.
3. Shear strength check
Where in the lower part of side frames, as defined in Fig 7.3.22, is equal to or less than ,
shear strength check is to be carried out in accordance with the following. The thickness
( mm), is the greater of the thicknesses and obtained from the shear strength check at
sections a) and b) (see Fig 7.3.23 and 1703. 1) given by the following, but need not be taken in
excess of .
- at section a) : mm
sin
- at section b) : mm
sin
where:
: shear force distribution factor, to be taken equal to 0,6
: pressures forces defined in 1703. 1
: bracket and frame web depth ( mm) at sections a) and b), respectively (see Fig
7.3.23); in case of separate (non integral) brackets, is to be taken as the mini-
mum web depth deducing possible scallops
: angle between frame web and shell plate
: allowable shear stress ( Nmm ) defined in 1703. 2
4. Bending strength check
(1) Where the lower bracket length or depth does not meet the requirements in Sec 7, the actual
section modulus ( cm ) of the brackets and side frames at sections a) and b) is to be not less
than:
- at section a) : cm
- at section b) : cm
where,
= pressures force defined in 1703. 1
= side frame span ( m ) defined in Fig 7.3.22
= allowable normal stress ( Nmm ) defined in 1703. 2
= bending moment coefficients defined in Table 7.3.13
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(2) The actual section modulus of the brackets and side frames is to be calculated about an axis
parallel to the attached plate, based on the measured thicknesses. For precalculations, alter-
native thickness values may be used, provided they are not less than:
- for the web thickness
- the minimum thicknesses allowed by the Society renewal criteria for flange and attached
plating.
(3) The attached plate breadth is equal to the frame spacing, measured along the shell at midspan
of .
(4) If the actual section moduli at sections a) and b) are less than the values and , the frames
and brackets are to be renewed or reinforced in order to obtain actual section moduli not less
than and , respectively.
(5) In such a case, renewal or reinforcements of the flange are to be extended over the lower part
of side frames, as defined in Fig 7.3.22.
Table 7.3.13 Bending moment coefficients and
Empty holds of ships approved to
operate in non homogeneous loading 10 17 19 22
conditions
Other cases 12 20 22 26
Note
1. Non homogeneous loading condition means a loading condition in which the ratio between the
highest and the lowest filling ratio, evaluated for each hold, exceeds 1.20 corrected for differ-
ent cargo densities.
2. For intermediate values of the bracket length , the coefficient is obtained by linear in-
terpolation between the table values.
Section 18 Cargo Hatch Cover Securing Arrangements
1801. Application and implementation
1. These requirements apply to all bulk carriers which were not built in accordance with Sec 9 and are
for steel hatch cover securing devices and stoppers for cargo hold hatchways No.1 and No.2 which
are wholly or partially within 0.25L of the fore perpendicular, except pontoon type hatch cover.
2. All bulk carriers not built in accordance with Sec 9 are to comply with the requirements in accord-
ance with Pt 1, Ch 3, 201. (6)
3. All bulk carriers not built in accordance with Sec 9 and in order to postpone these requirements are
to be followed Pt 1, Ch 3, 201. (6).
4. These requirements are not applicable to SUBC(Self-Unloading Bulk Carrier). (2020)
1802. Securing devices
1. The strength of securing devices is to comply with the following requirements:
2. Panel hatch covers are to be secured by appropriate devices (bolts, wedges or similar) suitably
spaced alongside the coamings and between cover elements.
Arrangement and spacing are to be determined with due attention to the effectiveness for weath-
er-tightness, depending upon the type and the size of the hatch cover, as well as on the stiffness
of the cover edges between the securing devices.
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3. The net sectional area of each securing device is not to be less than:
cm
= spacing between securing devices not to be taken less than 2 m
= specified minimum upper yield stress ( Nmm ) of the steel used for fabrication, not to
be taken greater than 70% of the ultimate tensile strength.
for ≻
for ≤
4. Rods or bolts are to have a net diameter not less than 19 mm for hatchways exceeding 5 m in
area.
5. Between cover and coaming and at cross-joints, a packing line pressure sufficient to obtain weather
tightness is to be maintained by the securing devices.
6. For packing line pressures exceeding 5 Nmm, the cross section area is to be increased in direct
proportion. The packing line pressure is to be specified.
7. The cover edge stiffness is to be sufficient to maintain adequate sealing pressure between securing
devices. The moment of inertia, , of edge elements is not to be less than:
cm
where,
: packing line pressure ( Nmm), minimum 5 Nmm
: spacing ( m) of securing devices.
8. Securing devices are to be of reliable construction and securely attached to the hatchway coamings,
decks or covers. Individual securing devices on each cover are to have approximately the same
stiffness characteristics.
9. Where rod cleats are fitted, resilient washers or cushions are to be incorporated.
10. Where hydraulic cleating is adopted, a positive means is to be provided to ensure that it remains
mechanically locked in the closed position in the event of failure of the hydraulic system.
1803. Stoppers
1. No. 1 and 2 hatch covers are to be effectively secured, by means of stoppers, against the trans-
verse forces arising from a pressure of 175 kNm .
2. No. 2 hatch covers are to be effectively secured, by means of stoppers, against the longitudinal
forces acting on the forward end arising from a pressure of 175 kNm .
3. No. 1 hatch cover is to be effectively secured, by means of stoppers, against the longitudinal forces
acting on the forward end arising from a pressure of 230 kNm . This pressure may be reduced to
175 kNm if a forecastle is fitted.
4. The equivalent stress in stoppers and their supporting structures, and calculated in the throat of the
stopper welds is not to exceed the allowable value of .
1804. Materials and welding
Where stoppers or securing devices are fitted to comply with the these requirements, they are to
be manufactured of materials, including welding electrodes, meeting the relevant requirements.
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Ch 4 Container Ships Pt 7, Ch 4
CHAPTER 4 CONTAINER SHIPS
Section 1 General
101. Application 【See Guidance】
1. The construction and equipment of ships intended to be registered and classed as "Container Ship"
are to be in accordance with the requirements in this Chapter, where, "Container Ship" means a
ship designed exclusively for the carriage of containers in holds and on deck.
2. Except where specially required in this Chapter, the general requirements for the construction and
equipment of steel ships are to be applied.
3. The requirements in this Chapter apply to ships which are single deckers having double bottoms in
cargo holds and having decks and bottoms framed longitudinally.
4. The container ships with different type from that specified in Par 3 to which the requirements in
this Chapter are not applicable, are to be at the discretion of the Society.
5. In case of the container ships with "SeaTrust(FSA3)" notation of direct fatigue analysis method for
the fatigue strength assessment of ship structures in Pt 3, Annex 3-3, 0.66 value of material factor,
K on YP40 steel may be taken. However, in addition to Table 9 in Pt 3, Annex 3-3, butt welds in
the hatch side coaming and fillet welded joints for fixing outfitting items and etc. may be included
in the locations for the fatigue strength assessment.
6. The requirements in this Chapter apply to container ships which were contracted for construction on
or after 1 July 2018, excluding the vessels which should be applied Pt 14 Structural Rules for
Container Ships. (2022)
102. Direct Strength Calculation
1. This regulation applies to container ships and ships dedicated primarily to carry their cargo in
containers.
2. The procedure for yielding and buckling assessment are to be in accordance with the requirements
in Pt 3, Annex 3-2.
3. Definitions
(1) A Global Analysis is a finite element analysis, using a full ship model, for assessing the struc-
tural strength of global hull girder structure, cross deck structures and hatch corner radii.
(2) A Cargo Hold Analysis is a finite element analysis for assessing the structural strength of the
cargo hold primary structural members(PSM) in the midship region. Primary structural members
are members of girder or stringer type which provide the overall structural integrity of the hull
envelope and cargo hold boundaries, such as:
(a) double bottom structure(bottom plate, inner bottom plate, girders, floors)
(b) double side structure(shell plating, inner hull, stringers and web frames)
(c) bulkhead structure
(d) deck and cross deck structure
4. Analysis
(1) A Global Analysis is to be carried out for ships of length 290 m or above. Hull girder loads(in-
cluding torsional effects) are to be considered in accordance with the requirements in Pt 3,
Annex 3-2 II.
(2) Cargo Hold Analysis is to be carried out for ships of length 150 m or above. Local loads such as
sea pressure and container loads as well as hull girder loads are to be considered in accordance
with the requirements in Pt 3, Annex 3-2 III. 5.
(3) In case of ships other than those specified in (1) or (2), where deemed necessary by the
Society, a Global Analysis and/or Cargo Hold Analysis may be performed.
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103. Application of extremely thick steel plates with high yield strength (2021)
1. Where extremely thick plates with high yield strength are used for hull construction, the application
is to be in accordance with the Annex 7-8 「Instruction for Use of Extremely Thick Steel Plates」.
Section 2 Longitudinal Strength
201. General
1. Application
(1) Application
This regulation applies to the following types of steel ships with a length L of 90 m and greater
and operated in unrestricted service:
(a) Container ships
(b) Ships dedicated primarily to carry their load in containers
(2) Load limitations
The wave induced load requirements apply to monohull displacement ships in unrestricted service
and are limited to ships meeting the following criteria:
(a) Length 90 m ≤ L ≤ 500 m
(b) Proportion 5 ≤ L/B ≤ 9; 2 ≤ B/T ≤ 6
(c) Block coefficient at scantling draught 0.55 ≤ ≤ 0.9
For ships that do not meet all of the aforementioned criteria, direct calculations of wave induced
loads may be considered in accordance with the requirements in Pt 3, Annex 3-2.
(3) Longitudinal extent of strength assessment
The stiffness, yield strength, buckling strength and hull girder ultimate strength assessment are
to be carried out in way of 0.2L to 0.75L with due consideration given to locations where there
are significant changes in hull cross section, e.g. changing of framing system and the fore and
aft end of the forward bridge block in case of two-island designs. In addition, strength assess-
ments are to be carried out outside this area. As a minimum assessments are to be carried out
at forward end of the foremost cargo hold and the aft end of the aft most cargo hold.
Evaluation criteria used for these assessments are determined by the Society.
2. Symbols and definitions
(1) symbols
: Rule length ( m), as defined in Pt 3, Ch 1, 102.
: Moulded breadth ( m )
: Wave parameter, see 202. 3. (1)
: Scantling draught ( m)
: Block coefficient at scantling draught
: Waterplane coefficient at scantling draught, to be taken as:
: Waterplane area at scantling draught ( m )
: Specified minimum yield stress of the material ( Nmm )
: Material factor as defined in Pt 3, Ch 1, 403. for higher tensile steels, k=1.0 for mild
steel having a minimum yield strength equal to 235 Nmm
: Young’s modulus ( Nmm ), to be taken as E = 2.06 × 105 for steel
: Vertical still water bending moment in seagoing condition (kNm), at the cross section un-
der consideration
max min : Permissible maximum and minimum vertical still water bending moments in sea-
going condition ( kNm), at the cross section under consideration, see 202. 2. (2)
: Vertical wave induced bending moment ( kNm), at the cross section under consideration
: Vertical still water shear force in seagoing condition ( kN ), at the cross section under
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consideration
max min : Permissible maximum and minimum still water vertical shear force in seagoing
condition ( kN ), at the cross section under consideration, see 202. 2. (2)
: Vertical wave induced shear force ( kN ), at the cross section under consideration
: Shear flow along the cross section under consideration, to be determined according to
Appendix 1
: Non-linear correction factor for hogging, see 202. 3. (2)
: Non-linear correction factor for sagging, see 202. 3. (2)
: Factor related to the operational profile, see 202. 3. (2)
: Net thickness ( mm), see 3. (1)
: Reserve thickness, to be taken as 0.5mm
: Net vertical hull girder moment of inertia at the cross section under consideration, to be
determined using net scantlings (m4), as defined in 3.
: Hull girder bending stress ( Nmm ), as defined in 202. 5.
: Hull girder shear stress ( Nmm ), as defined in 202. 5.
: Longitudinal co-ordinate of a location under consideration ( m )
: Vertical co-ordinate of a location under consideration ( m)
: Distance from the baseline to the horizontal neutral axis ( m)
(2) Fore end and aft end
The fore end (FE) of the rule length L, see Fig 7.4.1, is the perpendicular to the scantling
draught waterline at the forward side of the stem.
The aft end (AE) of the rule length L, see Fig 7.4.1, is the perpendicular to the scantling
draught waterline at a distance L aft of the fore end (FE).
Fig 7.4.1 Ends of length L
(3) Reference coordinate system
The ships geometry, loads and load effects are defined with respect to the following right-hand
coordinate system (see Fig 7.4.2):
Origin : At the intersection of the longitudinal plane of symmetry of ship, the aft end of L and
the baseline
X axis : Longitudinal axis, positive forwards
Y axis : Transverse axis, positive towards portside
Z axis : Vertical axis, positive upwards
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Fig 7.4.2 Reference coordinate system
3. Corrosion margin and net thickness
(1) Net scantling definitions
The strength is to be assessed using the net thickness approach on all scantlings. The net
thickness, for the plates, webs and flanges is obtained by subtracting the voluntary addition,
_ and the factored corrosion addition, (mm) from the as built thickness, _ , as fol-
lows:
where is a corrosion addition factor whose values are defined in Table 7.4.1. The voluntary
addition, if being used, is to be clearly indicated on the drawings.
Table 7.4.1 Values of corrosion addition factor
Structural requirement Property / analysis type
Strength ssessment (203.) Section properties 0.5
Section properties (stress determination) 0.5
Buckling strength (204.)
Buckling capacity 1.0
Section properties 0.5
Hull girder ultimate strength (206.)
Buckling / collapse capacity 0.5
(2) Determination of corrosion addition
The corrosion addition for each of the two sides of a structural member, or is specified in
Table 7.4.2. The total corrosion addition, for both sides of the structural member is obtained
by the following formula:
For an internal member within a given compartment, the total corrosion addition, is obtained
from the following formula:
The corrosion addition of a stiffener is to be determined according to the location of its con-
nection to the attached plating.
(3) Determination of net section properties
The net section modulus, moment of inertia and shear area properties of a supporting member
are to be calculated using the net dimensions of the attached plate, web and flange, as defined
in Fig 7.4.3. The net cross-sectional area, the moment of inertia about the axis parallel to the
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attached plate and the associated neutral axis position are to be determined through applying a
corrosion magnitude of 0.5 deducted from the surface of the profile cross-section.
Table 7.4.2 Corrosion addition for one side of a structural member
One side corrosion addition or
Compartment type
[mm]
Exposed to sea water 1.0
Exposed to atmosphere 1.0
Ballast water tank 1.0
Void and dry spaces 0.5
Fresh water, fuel oil and lube
0.5
oil tank
Accommodation spaces 0.0
Container holds 1.0
Compartment types not
0.5
mentioned above
202. Loads
1. Sign convention for hull girder loads
The sign conventions of vertical bending moments and vertical shear forces at any ship transverse
section are as shown in Fig 7.4.4, namely:
• The vertical bending moments MS and MW are positive when they induce tensile stresses in the
strength deck (hogging bending moment) and negative when they induce tensile stresses in the
bottom (sagging bending moment).
• The vertical shear forces FS, FW are positive in the case of downward resulting forces acting aft
of the transverse section and upward resulting forces acting forward of the transverse section
under consideration. The shear forces in the directions opposite to above are negative.
Bending Moments :
Shear forces :
Fig 7.4.4 Sign conventions of bending moments and shear forces
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Fig 7.4.3 Net sectional properties of supporting mem
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2. Still water bending moments and shear forces
(1) General
Still water bending moments, (kNm) and still water shear forces, (kN) are to be calculated
at each section along the ship length for design loading conditions as specified in 202. 2. (2).
(2) Design loading conditions
In general, the design cargo and ballast loading conditions, based on amount of bunker, fresh
water and stores at departure and arrival, are to be considered for the and calculations.
Where the amount and disposition of consumables at any intermediate stage of the voyage are
considered more severe, calculations for such intermediate conditions are to be submitted in ad-
dition to those for departure and arrival conditions. Also, where any ballasting and/or de-ballast-
ing is intended during voyage, calculations of the intermediate condition just before and just after
ballasting and/or de-ballasting any ballast tank are to be submitted and where approved included
in the loading manual for guidance. The permissible vertical still water bending moments max ,
min and the permissible vertical still water shear forces max , min in seagoing conditions at
any longitudinal position are to envelop:
• The maximum and minimum still water bending moments and shear forces for the seagoing
loading conditions defined in the Loading Manual.
• The maximum and minimum still water bending moments and shear forces specified by the
designer. The Loading Manual should include the relevant loading conditions, which envelop
the still water hull girder loads for seagoing conditions, including those specified in Pt 3,
Annex 3-2.
3. Wave loads
(1) Wave parameter
The wave parameter is defined as follows:
for ≤
for >
where:
Reference length (m), taken as:
for the determination of vertical wave bending moments according to 202. 3.
(2).
for the determination of vertical wave shear forces according to 202. 3. (3).
(2) Vertical wave bending moments
The distribution of the vertical wave induced bending moments, (kNm) along the ship length
is given in Fig 7.4.6, where:
where:
: Factor related to the operational profile, to be taken as:
: Non-linear correction for hogging, to be taken as:
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not to be taken greater than 1.1
: Non-linear correction for sagging, to be taken as:
not to be taken less than 1.0
: Bow flare shape coefficient, to be taken as:
: Projected area in horizontal plane of uppermost deck ( m ) including the forecastle
deck, if any, extending from 0.8 forward (see Fig 7.4.5). Any other structures,
e.g. plated bulwark, are to be excluded.
: Waterplane area (m2), at draught T, extending from 0.8 forward
: Vertical distance (m), from the waterline at draught T to the uppermost deck (or
forecastle deck), measured at FE (see Fig 7.4.5). Any other structures, e.g. plat-
ed bulwark, are to be excluded.
Fig 7.4.5 Projected area and vertical distance
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Fig 7.4.6 Distribution of vertical wave bending moment MW along the ship length
(3) Vertical wave shear force
The distribution of the vertical wave induced shear forces, (kN), along the ship length is given
in Fig 7.4.7, where,
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Fig 7.4.7 Distribution of vertical wave shear force FW along the ship length
4. Load cases
For the strength assessment, the maximum hogging and sagging load cases given in Table 7.4.3 are
to be checked. For each load case the still water condition at each section as defined in 2. is to be
combined with the wave condition as defined in 3. refer also to Fig 7.4.8.
Table 7.4.3 Combination of still water and wave bending moments and shear forces
Bending moment Shear force
Load case
max for x ≤ 0.5L max for x ≤ 0.5L
Hogging max
min for x > 0.5L min for x > 0.5L
min for x ≤ 0.5L min for x ≤ 0.5L
Sagging min
max for x > 0.5L max for x > 0.5L
: Wave bending moment in hogging at the cross section under consideration, to be
taken as the positive value of MW as defined in Fig 7.4.6.
: Wave bending moment in sagging at the cross section under consideration, to be
taken as the negative value of MW as defined Fig 7.4.6.
max : Maximum value of the wave shear force at the cross section under consideration,
to be taken as the positive value of FW as defined Fig 7.4.7.
min : Minimum value of the wave shear force at the cross section under consideration,
to be taken as the negative value of FW as defined Fig 7.4.7.
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Fig 7.4.8 Load combination to determine the maximum hogging and
sagging load cases as given in Table 7.4.3
5. Hull girder stress
The hull girder stresses (N/mm2) are to be determined at the load calculation point under consid-
eration, for the “hogging” and “sagging” load cases defined in 4. as follows:
Bending stress :
Shear stress :
where:
: Partial safety factors, to be taken as:
203. Strength assessment
1. General
Continuity of structure is to be maintained throughout the length of the ship. Where significant
changes in structural arrangement occur adequate transitional structure is to be provided.
2. Stiffness criteria
The two load cases “hogging” and “sagging” as listed in 202. 4. are to be checked. The net mo-
ment of inertia (m4), is not to be less than:
≥
3. Yield strength assessment
(1) General acceptance criteria
The yield strength assessment is to check, for each of the load cases “hogging” and “sagging”
as defined in 202. 4. that the equivalent hull girder stress, (N/mm2) is less than the permis-
sible stress, (N/mm2), as follows:
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where:
: Partial safety factor for material, to be taken as:
: Partial safety factor for load combinations and permissible stress, to be taken as:
, for bending strength assessment according to 3.3.2.
, for shear stress assessment according to 3.3.3.
(2) Bending strength assessment
The assessment of the bending stresses is to be carried out according to (1) at the following
locations of the cross section:
• At bottom
• At deck
• At top of hatch coaming
• At any point where there is a change of steel yield strength
The following combination of hull girder stress as defined in 202. 5 is to be considered:
(3) Shear strength assessment
The assessment of shear stress is to be carried out according to (1) for all structural elements
that contribute to the shear strength capability. The following combination of hull girder stress as
defined in 202. 5 is to be considered:
204. Buckling strength 【See Guidance】
1. Application
These requirements apply to plate panels and longitudinal stiffeners subject to hull girder bending
and shear stresses. Definitions of symbols used in the present article are given in Annex 7-9,
Appendix 2.
2. Buckling criteria
The acceptance criterion for the buckling assessment is defined as follows:
≤
where:
: Maximum utilisation factor as defined in 3.
3. Buckling utilisation factor
The utilisation factor, is defined as the inverse of the stress multiplication factor at failure, ,
see Fig 7.4.9.
Failure limit states are defined in:
• Annex 7-9, Appendix 2. 2 for elementary plate panels
• Annex 7-9, Appendix 2. 3 for overall stiffened panels
• Annex 7-9, Appendix 2. 4 for longitudinal stiffeners
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Each failure limit state is defined by an equation, and is to be determined such that it satisfies
the equation. Fig 7.4.9 illustrates how the stress multiplication factor at failure, of a structural
member is determined for any combination of longitudinal and shear stress.
Where:
: Applied stress combination for buckling given in 4.
: Critical buckling stresses to be obtained according to Annex 7-9, Appendix 2 for the stress
combination for buckling and .
Fig 7.4.9 Example of failure limit state curve and stress
multiplication factor at failure
4. Stress determination
(1) Stress combinations for buckling assessment
The following two stress combinations are to be considered for each of the load cases “hogging”
and “sagging” as defined in 202. 4. The stresses are to be derived at the load calculation points
defined in (2)
(a) Longitudinal stiffening arrangement:
Stress combination 1 with:
Stress combination 2 with:
(b) Transverse stiffening arrangement:
Stress combination 1 with:
Stress combination 2 with:
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(2) Load calculation point
The hull girder stresses for elementary plate panels (EPP) are to be calculated at the load calcu-
lation points defined in Table 7.4.4.
Table 7.4.4 Load calculation points (LCP) coordinates for plate buckling assessment
LCP Hull girder bending stress
Hull girder shear stress
coordinates Non horizontal plating Horizontal plating
x coordinate Mid-length of the EPP
Both upper and lower ends
Outboard and inboard ends
of the EPP(points A1 and Mid-point of EPP
y coordinate of the EPP(points A1 and
A2 in (point B in Fig 7.4.10)
A2 in Fig 7.4.10)
Fig 7.4.10)
z coordinate Corresponding to x and y values
Fig 7.4.10 LCP for plate buckling – assessment, PSM stands for primary supporting members
The hull girder stresses for longitudinal stiffeners are to be calculated at the following load calcu-
lation point:
• at the mid length of the considered stiffener.
• at the intersection point between the stiffener and its attached plate.
205. Torsional strength 【See Guidance】
Where the width of hatchway at midship exceeds 0.7 , special considerations are to be paid to the
additional stress and the deformation of hatchway openings due to torsion. Where, however, the
ship has two or more rows of hatchways, the distance between the outermost lines of hatchway
openings is to be taken as the width of hatchway.
206. Hull girder ultimate strength
1. Application
The hull girder ultimate strength is to be assessed for ships with length, equal or greater than
150m. The acceptance criteria, given in 4. are applicable to intact ship structures. The hull girder ul-
timate bending capacity is to be checked for the load cases “hogging” and “sagging” as defined in
202. 4.
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2. Hull girder ultimate bending moments
The vertical hull girder bending moment, M in hogging and sagging conditions, to be considered in
the ultimate strength check is to be taken as:
where:
= Permissible still water bending moment (kNm), defined in 202. 4
= Vertical wave bending moment (kNm), defined in 202. 4
= Partial safety factor for the still water bending moment, to be taken as 1.0
= Partial safety factor for the vertical wave bending moment, to be taken as 1.2
3. Hull girder ultimate bending capacity
(1) General The hull girder ultimate bending moment capacity, is defined as the maximum
bending moment capacity of the hull girder beyond which the hull structure collapses.
(2) Determination of hull girder ultimate bending moment capacity The ultimate bending moment ca-
pacities of a hull girder transverse section, in hogging and sagging conditions, are defined as
the maximum values of the curve of bending moment versus the curvature of the trans-
verse section considered ( for hogging condition and for sagging condition, see Fig
7.4.11). The curvature is positive for hogging condition and negative for sagging condition.
Fig 7.4.11 Bending moment M versus curvature χ
The hull girder ultimate bending moment capacity is to be calculated using the
incremental-iterative method as given in Annex 7-9, Appendix 3. 2 or using an alternative
method as indicated in Annex 7-9, Appendix 3. 3.
4. Acceptance criteria
The hull girder ultimate bending capacity at any hull transverse section is to satisfy the following
criteria:
≤
where:
= Vertical bending moment (kNm), to be obtained as specified in 2
= Hull girder ultimate bending moment capacity (kNm), to be obtained as specified in 3
= Partial safety factor for the hull girder ultimate bending capacity, covering material, geo-
metric and strength prediction uncertainties, to be taken as 1.05
= Partial safety factor for the hull girder ultimate bending moment capacity, covering the ef-
fect of double bottom bending, to be taken as:
• For hogging condition:
• For sagging condition:
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For cross sections where the double bottom breadth of the inner bottom is less than that at amid-
ships or where the double bottom structure differs from that at amidships (e.g. engine room sec-
tions), the factor, for hogging condition may be reduced based upon agreement with the
Society.
207. Additional requirements for large container ships
1. General
The requirements in 2. and 3. are applicable to container ships with a breadth, B greater than 32.26
m.
2. Yielding and buckling assessment
Yielding and buckling assessments are to be carried out in accordance with the Rules of the
Society, taking into consideration additional hull girder loads (wave torsion, wave horizontal bending
and static cargo torque), as well as local loads. All in-plane stress components (i.e. bi-axial and
shear stresses) induced by hull girder loads and local loads are to be considered.
3. Whipping
Hull girder ultimate strength assessment is to take into consideration the whipping contribution to
the vertical bending moment according to the Society's procedures.
Section 3 Double Bottoms
301. General (2018)
1. The construction of double bottoms in holds which are exclusively loaded with containers is to be in
accordance with the requirements of this Section. Except where required in this section, the re-
quirements in Pt.3 Ch.7 are to be applied. (2019)
2. Side girders or solid floors are to be arranged in the double bottoms under corner fittings.
Otherwise, double bottoms are to be effectively strengthened so as to support container loads.
3. Where cargo hold is exclusively used for the stowage of containers, the requirements for ceiling and
the increment of inner bottom plating under hatchways specified in Pt 3, Ch 7, 501. may not be
applied.
4. The thickness of bottom shell plating and inner bottom plating in the double bottom spaces for void
spaces, fuel oil tanks, etc. which do not contain sea water in service conditions may be reduced by
0.5 mm from the thickness prescribed in this section.
5. For bottom longitudinals, sufficient consideration is to be given for fatigue strength.
302. Longitudinals 【See Guidance】
The section modulus of bottom or inner bottom longitudinals is not to be less than that obtained
from the formula given in Table 7.4.5, respectively.
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Table 7.4.5 Section modulus of longitudinals
Item Section modulus ( cm )
Bottom longitudinals
′
Inner bottom longitudinals ( ≥ )
= coefficient given in the following table.
Case
In case where no strut specified in 303. is provided
100
midway between floors
In case where a strut specified in 303. is provided midway
62.5
between floors
NOTE:
Where, however, the width of vertical stiffeners provided on floors and that of struts
are large enough, the coefficient may be properly reduced.
: as given in (1) or (2)
(1) for 0.3 from the fore end ---- ′
′ : block coefficient (where exceeds 0.85, ′ is to be taken as 0.85)
(2) for eleswhere -------------- 0
( : distance( m) from the fore end for side shell plating. However, where X is less than
that 0.1L, X is to be taken as 0.1L and where X exceeds 0.3L, X is to be taken as
0.3)
: refer to Pt 3, Ch 1
′ : length of ship ( m). Where, however, exceeds 230 m, ′ is to be taken as 230 m.
: horizontal distance ( m) from the centre line of the ship to the longitudinals under
consideration.
: spacing of solid floors ( m).
: spacing of longitudinals ( m).
(≥ . for , , )
: vertical distance ( m) from the top of the keel to the bottom of inner bottom plating
: vertical distance ( m) from the top of the keel midships to the horizontal neutral axis of the
transverse section
: as determined from Table 7.4.7
: the following , , . however, where the double bottom space is void, is to be taken
as
: vertical distance ( m) from the mid point between the bottom of inner bottom plating and the
upper end of the overflow pipe
: as obtained from the following formula
( m)
( m)
: tank length ( m) (≥ m)
: tank breadth ( m) (≥ m)
: value obtained by multiplying 0.7 by the vertical distance from the tank top plating to the point
2.0 m above the top of the overflow pipe
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303. Vertical struts
1. Vertical struts are to be of rolled sections other than flat bars or bulb plates and to be overlapped
with the webs of bottom and inner bottom longitudinals.
2. The sectional area of the vertical struts is not to be less than that obtained from the following for-
mula :
cm
where:
: spacing of longitudinals ( m).
: breadth of the area supported by the strut ( m ).
: as obtained from the following formula ( m).
′
′ : as specified in Table 7.4.5.
: coefficient obtained from the following formula. In no case is the value of coefficient to be
less than 1.43.
: length of struts ( m).
: minimum radius of gyration of struts obtained from the following formula ( cm).
: the least moment of inertia of the struts ( cm ).
: sectional area of struts ( cm ).
304. Thickness of inner bottom plating
1. The thickness of inner bottom plating is not to be less than that obtained from the following for-
mulae, whichever is the greater :
mm
′
mm
where :
: height of centre girder ( mm).
: spacing of inner bottom longitudinals for longitudinal framing or frame spacing for trans-
verse framing ( m).
: as given by the following formula.
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: coefficient obtained from Table 3.7.7. of Pt 3
′ : coefficient obtained from Table 3.7.8. of Pt 3
2. Notwithstanding the requirement 1., the thickness of inner bottom plating is to be not less than
obtained from the following formula.
mm
: spacing of stiffeners ( m )
: as specified in Table 7.4.5
: coefficient given in the following formula according to the stiffening system fo inner bot-
tom plating used, however, for and , is to be taken as 1
(a) for transverse system
: as specified in Table 7.4.5
(b) for longitudinal system
( >1.0)
: as specified in Table 7.4.5
3. The inner bottom plating with which the lower ends of corner fittings of containers are in contact is
to be strengthened by means of doubling or by other appropriate means.
305. Thickness of bottom shell plating
1. The thickness of bottom shell plating is not to be less than that obtained from the following for-
mulae (1) and (2) or from the requirements in Pt 3, Ch 7, sec 5 505., whichever is the greater.
However, in the application of the requirements in Pt 3, Ch 7, sec 5 505., the thickness need not
apply to the requirement of Pt 3, Ch 4, sec 3 304.
(1) In ships with transverse framing, the thickness is not to be less than that obtained from the
following formula:
′
( mm)
where,
: spacing ( m) of transverse frames
′ , , : as specified in 302.
: coefficient given below
where ≤ m, 1.0
where ≤ m, 1.07
for intermediate value of , is to be obtained by linear interpolation.
: coefficient given below
( : distance ( m) from the fore end for side shell plating afore the midship, or from the af-
ter end for side shell plating after the midships. However, where is less than that
, is to be taken as and where is exceeds , is to be taken as
.
(2) In ships with longitudinal framing, the thickness of side shell plating is not to be less than that
obtained from the following formula:
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′
( mm)
where,
: spacing ( m ) of longitudinal frames
: coefficient given below ( ≥
)
2. Notwithstanding the requirement in -1, the thickness of bottom shell plating is to be not less than
obtained from the following formula.
′ ( mm)
′ : length ( m) of ship ( ≤ m)
3. The breadth of plate keels is to be not less than obtained from the following formula.
( mm)
The thickness of plate keel over whole length of the ship is not to be less than the thickness of the
bottom shell for the midship part obtained from the requirements in 305.1 increased by 2.0 mm.
This thickness, however, is not to be less than that of the adjacent bottom shell plating.
Section 4 Double Side Construction
401. General 【See Guidance】
1. Side construction in holds is to be double hull construction as far as practicable and is to be thor-
oughly stiffened by providing side transverse girders and side stringers within double hull.
2. The construction of double side in holds which are exclusively loaded with containers is to be in ac-
cordance with the requirements in the requirements of this Section. Except where required in this
section, such construction is to be in accordance with the requirements in Pt 3, Ch 14. (2019)
3. Double side shell structures which are used as deep tanks are to be in accordance with the re-
quirements in Pt 3, Ch 15 unless otherwise specified in this Section. (2018)
4. In the application of the requirement in Pt 3, Ch 15, 104., the thickness of inner hull plating, in-
terior of which are used as deep tank may be reduced by 1.0 mm from the thickness prescribed in
Table 3.15.1.
5. The thickness of side shell plating and inner hull plating in double side space for void space, fuel oil
tanks, etc. which do not contain sea water I service conditions may be reduced by 0.5 mm from the
thickness prescribed in this section.
6. Side stringers are to be provided in a proper spacing considering the depth of holds. And, side
transverse girders are to be provided at the location of solid floors in double bottoms.
7. The scantlings in case where the width of double side shell structures changes in bilge parts, are to
be at the discretion of the Society.
8. The scantlings in case where the height from the load line to the strength deck is specially large,
are to be at the discretion of the Society.
9. Where structures effectively supporting deck structures and side shell structures are provided in the
midway of holds, the requirements in this section may be appropriately modified.
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10. At the location where the longitudinal bulkheads and the inner bottom plating are combined, con-
siderations are to be paid with regard to their structural arrangement so as not to cause stress
concentration.
11. At the fore and aft ends of double side construction, sufficient considerations are to be paid to
the continuity of construction and strength.
12. For side longitudinal, sufficient consideration is to be given for fatigue strength.
402. Side transverse and side stringers 【See Guidance】
The thickness of side transverse and side stringers is not to be less than that obtained from the
following formula. However, where deemed necessary by the Society, the thickness of these mem-
bers is to be determined in consideration of bending and shear strength.
mm
where:
: or , whichever is the smaller.
: spacing of the stiffeners provided in the direction of the depth of transverse on the web of
transverse for side transverse or spacing of the stiffeners provided in the direction of the depth
of stringer on the web of stringer for side stringer ( m), respectively.
: depth of side transverse or side stringers ( m). Where, however, the depth of webs is divided
by providing stiffeners in the direction of the length of side transverse on the webs or of side
stringer on the webs, may be taken as the divided depth, respectively.
403. Longitudinal bulkheads
The thickness of longitudinal bulkheads and the section modulus of longitudinal stiffeners in case where
the double side structure is used as deep tanks, are not to be less than those obtained from the fol-
lowing formulae, respectively.
1. The thickness of longitudinal bulkheads is not to be less than that obtained from the following
formula. However, the thickness of longitudinal bulkheads which are not in contact with sea water
in service conditions may be reduced from the following requirements by 0.5 .
mm
where:
: spacing of longitudinal stiffeners ( m).
: the following , , . however, where the double bottom space is void, is to be taken
as
: vertical distance ( m ) from the low edge of bulkhead plating under consideration to the
mid-point between the point on the tank top and upper end of the overflow pipe
: as obtained from the following formula
( m)
( m)
: tank length ( m ) ( ≥ m )
: tank breadth ( m ) ( ≥ m)
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Ch 4 Container Ships Pt 7, Ch 4
: value obtained by multiplying 0.7 by the vertical distance from low edge of bulkhead
plating under consideration to the point 2.0 m above the top of the overflow pipe
: coefficient obtained from Table 7.4.6. However, for and , is to be taken as 1.
2. The section modulus of longitudinal stiffeners on longitudinal bulkheads is not to be less than that
obtained from the following formula.
cm
: , the value for , however, is to be as obtained from the following formula.
(≥ )
: coefficient determined according to Table 7.4.6.
: coefficient given in Table 7.4.7.
: spacing of longitudinal stiffeners ( m).
: as specified in 1. where "the lower edge of the bulkhead plating under consideration" is to
be construed as "the stiffener under consideration"
: span of girders ( m ).
404. Brackets
Brackets are to be provided on the upper and lower corners inside the double side structure, at every
frame in case where transversely stiffened and at an appropriate spacing between side transverse
girders in case where longitudinally stiffened.
Table 7.4.7 Coefficient
One end of stiffener
Connection with Connection with Supported by rule girder
hard bracket soft bracket or lug connection
The other end of stiffener
Connection with hard
0.70 1.15 0.85
bracket
Connection with soft
1.15 0.85 1.30
bracket
Supported by rule girder or
0.85 1.30 1.00
lug connection
1. Connection with hard bracket is a connection by bracket to the double bottoms or to the ad-
jacent members, such as longitudinals or stiffeners in line, of the same or larger sections, or
a connection by bracket to the equivalent members mentioned above. (See Fig 3.14.2 (a))
2. Connection with soft brackets is a connection by bracket to the transverse members such as
beams or equivalent thereto. (See Fig 3.14.2 (b))
160 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 4 Container Ships Pt 7, Ch 4
Table 7.4.6 Coefficients
Framing
Transverse system
Longitudinal system
but is not to be less than 1.0
= as obtained from the following formulae, whichever is greater: However the value of or
is not to be less than
′
where ≥
where
×
: distance ( m ) from the top of keel to the lower edge of plating when the platings under
consideration are under and to the upper edge of plating when the platings under
consideration are above , respectively.
: vertical distance from the top of keel to the horizontal neutral axis of transverse section
( m ).
, : as specified in Pt 3, Ch 1
′ : the greater of the values specified in Pt 3, Ch 3, 203. (5) (A) or (B), whichever is the
greater
: as given by te following formula
( kN m)
: As given by following formula
≤ m
≤ m
m
: Length( m) specified in Pt 3, Ch 1, 102. or 0.97 times the length of ship on the designed
maximum load line, whichever smaller
: Coefficient, as given in following table, based on the ration of to x, where x is the
distance ( m) from the aft end of to the section under consideration. Intermediate values
are to be determined by interpolation.
0.0 0.4 0.7 1.0
0.0 1.0 1.0 0.0
: Moment of inertia( cm ) of the cross section about the vertical neutral axis of the transverse
section under consideration
: Horizontal distance( m) from the vertical neutral axis to the evaluation point
Rules for the Classification of Steel Ships 2023 161
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Ch 4 Container Ships Pt 7, Ch 4
405. Side Shell Plating
1. The side shell plating below the strength deck is to be in accordance with the requirements in 405.
Unless otherwise specified in 405, such plating is also to be in accordance with Pt 3, Ch 4.
2. The thickness of side shell plating other than the sheer strake specified Pt 3, Ch 4, 303. is to be
as required in the following (1) and (2) in addition to the requirements in Pt 3, Ch 4, 301. and
302.
(1) In ships with transverse framing, the thickness of side shell plating is not to be less than that
obtained from the following formula:
′ ′ ( mm )
where,
: spacing( m ) of transverse frame
′ , and : as specified in 305. 1
′ : vertical distance( m ) from the top of the keel to the lower edge of side shell plating under
consideration. (However, in case of , is to be taken as .)
: Coefficient given below:
: As given in following formula, whichever is greater
×
: Vertical distance ( m) from the top of the keel to the lower edge of the side shell plating
under consideration.
, : As specified in Table 7.4.5
, , : As specified in Table 7.4.6
: As specified in 305. 1 (1)
(2) In ships with longitudinal framing, the thickness of side shell plating is not to be less than that
obtained from the following formula:
′ ′ ( mm )
where,
: Spacing( m) of longitudinal frame
′ , ′ , and : as specified in (1)
: Coefficient given below:
( ≥
)
and : as specified in (1)
3. The t Notwithstanding the requirement in Par 2, the thickness of of the side shell plating below
the strength deck is to be not less than obtained from the formula in 305. 2.
406. Side Longitudinals
1. The section modulus of the side longitudinals below the freeboard is not to be less than that ob-
tained from the following formula (1) and (2), whichever is greater.
(1)
162 Rules for the Classification of Steel Ships 2023
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Ch 4 Container Ships Pt 7, Ch 4
where,
: Spacing( m) of longitudinal frame
: Spacing( m) of girders
: Vertical distance ( m) from the side longitudinal concerned to a point ′
above the top of keel
, ′ : as specified in 202.1
: Coefficient given below:
(≥ )
= As obtained from the following formulae, whichever is greater:
′
where
where ≤
×
: Vertical distance ( m) from the top of keel to the longitudinal under consideration
: As specified in Table 7.4.5
, , ′ , , and : As specified in Table 7.4.6
(2) ′ ( cm )
, , ′ : As specified in (1)
2. The section modulus of side longitudinal where the interior of double side structure is used as
deep tank are to be in accordance with the requirements in 403. 2.
Section 5 Transverse Bulkheads
501. Construction
1. Transverse bulkheads are to be constructed so as to be sufficiently supported at the location of
deck. In case where the width of bulkhead is specially large, the upper parts of transverse bulk-
heads are to be appropriately strengthened by providing box-shaped structures or by other means.
2. The scantlings of bulkheads and stiffeners are to comply with the requirements in Pt 3, Ch 14, Sec 3.
502. Partial bulkheads
Where non-watertight partial bulkheads are provided in cargo holds, the construction and scantlings
are to be made to have sufficient strength and rigidity, considering the size of cargo hold, the
depth of bulkheads, etc.
Section 6 Deck Construction
601. Construction 【See Guidance】
1. The thickness of deck plating is to comply with the requirement in Pt 3, Ch 5, Sec 3.
2. The scantlings of decks inside the line of deck openings are to be appropriately strengthened in
consideration of bending in the plane of deck.
602. Cross ties
1. Where the length of hatchway is large in comparison with the width of hatchway, cross ties are to
be provided in the hatchway opening with suitable spacing.
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Ch 4 Container Ships Pt 7, Ch 4
2. Where structures effectively supporting the loads from the side and deck of ship are not provided
at the location of cross ties in the holds, special considerations are to be paid to the scantlings of
cross ties.
603. Continuity of thickness of deck plating
Consideration is to be paid to the continuity in the thickness of deck plating. Especially, the abrupt
change between the thickness inside and outside the line of deck openings is to be avoided.
Section 7 Breakwater
701. Breakwater
1. Arrangement
(1) If cargo is intended to be carried on deck forward of 0,85L, a breakwater or an equivalent pro-
tecting structure (e.g. whaleback or turtle deck) is to be installed.
2. Dimensions of the breakwater
(1) The recommended height of the breakwater is as following.
(m) ( _min )
where
z : the vertical distance ( m) between the summer load line and the bottom line of the
breakwater.
(0.6 ≦ ≦ 0.8)
: distance ( m ) from aft end of L to breakwater
: Wave coefficient
where ≤ m
where ≤ m
where ≤ m
The average height of whalebacks or turtle decks has to be determined analogously according to
Fig 7.4.12.
(2) The breakwater has to be at least as broad as the width of the area behind the breakwater, in-
tended for carrying deck cargo.
Fig 7.4.12 Whaleback
3. Cutouts
Cutouts in the webs of primary supporting members of the breakwater are to be reduced to their
necessary minimum. Free edges of the cutouts are to be reinforced by stiffeners. If cutouts in the
plating are provided to reduce the load on the breakwater, the area of single cutouts should not ex-
ceed 0.2 m and the sum of the cutout areas not 3 % of the overall area of the breakwater plating.
164 Rules for the Classification of Steel Ships 2023
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Ch 4 Container Ships Pt 7, Ch 4
4. Loads (2017)
(1) The loads for dimensioning are to be determined according to following formula.
( kNm )
is not to be less than following values
where ≤ m
where m
where ≤300 m, if is greater than 300 m, is to be taken as 300 m
sin ( is to be determined on centre line)
5. Plate thickness and stiffeners
(1) The plate thickness has to be determined according to following formula.
′ ( mm)
′
where ′ ≦ 10 mm
′
where ′ 10 mm
min
( mm ) (where ≤300 m, if is greater than 300 m, is to be taken
as 300 m)
(2) The section modulus of stiffeners are to be calculated according to following formula. Stiffeners
are to be connected on both ends to the structural members supporting them.
( cm )
: span ( m) of stiffeners
: spacing ( m) of stiffeners
(3) For whalebacks with an inclining angle w of less than 20° the scantlings of plates and stiffeners
are to be in accordance with the dicsretion of the Society.
6. Primary supporting members
For primary supporting members of the structure, a stress analysis has to be carried out. The per-
missible equivalent stress, is ( kNm ).
7. Proof of buckling strength
Structural members' buckling strength has to be proved according to Pt 11, Ch 6, sec 3.
Section 8 Tug Pushing Area
801. Strengthenings for harbour and tug manoeuvres
1. In those zones of the side shell which may be exposed to concentrated loads due to harbour ma-
noeuvres the plate thickness is not to be less than required by Par 2. These zones are mainly the
plates in way of the ship's fore and aft shoulder and in addition amidships. The exact locations
where the tugs shall push are to be defined in the building specification. They are to be identified
in the shell expansion plan. The length of the strengthened areas shall not be less than approx-
imately 5 m. The height of the strengthened areas shall extend from about 0,5 m above ballast
draught to about 4,0 m above scantling draught. (Where the side shell thickness so determined ex-
ceeds the thickness required by this section, it is recommended to specially mark these areas.)
2. The plate thickness in the strengthened areas is to be determined by the following formula:
( mm)
: local design impact force ( kN )
Rules for the Classification of Steel Ships 2023 165
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Ch 4 Container Ships Pt 7, Ch 4
= (200 kN ≤ ≦700 kN )
: displacement of the ship ( )
3. In the strengthened areas the section modulus of side longitudinals is not to be less than: 3
( cm )
: unsupported span ( m ) of longitudinal
4. Tween decks, transverse bulkheads, stringer and transverse walls are to be investigated for suffi-
cient buckling strength against loads acting in the ship's transverse direction.
Section 9 Strength at Large Flare Location
901. Shell plating 【See Guidance】
With regard to the shell plating at a location where flare is specially large, sufficient consideration is
to be paid to the reinforcement against panting impact, etc. at bow.
902. Frames 【See Guidance】
The frames fitted in the bow flare position considered to endure large wave impact pressure, are to
be properly strengthened taking care of the effectiveness of their end connections.
903. Girders 【See Guidance】
The girders fitted in the bow flare position considered to endure large wave impact pressure, are to
be properly strengthened taking care of the effectiveness of their end connections.
Section 10 Freight Container Securing Arrangements
1001. Cell guide
1. The cell guides supporting containers are to be constructed so as to effectively transmit the loads
to double bottom structure, side construction and transverse bulkheads.
2. The strength of cell guide is to be sufficient for the loads from the bottom and side of ship and
the loads due to container loads.
1002. Freight container securing systems 【See Guidance】
1. For freight container securing systems plans showing materials, arrangement and scantling, etc. may
be submitted for approval of the Society. Where container securing fittings are applied for part con-
tainer only, this requirements may be suitably applied.
2. ecuring devices specified in Par 1 are to be approved in accordance with Annex 7-2 「Guidance for
the Container Securing Arrangements」 prior to installation on board the ship. (2021)
3. Container supporting structures are to be of rolled steel for hull structural specified in Pt 2, Ch 1,
301. However, other materials may be used if approved by the Society. (2020)
4. In order to assigned the additional special feature “CSAP” (Cargo Safety Approach), the provisions of
Annex 7-11 「Guidelines for Providing Safe Working Conditions for Retaining Containers on Open
Deck」 should be satisfied. (2021)
166 Rules for the Classification of Steel Ships 2023
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Ch 4 Container Ships Pt 7, Ch 4
Section 11 Welding
1101. Application
1. Fillet welding is to be applied to longitudinals with a web plate thickness over 40 mm and up to 80
mm, which are used for the strength deck or for side shell plating and longitudinal bulkheads that
extend upwards from a position 0.25 D below the strength deck.
2. Where longitudinals with a web plate thickness over 80 mm are used, the kind and size of the
weldings are to be at the discretion of the Society.
1102. Fillet Welding
1. Fillet welding is to be continuous.
2. The size of fillet is to be not less than 8 mm.
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Ch 5 Ships Carrying Liquefied Gases in Bulk / Ch 6 Ships Carrying Dangerous Chemicals in Bulk Pt 7, Ch 5 / Ch 6
CHAPTER 5
SHIPS CARRYING LIQUEFIED GASES IN BULK
(Separate Publication)
CHAPTER 6
SHIPS CARRYING DANGEROUS CHEMICALS IN BULK
(Separate Publication)
Rules for the Classification of Steel Ships 2023 169
Pt 7 Ships of Special Service
Ch 7 Car Ferries and Roll-on/Roll-off ships Pt 7, Ch 7
CHAPTER 7 CAR FERRIES AND ROLL-ON/ROLL-OFF SHIPS
Section 1 General
101. Application
1. This Chapter applies to seagoing roll-on/roll-off cargo ships specially designed and constructed for
the carriage of vehicles, and cargo in pallet form or in containers, and loaded and unloaded by
wheeled vehicles.
2. The hull structures and equipments of ships that are intended for restricted service and carriage of
vehicles through the bow door, inner door, side door or ramp formed the hull structures (hereinafter
refered to as vehicle doors) is to in accordance with the requirement in Annex 7-3 「Guidance for
Car Ferries」. (2021)
3. The scantlings and arrangements are to be as required by Pt 3 except as otherwise specified in this
Chapter.
102. Construction and arrangement
1. The requirements provide for a basic structural configuration of a multideck hull which includes a
double bottom, and in some cases wing tanks up to the lowest deck. Special consideration is to be
given to roll on-roll off cargo ships and ferries intended to be operated only in certain areas or
conditions which have been agreed by the Society.
2. Where bulkheads are omitted in accordance with Pt 3, Ch 9, a system of partial bulkheads, web
frames and deck transverses should be fitted to provide equivalent transverse strength.
3. Longitudinal framing is to be adopted at the strength deck and at the bottom, but special consid-
eration will be given to proposals for transverse framing in these regions.
103. Submission of plans and documentations
In addition to plans and documentations required by Pt 3, Ch 1, Sec 3, the following details are to
be submitted:
(1) The intended service areas required for ships designed to operate within specified geographical
limits.
(2) Bow or stern ramps
(3) Bow, stern and side doors
(4) Movable decks, if fitted, including stowing arrangements for portable components.
Section 2 Longitudinal Strength
201. General
Longitudinal strength calculations are to be made in accordance with the requirements given in Pt 3,
Ch 3.
Section 3 Deck Structure
301. Application 【See Guidance】
The arrangements and scantlings of vehicle decks for the carriage of cars, trucks, etc., are to be in
accordance with the discretion of the Society.
302. Securing arrangements
Details of the connections to the hull of vehicle securing arrangements are to be submitted for
approval.
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Ch 7 Car Ferries and Roll-on/Roll-off ships Pt 7, Ch 7
Section 4 Electrical Equipment of Automobile Carriers
401. General
The requirements in this Section apply to the electrical equipment installed in the cargo holds and
the compartments adjacent thereto of automobile carriers.
402. Electrical equipment
1. Electrical equipment in cargo hold
(1) In principle no portable electrical appliance are to be located in the cargo holds. Where it is in-
evitable to locate the appliances in the holds, they are subject to the approval of the Society.
(2) All electrical circuits terminating in the cargo holds are to be provided with multipole linked iso-
lating switches situated outside the cargo holds, and accessible only to authorized personnel.
Provision is to be made for isolation and for locking in the "off" position of the means of control
of such circuits. However, this requirement does not apply in respect of safety devices such as
fire, smoke or gas detector.
(3) In addition to the requirements in this section, the requirements in Pt 8, Ch 13, Sec 2. of the
Rules are to be complied with.
2. Electrical equipment in the compartment adjacent to cargo holds
For the electrical equipment in the compartments adjacent to the cargo holds and having an opening
such as nongastight door, hatch, scuttle and the like in their bulkheads and decks, the requirements
in Par 1 are generally to be applied.
Section 5 Pure Car Carrier (2023)
501. Application 【See Guidance】
This Section applies to Pure Car Carrier (hereinafter PCC) not less than 150 m in length, with multi-
ple car-decks. The scantlings and arrangements are to be as required by Pt 3 except as otherwise
specified in this Section.
172 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 8 Offshore Supply Ships Pt 7, Ch 8
CHAPTER 8 OFFSHORE SUPPLY SHIPS
Section 1 General
101. Application
1. The construction and equipment of ships intended to be registered and classed as "Offshore Supply
Ship" are to be in accordance with the requirements in this Chapter, where "Offshore Supply Ship"
means a ship designed and constructed for the carriage of specialized stores and cargoes to mobile
offshore units and other offshore installations, and also to "Offshore Tug and Supply Ship" which in
addition to the above perform the duties of a tug.
2. The scantlings and arrangements are to be as required by Pt 3, except as otherwise specified in
this Chapter.
3. Attention is drawn to the need for masters to be able to assess the stability of their ships quickly
and accurately in all service conditions.
102. Submission of plans and documentations
In addition to plans and documentations required by Pt 3, Ch 1, Sec 3, the followings are to be
submitted.
(1) Separate or independent cargo tanks
(2) Cargo tank foundations and securing arrangements
(3) Towing arrangements, including supports and foundations of towing winches
(4) Supports and foundations for anchor handling and laying arrangements for anchors carried as
cargo.
(5) Arrangements for the stowage of deck cargoes (cargo containment) and details of any associated
racks or other similar structures and their supports and foundations.
(6) Movable decks including the stowing arrangements for portable components
(7) Freeing arrangements
Section 2 Longitudinal Strength
201. General
Longitudinal strength calculations for an offshore supply ship or an offshore tug/supply ship are to
comply with the relevant requirements of Pt 3, Ch 3.
Section 3 Shell Plating
301. Shell plating
1. The thickness of side shell is to be that required by Pt 3, Ch 4, but is in no case to be less than
9 mm.
2. Efficient fenders are to be fitted, with adequate support behind them, in exposed areas.
3. Shell in way of stern rollers immediately adjacent to high duty bollards and in other high load areas
is to be suitably reinforced.
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Ch 8 Offshore Supply Ships Pt 7, Ch 8
Section 4 Deck Plating
401. Weather decks
1. Where cargo is to be carried on weather decks, the scantlings are to be suitable for the specified
loadings, but in no case is a head less than 3.5 m to be used. Additional local increases in scan-
tlings may be required where specialized cargoes are likely to induce concentrated loads.
2. The thickness of deck plating is to be not less than that obtained from the following formula.
mm
402. Cargo containment
1. Means are to be provided to enable deck cargoes to be adequately secured and protected. In gen-
eral, suitable inner bulwarks, rails, bins or storage racks of substantial construction are to be pro-
vided and properly secured to adequately strengthened parts of the hull structure .
2. Properly designed locking equipment or efficient means of lashing containers are to be fitted where
appropriate.
3. Small hatches (including escape hatches), valve controls, ventilators, air pipes, etc., are to be situ-
ated clear of the cargo containment areas.
Section 5 Framing
501. Transverse framing
The section moduli of the main and tween deck frames are to be 25 percent greater than those
required by Pt 3, Ch 8, Sec 4. Frames are not to be scalloped.
Section 6 Superstructures and Deckhouses
601. Scantlings
The scantlings of deckhouses situated on the forecastle deck and above are to comply with the re-
quirements of Table 7.8.1.
Table 7.8.1 Thickness of plating and section modulus of bulkhead stiffeners etc.
Position Thickness of plating ( mm) Modulus of stiffeners ( cm ) Depth of stiffeners ( mm)
Fronts The greater of = 0.012 or 8.0 ≥
Sides The greater of = 0.01 or 6.5 ≥
Aft ends The greater of = 0.008 or 6.5 ≥
= stiffener spacing ( mm)
= effective length of stiffeners ( m )
NOTE : The ends of stiffeners are to be connected on all tiers.
174 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 8 Offshore Supply Ships Pt 7, Ch 8
Section 7 Watertight Bulkhead Doors
701. Watertight doors
Watertight doors are to be efficiently constructed and fitted in accordance with Pt 3, Ch 14, Sec 4.
Section 8 Engine Exhaust Outlets
801. Location
Engine exhaust outlets are to be located as high as is practicable above the deck and are to be fit-
ted with spark arresters.
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Pt 7 Ships of Special Service
Ch 9 Tugs Pt 7, Ch 9
CHAPTER 9 TUG BOATS
Section 1 General
101. Application
1. The construction and equipment of ships intended to be registered as "Tug boat" are to be in ac-
cordance with the requirements in this Chapter. The construction and equipment of ships intended
to be registered as "Offshore Tug/Supply Ships" are to be in accordance with the requirements of
Ch 8.
2. The scantlings and arrangements are to be as required by Pt 3 except as otherwise specifiedin this
Chapter. The draught used for the determination of scantlings is to be not less than 0.85 .
Section 2 Longitudinal Strength
201. General
Longitudinal strength calculations are to be made in accordance with the requirements given in Pt 3,
Ch 3.
Section 3 Single Bottoms
301. Floors
Single bottom floors are to be in accordance with the requirements of Pt 3, Ch 6.
Section 4 Panting and Strengthening of Bottom Forward
401. Panting region reinforcement
The arrangements to resist panting required by Pt 3, Ch 9 do not apply to tug boats less than 46 m
in length. In tug boats 46 m or more in length, addition stiffening is also to be fitted in the tween
decks throughout the panting region.
402. Strengthening of bottom forward
The requirements for strengthening of bottom forward detailed in Pt 3, Ch 7, Sec 8 do not apply to
tug boats.
Section 5 Machinery Casings
501. Escape hatches
Any emergency exit from the machinery room to the deck is to be capable of being used at ex-
treme angles of heel, and should be positioned as high as possible above the waterline and on or
near the ship's centerline. Covers to escape hatches are to have hinges arranged athwartships.
Coaming heights are to be at least 600 mm above the upper surface of the deck.
502. Exposed casings
Exposed machinery casings are to be not less in height than 900 mm above the upper surface of
the deck. Stiffeners to exposed casings are to be connected to the deck or carried through.
Rules for the Classification of Steel Ships 2023 177
Pt 7 Ships of Special Service
Ch 9 Tugs Pt 7, Ch 9
Section 6 Towing Arrangements
601. Towing hooks
1. Towing hooks or equivalent should normally be 5 to 10 percent of the ship's length abaft amidships,
but in no circumstances should they be sited forward of the longitudinal center of gravity of the tug
boat in any anticipated condition of loading. In addition, the towing hook should be located as low
as practicable in order to minimize heeling moments arising in normal working conditions.
2. Towing hooks are to have reliable release slip arrangement which facilitate towline release regardless
of the angle of heel. It is recommended that release units should also be operable from the bridge.
The arrangements should be tested to the surveyor s satisfaction. The breaking strength of the
hook or its equivalent should generally be 50 percent in excess of that of the towline.
Section 7 Fenders
701. Ship’s side fenders
An efficient fender is to be fitted to the ship's side at deck level extending all fore and aft.
Section 8 Towing Winch Emergency Release Systems (2021)
801. General
1. Scope
(1) This Section defines minimum safety standards for winch emergency release systems provided
on towing winches that are used on towing ships within close quarters, ports or terminals, in-
cluding those ships normally not intended for towing operation in transverse direction.
(2) This Section is not intended to cover towing winches on board ships used solely for long dis-
tance ocean towage, anchor handling or similar offshore activities.
2. Purpose
The purpose of this section is to provide requirements to prevent the capsize of a tug boat when in
the act of towage as a result of the towline force acting transversely to the tug boat (in beam di-
rection) as a consequence of an unexpected event (could be loss of propulsion/steering or other-
wise), whereby the resulting couple generated by offset and opposing transverse forces (towline
force is opposed by thrust or hull resistance force) causes the tug boat to heel and, ultimately, to
capsize. This capsize may be referred to as “girting”, “girthing”, “girding” or “tripping”. See Fig 1
which shows the forces acting during towage operations.
Fig 1 Force during towing
178 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 9 Tugs Pt 7, Ch 9
3. Definitions
(1) Emergency release system refers to the mechanism and associated control arrangements that
are used to release the load on the towline in a controlled manner under both normal and black
out conditions.
(2) Maximum design load is the maximum load that can be held by the winch as defined by the
manufacturer (the manufacturer’s rating).
(3) Fleet angle is the angle between the applied load (towline force) and the towline as it is wound
onto the winch drum, see Fig 2.
Fig 2 Towline ’fleet angle’
802. General requirements
1. The in-board end of the towline is to be attached to the winch drum with a weak link or similar
arrangement that is designed to release the towline at low load.
2. All towing winches are to be fitted with an emergency release system.
803. Emergency release system requirements
1. Performance requirements
(1) The emergency release system is to operate across the full range of towline load, fleet angle
and ship heel angle under all normal and reasonably foreseeable abnormal conditions (these may
include, but are not limited to, the following: vessel electrical failure, variable towline load (for
example due to heavy weather), etc.).
(2) The emergency release system shall be capable of operating with towline loads up to at least
100 % of the maximum design load.
(3) The emergency release system is to function as quickly as is reasonably practicable and within a
maximum of three seconds after activation.
(4) The emergency release system is to allow the winch drum to rotate and the towline to pay out
in a controlled manner such that, when the emergency release system is activated, there is suf-
ficient resistance to rotation to avoid uncontrolled unwinding of the towline from the drum.
Spinning (free, uncontrolled rotation) of the winch drum is to be avoided, as this could cause the
towline to get stuck and disable the release function of the winch.
(5) Once the emergency release is activated, the towline load required to rotate the winch drum is
to be no greater than:
(A) the lesser of 5 tonnes or 5 % of the maximum design load when two layers of towline are
on the drum, or
(B) 15 % of the maximum design load where it is demonstrated that this resistance to rotation
does not exceed 25 % of the force that will result in listing sufficient for the immersion of
the lowest unprotected opening.
(6) Emergency release of the towline is to be possible in the event of a blackout. For this purpose,
where additional sources of energy are required, such sources are to comply with (7).
(7) The sources of energy required by (6) are to be sufficient to achieve the most onerous of the
following conditions (as applicable):
(A) sufficient for at least three attempts to release the towline (i.e. three activations of the
emergency release system). Where the system provides energy for more than one winch it
is to be sufficient for three activations of the most demanding winch connected to it.
(B) Where the winch design is such that the drum release mechanism requires continuous appli-
cation of power (e.g. where the brake is applied by spring tension and released using hy-
draulic or pneumatic power) sufficient power is to be provided to operate the emergency re-
Rules for the Classification of Steel Ships 2023 179
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Ch 9 Tugs Pt 7, Ch 9
lease system (e.g. hold the brake open and allow release of the towline) in the event of a
blackout for a minimum of five minutes. This may be reduced to the time required for the
full length of the towline to feed off the winch drum at the load specified in (5) if this is
less than five minutes.
2. Operational requirements
(1) Emergency release operation must be possible from the bridge and from the winch control sta-
tion on deck. The winch control station on deck is to be in a safe location. A position in close
proximity to the winch is not regarded as “safe location”, unless it is documented that the posi-
tion is at least protected against towline break or winch failure.
(2) The emergency release control is to be located close to an emergency stop button for winch
operation, if provided, and shall be clearly identifiable, clearly visible, easily accessible and posi-
tioned to allow safe operability.
(3) The emergency release function is to take priority over any emergency stop function. Activation
of the winch emergency stop from any location is not to inhibit operation of the emergency re-
lease system from any location.
(4) Emergency release system control buttons are to require positive action to cancel, the positive
action may be made at a different control position from the one where the emergency release
was activated. It must always be possible to cancel the emergency release from the bridge re-
gardless of the activation location and without manual intervention on the working deck.
(5) Controls for emergency use are to be protected against accidental use.
(6) Indications are to be provided on the bridge for all power supply and/or pressure levels related
to the normal operation of the emergency release system. Alarms are to activate automatically if
any level falls outside of the limits within which the emergency release system is fully
operational.
(7) Wherever practicable, control of the emergency release system is to be provided by a
hard-wired system, fully independent of programmable electronic systems.
(8) Computer based systems that operate or may affect the control of emergency release systems
are to meet the requirements for Category III systems of KR Rules Pt 6, Sec 4.
(9) Components critical for the safe operation of the emergency release system are to be identified
by the manufacturer.
804. Test requirements
1. General
(1) All testing defined within this paragraph is to be witnessed by a Classification Society surveyor.
(2) For each emergency release system or type thereof, the performance requirements of 803. 1
are to be verified either at the manufacturer’s works or as part of the commissioning of the
towing winch when it is installed on board. Where verification solely through testing is impracti-
cable (e.g. due to health and safety), testing may be combined with inspection, analysis or dem-
onstration in agreement with the Society.
(3) The performance capabilities, as well as instructions for operation, of the emergency release
system are to be documented by the manufacturer and made available on board the ship on
which the winch has been installed.
(4) Instructions for surveys of the emergency release system are to be documented by the manu-
facturer, agreed by the Society and made available on board the ship on which the winch has
been installed.
(5) Where necessary for conducting the annual and special surveys of the winch, adequately sized
strong points are to be provided on deck.
2. Installation trials
(1) The full functionality of the emergency release system is to be tested as part of the shipboard
commissioning trials to the satisfaction of the surveyor. Testing may be conducted either during
a bollard pull test or by applying the towline load against a strong point on the deck of the tug
boat that is certified to the appropriate load.
(2) Where the performance of the winch in accordance with 803. 1 has previously been verified, the
load applied for the installation trials is to be at least the lesser of 30 % of the maximum design
load or 80 % of vessel bollard pull.
180 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
CHAPTER 10 DOUBLE HULL TANKER
Section 1 General
101. Application 【See Guidance】
1. The requirements in this Chapter apply to double hull oil tankers which were contracted for con-
struction on or after 1 April 2006, excluding the vessels which should be applied Pt 13 (Common
Structural Rules for Bulk Carriers and Oil Tankers).
2. The constructions and equipments of ships of 90 m and above in length which are framed for tank-
ers with machinery aft having one or more longitudinal bulkheads and single decks with double bot-
tom or with double hull structures, intended to be registered and classed as "tanker" and intended
to carry crude oil, petroleum products having a vapour pressure (absolute pressure) less than 0.28
MPa at 37.8 ℃ or other similar liquid cargoes in bulk are to be in accordance with the require-
ments in this Chapter.
3. In tankers intended to carry liquid cargoes other than crude oil and petroleum products, having the
vapour pressure (absolute pressure) less than 0.28 MPa at 37.8 ℃ and having no hazard as poison-
ous, corrosive, etc. and moreover less inflammablity than that of crude oil and petroleum products,
the structural arrangements and scantlings are to be to the satisfaction of the Society, having re-
garded to the properties of the cargoes to be carried.
4. In case where the construction differs from that specified in Par 1 and the requirements in this
Chapter are considered to be not applicable, matters are to be determined as deemed appropriate
by the Society.
5. As regards matters not specifically provided for in this Chapter, the general requirements for the
construction and equipment of steel ships given in the relevant Pts are to be applied.
6. In addition to the requirements specified in Par 5, the relevant requirements in Ch 1, Secs l0 to 11
and Pt 8, Ch 2, Sec 4. are to be applied to ships specified in Par 2.
7. Notwithstanding the each requirement, the application of below requirements may be exempted in
accordance with the requirement of flag state.
(1) 102. 2. and 7.
(2) 904.
102. Location and separation of spaces 【See Guidance】
1. In cargo oil spaces, the standard arrangement of bulkheads is to be such that the interval between
longitudinal bulkheads or transverse bulkheads does not exceed
m .
2. Cofferdams are to be provided in accordance with the following (1) to (3) :
(1) Cofferdams of air-tight construction and not to be less than 600 mm in width access are to be
provided at fore and aft terminations of cargo oil spaces and the space between cargo space
and accommodation space. Where, however, for oil tankers intended to carry cargo oil having a
flash point above 60 ℃ this requirements may be suitably modified.
(2) Cofferdams specified in (1) may be used as pump rooms.
(3) Fuel oil or ballast water tanks may be concurrently used as the cofferdams to be provided be-
tween cargo oil tanks and fuel oil or ballast tanks, subject to the approval by the Society.
3. Passageways leading to cargo areas are to be provided in accordance with the following (1) to (4):
(1) Access to cofferdams, ballast tanks, cargo oil tanks and any other spaces in the cargo area are
to be direct from the open deck and such as to ensure their complete inspection. Access to
double bottom spaces may be through a cargo pump room, pump room, deep cofferdam, pipe
tunnel or similar compartments, subject to consideration of ventilation aspects.
(2) For access through horizontal openings, hatches or manholes, the dimensions are to be sufficient
to allow a person wearing a selfcontained air breathing apparatus and protective equipment to
ascend or descend any ladder without obstruction and also to provide a clear opening to facili-
tate the hoisting of an injured person from the bottom of the spaces. The minimum clear open-
ing is not to be less than 600 mm × 600 mm.
Rules for the Classification of Steel Ships 2023 181
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Ch 10 Double Hull Tanker Pt 7, Ch 10
(3) For Access through vertical openings, or manholes providing passage through the length and
breadth of the space, the minimum clear opening should be not less than 600 mm × 800 mm at
a height of not more than 600 mm from the bottom shell plating unless grating or other foot-
holds are provided.
(4) For tankers with a deadweight tonnage of less than 5000 tons, smaller dimension of minimum
clear opening specified in (2) and (3) may be approved by the Society in special circumstances,
if the ability to traverse such openings or to remove an injured person can be proved to the
satisfaction of the Society.
4. Air-tight bulkheads
All areas, where cargo oil pumps and cargo oil piping are provided, are to be segregated by an
air-tight bulkhead from areas where stoves, boilers, propelling machinery, electric installations other
than those of explosion-proof type in accordance with the requirements in Pt 6, Ch 1, Sec 9 where
source of ignition is normally present. Where, however, for oil tankers carrying cargo oil having a
flash point above 60 ℃ , the requirements may be suitably modified.
5. Ventilations
Ventilation inlets and outlets are to be arranged so as to minimize the possibilities of vapours of car-
goes being admitted to an enclosed space containing a source of ignition, or collecting in the vi-
cinity of deck machinery and equipment which may constitute an ignition hazard. Especially, opening
of ventilation for machinery spaces are to be situated as far afterwards apart from the cargo spaces
as practicable.
6. Ullage openings, sighting ports and tank cleaning opening are not to be arranged in enclosed
spaces.
7. Openings in superstructure and deckhouse
The arrangement of openings on the boundaries of superstructures and deckhouse are to be such as
to minimize the possibility of accumulation of vapours of cargoes. Due consideration in this regard is
to be given for the openings in superstructures and deckhouse when the ship is equipped with car-
go piping to load or unload at the stern. The scuttles to the poop front or other similar walls are to
be of fixed type.
8. Pipe duct in double bottom
Pipe ducts in the double bottom shall comply with the following requirements :
(1) They should not communicate with the engine room.
(2) Provision shall be made for at least two exits to the open deck arranged at a maximum distance
from each other. One of these exits fitted with a watertight closure may lead to the cargo pump
room.
(3) In the duct, provision shall be made for adequate mechanical ventilation.
(4) For ships to which the convention applies, refer to SOLAS 1974(as amended) Regulation
II-2/4.5.2.4.
103. Minimum thickness
1. The thickness of structural members in cargo oil tanks and deep tanks such as bulkhead plating,
floors, transverse girders including struts and their end brackets is not to be less than the value
determined from Table 7.10.1 according to the Length of Ship. 【See Guidance】
2. The thickness of structural members other than Par 1 in cargo oil tanks and deep tanks is not to
be less than 7 mm.
Table 7.10.1 Minimum thickness
and over 105 120 135 150 165 180 195 225 275 325 375
m
and under 105 120 135 150 165 180 195 225 275 325 375
Thickness( mm) 8.0 8.5 9.0 9.5 10.0 10.5 11.0 11.5 12.0 12.5 13.0 13.5
182 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
104. Direct strength calculation
Where approved by the Society, the scantlings of structural members may be determined basing
upon direct strength calculation defined in Pt 3, Ch 1, 206. Notwithstanding the results of direct
strength calculation, where, however, this is not to be applied to the minimum thickness specified
in 103. and the special requirements for corrosion specified in 605. to 607.
105. Symbols
The definition of symbols used in this Chapter otherwise specified, are to be in accordance with
following :
′ = length of ship ( m). Where, however, exceeds 230 m , ′ is to be taken as 230 m.
= span of stiffeners, longitudinals, frames, transverses or girders ( m).
= spacing of stiffeners, longitudinals, frames, transverses or girders ( m).
= coefficients determined according to values of as specified below :
= 1.0 where is 230 m and under,
1.07 where is 400 m and above.
For intermediate values of , are to be obtained by linear interpolation.
′ = coefficients determined according to values of as specified below :
′ = 1.0 where is 230 m and under,
1.2 where is 400 m and above.
For intermediate values of , ′ are to be obtained by linear interpolation .
and = section modulus ratios are as following formulae, , however, is not to be less than
0.85 or 0.0015 + 0.5, whichever is the lesser.
and = section modulus at the deck and bottom of transverse sections of the hull
determined to the requirements in Ch 3, 201. respectively, when mild
steel material symbol A, B, D and E specified in Pt 2, Ch 1, 301. Par 1
is used ( cm ).
and = actual section modulus at the deck and bottom of transverse sections of the
hull respectively. ( cm )
= either or according to value of . However, value of is not to be less than .
′ for ≥
for
= distance from the top of keel to the lower edge of plating when the platings under consid-
eration are under , to the upper edge of plating when the platings under consideration
are above and to the longitudinals stiffener under consideration for longitudinal stiffener,
respectively ( m).
= distance from the top of keel to the horizontal neutral axis of transverse section amidship
( m ).
′ = the greater of the value specified in Pt 3, Ch 3, 203., (5), (a) or (b).
Rules for the Classification of Steel Ships 2023 183
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
= coefficient determined according to the values of as specified below: For intermediate
values of , the value of b is to be determined by linear interpolation:
= 6.0 when is 230 m and under,
10.5 when is 400 m and above.
=
when high tensile steels are used for not less than 80 of side shell platings at
the transverse section amidship and 1.0 for other parts.
= horizontal distance from the side shell plating to the longitudinal bulkhead plating un-
der consideration ( m).
106. Stability Instrument
The requirements of stability Instrument comply with Ch 1, Sec. 1, 110.
Section 2 Bulkhead Plating
201. Bulkhead plating in cargo oil tanks and deep tanks (2020) 【See Guidance】
1. The thickness of bulkhead plating is not to be less than the greatest of the values obtained from
the following formula.
mm
where:
= water head of , or is obtained from Table 7.10.2. When the tank use the
flow-through ballast water exchange operations method, and are to be additionally
considered. (2020)
= coefficients is obtained from Table 7.10.3.
and = as specified in 105.
2. In determining the thickness of longitudinal bulkhead plating, coefficient for may be gradually
reduced for the parts forward and aftward the midship part, and it may be taken as 3.6 in cal-
culations at 0.1 from fore end and aft end.
202. Swash Bulkheads 【See Guidance】
1. Stiffeners and girders of swash bulkhead are to be of sufficient strength considering the size of
tanks and opening ratios.
2. The thickness of swash bulkhead plating is not to be less than that obtained from the following for-
mula :
mm
where:
= as specified in 105.
3. In determining the thickness of swash bulkhead plating, sufficient consideration is to be given for
buckling.
203. Trunks
The thickness of trunk top and side plating are to be determined applying the requirements in 201.
in addition to the requirements in Pt 3, Ch 5.
184 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
Table 7.10.2 Water head (2020)
Cargo oil tanks Deep tanks
Vertical distance from the lower edge of
Vertical distance from the lower edge of the bulkhead
the bulkhead plating under consideration
plating under consideration to the mid-point between
to the top of hatchway. For side shell
the point on tank top and the upper end of the over-
plating, a water head corresponding to the
flow pipe. For side shell plating, a water head corre-
minimum draught amidship min ( m) under
sponding to the minimum draught amidship min ( m)
all operating conditions of the ship may
under all operating conditions of the ship may be de-
be deducted therefrom. The deductible
ducted therefrom. The deductible water head at the
water head at the top of keel is to be
top of keel is to be min , value at point min above
min , value at point min above the top of
the top of keel, 0, and value at an intermediate point
keel, 0, and value at an intermediate point
is to be obtained by linear interpolation
is to be obtained by linear interpolation.
As obtained from the following formula
where:
= additional water head given by the following formula;
For -type, -type etc. of tanks,
is to be determined as deemed appropriate by the Society
= tank length ( m), 10, when less than 10 m.
= tank breadth ( m), 10, when less than 10 m
Value ( m) obtained by multiplying 0.7 by vertical dis-
tance from the lower edge of the bulkhead plating under
m
consideration to the point 2.0 m above the top of over-
flow pipe..
Vertical distance from the lower edge of the bulkhead
plating under consideration to the top of the overflow
pipe (or air pipe) to the point where the overpressure
is added ( m). (Overpressure : due to sustained liquid
-
flow through overflow pipe in case of overfilling or fill-
ing during flow through ballast water exchange. It is to
be defined by the designer, but not to be less than
2.5.)
-
: as specified in
Table 7.10.3 Coefficient
longitudinal bulkhead of longitudinal bulkhead of
longitudinal framing transverse framing
For
minimum : 3.6
For or and for transverse
bulkhead
Rules for the Classification of Steel Ships 2023 185
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
Section 3 Longitudinals and Stiffeners
301. Longitudinals
1. The section modulus of bottom longitudinals is not to be less than the value obtained from the for-
mula in Table 7.10.4.
2. The section modulus of side longitudinals including bilge longitudinals is not to be less than the val-
ue obtained from the formula in Table 7.10.4. The section modulus, however, need not exceed that
of bottom longitudinals specified in Table 7.10.4, but is not to be less than that obtained from the
following formula :
cm
where:
and = as specified in 105.
Table 7.10.4 Section modulus of bottom and side longitudinal
longitudinals section modulus ( cm )
Bottom longitudinals
Side longitudinals including bilge longitudinals
= distance from the longitudinals under consideration to the ′ ( m).
and ′ = as given in following table
′
Bottom longitudinals ′ ′
Side longitudinals including
′ ′
bilge longitudinals
, , , ′, and = as specified in 105.
3. For the parts forward and aftward of midship part, the scantlings of longitudinals may be gradually
reduced and at 0.1 from fore end and aft end they may be reduced by 15 of the value ob-
tained from the requirements in Pars 1 and 2. In no case, however, are the scantlings of longi-
tudinals to be less than those required in Pars 1 and 2 for the part between a point 0.15 from
the fore end and the collision bulkhead.
4. For side longitudinals, sufficient consideration is to be given for fatigue strength. 【See Guidance】
5. In addition to the requirements in Pars 1 to 4, the beams or longitudinals on deck or side shell
consisting of deep tanks should comply with the requirements in 302.
302. Bulkhead stiffeners in cargo oil tanks and deep tanks (2020)
1. Section modulus of stiffeners is not to be less than that obtained from the following formula :
cm
Where:
= water head , or as specified in Table 7.10.2. Where, however, "the lower edge of
the bulkhead plating under consideration" is to be construed as "the mid-point of the stiff-
186 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
ener under consideration" for vertical stiffeners and as "the stiffener under consideration"
for horizontal stiffeners. And "side shell plating" is to be construed as "stiffener attached
to side shell plating". When the tank use the flow-through ballast water exchange oper-
ations method, and as specified in 201. are to be additionally considered. (2020)
= value obtained from following formula. The value for , however, is to be as obtained
from the formula in Table 7.10.5.
= as determined from Table 7.10.6 according to the fixity condition of stiffener ends;
, and = as specified in 105.
Table 7.10.5 Coefficient
Bulkhead and framing systems
Longitudinal bulkhead of longitudinal framing
minimum
system
Longitudinal bulkhead of transverse framing
system, transverse bulkhead
= as specified in 105.
Table 7.10.6 Coefficient
One end of stiffener Connection be Connection be Supported by rule Sni
The other end of stiffener hard bracket soft bracket girder or lug connection p
1.3
Connection be hard bracket 0.70 1.15 0.85
0
1.1
Connection be soft bracket 1.15 0.85 1.30
5
Supported by rule girder or 1.5
0.85 1.30 1.00
lug connection 0
1.5
Snip 1.30 1.15 1.50
0
1. Connection by hard bracket is a connection by bracket to the double bottoms or to the
adjacent members, such as longitudinals or stiffeners in line, of the same or larger sec-
tions, or a connection by bracket to the equivalent members mentioned above. (See Fig
3.14.2 (a))
2. Connection by soft brackets is a connection by bracket to the transverse members such
as beams or equivalent thereto. (See Fig 3.14.2 (b))
2. For the parts forward and aftward of midship part in determining the section modulus of stiffeners
attached to longitudinal bulkhead of longitudinal framing systems, coefficient for may be grad-
ually reduced, and at the end parts may be as /18.
Rules for the Classification of Steel Ships 2023 187
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
303. Buckling strength
1. Buckling strength of longitudinal frames, beams and stiffeners is to be in accordance with the re-
quirements (1) to (3) below. In case where the Society specially considers necessary according to
the materials, scantling, geometries and the point of arrangement of these structural members, de-
tailed assessment may be required.
(1) Longitudinals beams, side longitudinals attached to sheer strakes and longitudinal stiffeners at-
tached to the longitudinal bulkhead within 0.1 from the strength deck are to have a slender-
ness ratio not exceeding 60 at the midship part as far as practicable.
(2) As for flat bars used for longitudinal beams, frames and stiffeners, the ratio of depth to thick-
ness is not to exceed 15.
(3) The full width of face plate of longitudinal beams, frames and stiffeners is not to be less than
that obtained from the following formula:
mm
where :
= depth of web of longitudinal beam, frame or stiffener ( mm).
= as specified in 105.
2. In case where assembled members, special shape steels or flanged plates are used for frames,
beams or stiffeners in cargo oil tanks and deep tanks whose scantlings are specified only in terms
of section modulus, the thickness of web is intended to be greater than the required level due to
reasons other than strength, it may be suitably modified.
mm
where:
= depth of web ( mm).
= coefficient according to the location of stiffeners as given Table 7.10.7.
Table 7.10.7 Coefficient
Locations
Bottom longitudinals located not more than
0.25 above top of keel
Deck longitudinals located not less than 0.25
below deck
Other structural members
Section 4 Girders
401. General
1. The double bottom and double side hull structures and arrangements and scantlings of girders in
cargo oil spaces are to be determined based upon direct strength calculations.
2. Notwithstanding the requirement in Par 1, when approved by the Society, the scantlings of these
girders may be determined in accordance with the requirements in 403. to 407. provided that the
arrangements of girders in the double bottom, double side hull and cargo oil tank at cargo oil
spaces are determined referring to the structural types shown in following (1) to (5) as the stand-
188 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
ard: 【See Guidance】
(1) The height of double bottom at cargo oil spaces is not to be less than m .
(2) The width of double side hull is not to be less than m .
(3) In double bottoms at cargo oil spaces, girders are to be provided at a spacing not exceeding 0.9
m and floors are to be provided at a spacing not exceeding 0.55 m or 0.75 m ,
whichever is smaller. is the length of a cargo hold ( m).
(4) In double side hull, stringer are to be provided at a spacing not exceeding 1.1
m .
(5) Transverse in double side hull and girders in cargo oil tanks and deep tanks are to be provided
at positions on floors in double bottoms.
402. Direct strength calculation of girders 【See Guidance】
The structural models, loads, allowable stress levels, etc. for determining the arrangement of girders
and scantling based upon direct strength calculation are to as deemed appropriate by the Society.
403. Scantlings of girders and floors in double bottom 【See Guidance】
The scantling of girders and floors in double bottom are to be as deemed appropriate by the
Society.
404. Scantlings of stringers and transverse in double side hull 【See Guidance】
The scantling of stringers and transverse in double side hull are to be as deemed appropriate by
the Society.
405. Girders and transverse in cargo oil tanks and deep tanks (2020) 【See Guidance】
1. The section modulus of girders is not to be less than that obtained from the following formula :
′ cm
Where:
= waterhead , or as specified in Table 7.10.2. whichever is the greatest. Where,
however, "from the lower edge of the bulkhead plating under consideration" is to be con-
strued as "from the mid-point of " for horizontal girders, and as "from the mid-point of "
for vertical girders in applying the value of . When the ship use the flow-through ballast
water exchange operations method, and as specified in 201. are to be additionally
considered. (2020)
= correction factor for brackets, and to as obtained from the following formula:
and = arm length of brackets at respective ends to be girders and transverses ( m).
′ , and = as specified in 105.
2. The moment of inertia of girders is not to be less than that obtained from the following formula.
However, in no case is the depth of girders to be less than 2.5 times the depth of slots.
cm
Where:
and = as specified in Par 1.
3. The thickness of girders is not to be less than the greatest of the following , or :
Rules for the Classification of Steel Ships 2023 189
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
′
mm
′
mm
mm
Where:
= as specified in Par 1.
= spacing of stiffeners of girders or the depth of girders, whichever is the smaller ( mm).
= depth of the girder under consideration ( mm) subtracting the depth of openings.
= coefficient as obtained from the following formula. In no case is it to be less than 0.5 :
Vertical girder :
Horizontal girder :
Where:
= distance from the end of to the sectional area under consideration( m), and from the
lower end for vertical girders.
′ , and = as specified in 105.
4. Where, the stiffeners are provided within the effective width, they may be included in the effective
steel plates for calculating actual moment of inertia of girders and section modulus.
5. The thickness of webs at the root of struts for girders and transverse in case where struts are pro-
vided, is not to be less than that obtained from following formula. Where slots are provided in bs at
the root of struts, they are to be covered effectively with collar plates.
′
mm
Where:
= width supported by struts ( m).
= distance from mid-point of to the point of ′ above top of keel ( m).
= spacing of stiffeners provided depthwise on the web plates of transverses at the portion
where cross ties are connected ( m ).
′ and = as specified in 105.
= as specified in Ch 1, 403. (1).
6. The thickness of face plates forming a girder is to be greater than the thickness of web, and the
total width is not to be less than that obtained from the following formula :
′
where:
= depth of girder ( mm)
′ = distance between supporting points of girders ( m). Where, however, if effective tripping
brackets are provided, they may be regarded as supporting points.
190 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
406. Girders of ships without double side hull
1. In addition to the requirements in 405., depth of side transverse and section modulus of trans-
verse are not to be less than those obtained from the following formula :
mm
cm
Where:
= distance from mid-point of l to the point ′ above top of keel ( m)
, and = as specified in 405.1.
2. The scantlings of deck transverses are to as given in (1) and (2) below :
(1) Section modulus of deck transverse of a ship without trunks is not to be less than that obtained
from the following formula :
cm
Where:
, and = as specified in 405.1.
(2) For ships with trunks, the construction of providing continuous deck transverses across the trunk
is to be considered as the standard. In this case, the depth of deck transverses that can be re-
garded as those supported by trunks may be 0.03 .
3. For transverses provided on the centreline bulkhead, the section modulus and depth of deck
transverses are to be less than those obtained from the following formula :
mm
cm
Where:
, , and = as specified in Par 1.
407. Stiffeners attached to girders in cargo oil tanks and deep tanks
The thickness of flat bar stiffeners and tripping brackets provided on girders and transverses is not
to be less than that obtained from the following formula. However, it needs not exceed the thick-
ness of webs of the girder to which they are provided.
mm
408. Cross ties
1. Cross ties in ships having two or more rows of longitudinal bulkheads, where they are effectively
connected with longitudinal bulkhead transverses in cargo oil tanks are to be in accordance with this
requirements.
2. The sectional area of cross ties interconnecting longitudinal bulkhead transverses in cargo oil tanks is
not to be less than that obtained from the following formula :
′ cm
Where:
= as specified in 405. 5.
Rules for the Classification of Steel Ships 2023 191
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
= where cross ties are provided in wing cargo oil tanks, vertical distance from mid-point
of to top of hatchways of adjacent cargo oil tanks where struts are provided in centre
cargo oil tanks ( m).
= coefficient obtained from the following formula, in no case, however, is to be less than 1.1
= length of cross ties between the inner surface of longitudinal bulkhead transverses ( m).
= as given below :
= moment of inertia of cross ties ( cm ).
= sectional area of cross ties ( cm )
′ and = as specified in 105.
Section 5 Structural Details
501. General 【See Guidance】
1. The principal structural members are to be arranged so that continuity of strength can be secured
throughout the cargo area. In forward and afterward parts of the cargo area, the structures are to
be effectively strengthened so that continuity of strength is not impaired sharply.
2. For the principal structural members, sufficient consideration is to be given for fixity at ends, sup-
porting and stiffening systems against out-of-plane deflections and the construction is to minimize
local stress concentration.
502. Frames and stiffeners
Longitudinal beams, frames and stiffeners are to be of continuous structures, or to be connected
securely so that their sectional area at ends can be properly maintained providing sufficient resist-
ance against bending moments.
503. Girders and cross ties 【See Guidance】
1. Girders provided within the same are to be arranged to avoid sharp changes in strength and rigidity,
and brackets in suitable size are to be provided at the ends of girders, and bracket toes are to be
sufficiently rounded.
2. In case where the depth of longitudinal girders is large, stiffeners are to be arranged in parallel with
face plates.
3. Brackets are to be provided at the ends of cross ties to connect to transverses or girders.
4. Transverses and vertical webs are to be provided with tripping at the junctions with cross ties.
5. Where breadth of face plates forming cross ties exceeds 150 mm on one side of the web, stiff-
eners are to be provided at proper interval to support the face plates as well.
6. Tripping brackets are to be provided on the web plate transverses at the inner edge of end brackets
and at the connecting part of cross ties, etc. and also at the proper interval in order to support
transverses effectively. In case where the width of face plates of each girder exceeds 180 mm on
one side, the tripping brackets shown above are to support face plates as well.
7. Webs for the upper and lower end brackets of side transverses and longitudinal bulkhead trans-
verses and areas in the vicinity of their inner ends and those in the vicinity of the roots of cross
ties are to be stiffened specially with closer spacing.
192 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
Section 6 Special Requirements for Corrosion
601. Thickness of shell plating
1. The thickness of shell plating forming casing cargo oil tanks planned to carry ballast water in ships
without double side hull is not to be less than a thickness added with 0.5 mm to that obtained
from the formula given in Pt 3, Ch 4.
2. The thickness of shell plating when applying the requirements of this Chapter may be reduced with
0.5 mm from the thickness obtained from the formula given in 201.
602. Thickness of deck plating
1. The thickness of freeboard deck plating when applying the requirements of this Chapter may be re-
duced with 0.5 mm from the thickness obtained from the formula given in 201.
2. The thickness of the freeboard deck plating in spaces carrying cargo oil when applying the require-
ments in Pt 3, Ch 5, is not to be less than a thickness added with 0.5 mm to that obtained from
the formula given in Pt 3, Ch 5.
603. Thickness of tank top plating
The thickness of tank top plating in cargo oil tanks and deep tanks is not to be less than the
thickness corresponding to that obtained from the formula given in 201. added by 1.0 mm. Such an
addition, however, is not required for the thickness of inner bottom plating.
604. Section moduli of longitudinal beams, frames and stiffeners
1. The section modulus of longitudinal beams provided on deck plating forming casing cargo oil tanks
is not to be less than 1.1 times that calculated according to the requirements of Pt 3, Ch 10.
2. The section modulus of frames and stiffeners provided on shell plating and bulkheads forming cargo
oil tanks planned to carry also ballast water, except the tank to carry ballast water only in heavy
weather conditions, is not to be less than 1.1 times that calculated in accordance with the require-
ments 301. and 302.
605. Thickness of plate members in ballast tanks adjacent to cargo oil tanks
1. The thickness of bulkhead plating at the boundaries between ballast tanks and cargo oil tanks is not
to be less than the thickness specified in 103. added by 1.0 mm.
2. In case where the adjacent cargo oil tanks are equipped with heating systems, the thickness of
bulkhead plating at the boundaries between ballast tanks and cargo oil tanks is not to be less than
the thickness determined from Par 1 added by 1.0 mm.
606. Thickness of deck plating in cargo oil tanks
The thickness of deck plating in cargo oil tanks is not to be less than the thickness specified in
103. added by 1.0 mm.
607. Thickness of inner bottom plating in cargo oil tanks 【See Guidance】
1. The thickness of inner bottom plating of cargo oil tanks is to be sufficient considering the effects of
pitting corrosion.
2. The thickness of inner bottom plating in the vicinity of suction bell mouths in cargo oil tanks, and
the thickness of suction well, when provide, are not to be less than the thickness obtained by the
requirements in 201. for the appropriate area of application added by 2.0 mm.
Rules for the Classification of Steel Ships 2023 193
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
Section 7 Special Requirements for Forward Wing Tanks
701. Application
For tankers of not less than 200 m, in length, the structural members in wing tanks which become
empty in full loaded condition for spaces from a point 0.15 from the fore end to the collision
bulkhead are to comply with the requirements in this Section as well as the requirements in each
previous Articles concerned.
702. Side longitudinal
1. The section modulus of side longitudinals is not to be less than that obtained from the following
formula :
cm
Where :
= distance ( m) from the longitudinals under consideration to the point above top
of keel. Where, however, in no case is to be less than obtained from the following for-
mula ( m );
min
, and = as specified in 105.
2. In case where side longitudinals are connected to transverses by brackets, the section modulus may
be determined by multiplying the value obtained from the following formula by the value obtained
from the formula specified in Par 1 :
Where:
= as obtained from the following formulae:
where brackets are provided at both ends
where a bracket is provided at one end
, and = length of bracket arms along longitudinals ( m). Where, however, in case
where the value of is negative, = 0 (See Fig 7.10.1)
Fig 7.10.1 Measurement of and
703. Reinforcement of bottom forward
The requirements of bottom forward are to comply with the requirements in Pt 3, Ch 4, 404. and
Pt 3, Ch 7, Sec 8.
194 Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
Section 8 Special Requirements for Tankers with Mid-deck
801. Application 【See Guidance】
1. The structural members of tankers having mid-deck penetrating longitudinally through the cargo
areas are to comply with the requirements in Sec 1 to Sec 7.
2. The scantling of structural members in cargo oil tanks below mid-deck are to be as deemed appro-
priate by the Society.
Section 9 Special Requirements for Hatchways and Permanent Gangway
901. Ships having unusually large freeboard
Relaxation from the requirements specified hereunder will be considered to ships having an unusally
large freeboard.
902. Hatchways to cargo oil tanks 【See Guidance】 (2018)
1. The thickness of coaming plates is not to be less than 10 mm. Where the length and coaming
height of a hatchway exceed 1.25 m and 760 mm respectively, vertical stiffeners are to be provided
to the side or end coamings and the upper edge of coamings is to be suitably stiffened.
2. Hatchway covers are to be steel or other approved materials. The construction of steel hatchway
covers is to comply with the following requirements. The construction of hatchway covers of materi-
als other than steel is to be in accordance with the discretion of the Society.
(1) The thickness of cover plates is not to be less than 12 mm .
(2) Where the area of a hatchway exceeds 1 m but dose not exceed 2.5 m , cover plates are to
be stiffened by flat bars of 100 mm in depth spaced not more than 610 mm apart. Where,
however, the cover plates are 15 mm or more in thickness, the stiffeners may be dispensed
with.
(3) Where the area of a hatchway exceeds 2.5 m , cover plates are to be stiffened by flat bars of
125 mm in depth spaced not more than 610 mm apart.
(4) Covers are to be secured oiltight by fastenings spaced not more than 457 mm apart in circular
hatchways or 380 mm apart and not more than 230 mm far from the corners in rectangular
hatchways.
903. Hatchway to spaces other than for cargo oil tanks (2021)
In exposed positions on the freeboard and forecastle decks or on the tops of expansion trunks,
hatchways serving spaces other than cargo oil tanks, ballast tank, fuel oil tank and other tanks are
to be provided with steel weathertight covers having scantlings complying with the requirements in
Pt 4, Ch 2, Sec 3.
904. Permanent gangway and passageway 【See Guidance】
1. A fore and aft permanent gangway complying with the requirements of Pt 4, Ch 5, 503. is to be
provided at the level of the superstructure deck between the midship bridge or deckhouse and poop
or aft deckhouse, or equivalent means of access is to be provided to carry out the purpose of
gangway, such as passage below deck. Elsewhere and in ships without midship bridge or deck-
house, arrangements to the satisfaction of the Society are to be provided to safeguard the crew in
reaching all parts used in the necessary work of the ship.
2. Safe and satisfactory access from the gangway level is to be available between crew accom-
modations and machinery space or between separated crew accommodations.
3. Where superstructures are connected by trunks, open rails are to be provided for the whole length
of the exposed parts of the freeboard deck.
Rules for the Classification of Steel Ships 2023 195
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
Section 10 Welding
1001. Application
The welding in tankers is to be accordance with the requirements given in 1002. in addition to Pt
3, Ch 1, Sec 5.
1002. Fillet welding 【See Guidance】
1. The application of fillet welding to structural members within the cargo area is to as given in Table
7.10.9.
2. The leg length of fillet welds in areas given in (1) and (2) below is to be at least 0.7 times the
plate thickness as specified in the requirements in this Chapter.
(1) Fillet welding at the connected parts between the outermost girders in the double bottom and
floors.
(2) Fillet welding at the connected parts between the lowermost stringers in the double side hull
and transverses.
Table 7.10.9 Application of Fillet Welding
Column Item Application kind of weld
Shell, deck, longitudinal bulkhead or inner
1 F1
bottom plating
Web plates
2 Web plates F1
3 Face plates F2
Girders and Web plates of longitudinal frames, beams
Transverses Slots in web
4 and horizontal stiffeners on longitudinal F2
plates
bulkheads
5 Tripping brackets Web plates F3
and stiffeners
provided on web Longitudinal frames, beams and horizontal
6 F1
plates stiffeners on longitudinal bulkheads
Longitudinal frames, beams and
7 horizontal stiffeners on Shell, deck or longitudinal bulkhead plating F3
longitudinal bulkheads
Members forming cross ties (web plates
8 F3
Cross ties to face plates)
9 Face plates of transverses or girders F1
Note:
Where the radius at the toe of end brackets is small, it is recommended that F1 be used for
appropriate length at the toe of bracket.
196 Rules for the Classification of Steel Ships 2023
2022
Guidance Relating to
the Rules for the Classification of Steel Ships
Part 7
Ships of Special Service
GA-07A-E KR
APPLICATION OF THE GUIDANCE RELATING TO THE RULES
This "Guidance Relating to the Rules for the Classification of Steel Ships"
(hereafter called as the Guidance Relating to the Rules) is prepared with
the intent of giving details as to the treatment of the various provisions
for items required the unified interpretations and items not specified in
the Rules, and the requirements specified in the Guidance Relating to the
Rules are to be applied, in principle, in addition to the various provisions
in the Rules.
As to any technical modifications which can be regarded as equivalent to
any requirements in the Guidance Relating to the Rules, their flexible ap-
plication will be properly considered.
APPLICATION OF PART 7 "SHIPS OF SPECIAL SERVICE"
1. Unless expressly specified otherwise, the requirements in these Guidance apply to
ships for which contracts for construction are signed on or after 1 July 2023.
2. The amendments to the Guidance for 2022 edition and their effective date are as fol-
lows;
Effective Date : 1 September 2022
CHAPTER 7 Car Ferries and Roll-On/Roll-off Ships
- Section 5 Pure Car Carrier has been newly added.
Effective Date : 1 July 2023
Annex 7-2 Guidance for the Container Securing Arrangement
- 1. (2) (F) has been newly added.
- 6. (2) (D) has been amended.
- 8. (5) (B) has been amended.
Effective Date : 1 January 2024 (Date of contract for construction)
Annex 7-6-1 Water Level Detectors on Multiple Hold Cargo Ships other than Bulk
Carriers and Tankers
- Annex 7-6-1 has been newly established.
- i -
CONTENTS
CHAPTER 1 OIL TANKERS ··································································································· 1
Section 1 General ············································································································ 1
Section 2 Hatchways, Gangways and Freeing Arrangement ································· 5
Section 3 Longitudinal Frames and Beams in Cargo Oil Spaces ························· 6
Section 4 Girders, Transverses and Cross Ties in Cargo Oil Spaces ················· 8
Section 5 Bulkheads in Cargo Oil Spaces ······························································· 15
Section 6 Relative Deformation of Wing Tanks ····················································· 17
Section 10 Piping Systems and Venting Systems for Oil Tankers ···················· 18
Section 11 Electrical Equipment of Oil Tankers ····················································· 22
CHAPTER 2 ORE CARRIERS ······························································································ 27
Section 1 General ·········································································································· 27
Section 3 Wing Tanks or Void Spaces ····································································· 27
Section 5 Relative Deformation of Wing Tanks ····················································· 29
Section 7 Ore/Oil Carriers ··························································································· 30
CHAPTER 3 BULK CARRIERS ··························································································· 35
Section 1 General ·········································································································· 35
Section 3 Double Bottoms ·························································································· 35
Section 4 Hopper Tanks ······························································································· 37
Section 5 Topside Tanks ······························································································ 38
Section 6 Transverse Bulkhead and Stools ····························································· 38
Section 7 Hold Frame ··································································································· 39
Section 9 Hatch Covers and Hatch Coamings of Cargo Holds ·························· 40
Section 11 Evaluation of Allowable Hold Loading for Bulk Carriers
Considering Hold Flooding ······································································ 41
Section 14 Water Level Detection & Alarm and Drainage & Pumping
Systems for Bulk Carriers and Single Hold Cargo Ships ················ 41
Section 15 Supplementary Provisions for Carriage of Liquid in Holds ············· 41
Section 16 Electrical Equipment in Coal Carriers ··················································· 42
Section 17 Renewal Criteria for Side Shell Frames and Brackets in Single
Side Skin Bulk Carriers and Single Side Skin OBO Carriers ·········· 43
CHAPTER 4 CONTAINER SHIPS ······················································································· 45
Section 1 General ·········································································································· 45
Section 2 Longitudinal Strength ················································································· 45
Section 3 Double Bottom Construction ···································································· 47
Section 4 Double Side Construction ·········································································· 47
- iii -
Section 6 Deck Construction ······················································································· 50
Section 9 Strength at Large Flare Location ···························································· 50
Section 10 Freight Container Securing Arrangement ············································ 51
CHAPTER 5 SHIPS CARRYING LIQUEFIED GASES IN BULK ···································· 53
CHAPTER 6 SHIPS CARRYING DANGEROUS CHEMICALS IN BULK ······················· 53
CHAPTER 7 CAR FERRIES AND ROLL-ON/ROLL-OFF SHIPS ································· 55
Section 3 Deck Structure ····························································································· 55
Section 5 Pure Car Carrier ·························································································· 64
CHAPTER 10 DOUBLE HULL TANKER ············································································ 69
Section 1 General ·········································································································· 69
Section 2 Bulkhead Plating ·························································································· 70
Section 3 Longitudinals and Stiffeners ····································································· 72
Section 4 Girders ··········································································································· 72
Section 5 Structural Details ························································································· 81
Section 6 Special Requirements for Corrosion ······················································· 84
Section 8 Special Requirements for Tankers with Mid-deck ······························ 85
Section 9 Special Requirements for Hatchways and Freeing Arrangements ·· 86
Section 10 Welding ······································································································· 86
<ANNEX>
Annex 7-1 Additional Requirements for Oil Tankers Using Crude Oil
as a Fuel for Boilers ················································································ 87
Annex 7-2 Guidance for the Container Securing Arrangements ························ 90
Annex 7-3 Guidance for Car Ferries ······································································ 132
Annex 7-4 Guidance for Calculating the Maximum Allowable and
Minimum Required Mass of Cargo and Double Bottom
Contents with Bulk Carriers ································································· 143
Annex 7-5 Additional Requirements for Existing Bulk Carriers ························ 152
Annex 7-6 Water Level Detection & Alarms and Drainage & Pumping
Systems for Bulk Carriers and Single Hold Cargo Ships ·············· 170
Annex 7-6-1 Water Level Detectors on Multiple Hold Cargo Ships other
than Bulk Carriers and Tankers ························································ 177
Annex 7-7 Unified Interpretation of Convention ·················································· 178
Annex 7-8 Instruction for Use of Extremely Thick Steel in Container Ships 180
Annex 7-9 Guidance for the Longitudinal Strength of Container Ships ········ 186
Annex 7-10 Guidance for Direct Strength Assessment for Ore Carriers ······ 219
Annex 7-11 Guidance on Providing Safe Working Conditions for Securing
of Containers on Open Deck ····························································· 251
- iv -
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
CHAPTER 1 OIL TANKERS
Section 1 General
101. Application 【See Rule】
1. The prescription in this Guidance principally apply to oil tankers having two longitudinal bulkheads
and constructed on the longitudinal framing system, intended for carriage of oils of flash point not
exceeding 60°C. Unless otherwise specially noted, the prescriptions in other parts apply for matters
common to both cargo ships and tankers.
2. Proposal of novel construction type
In the event that a novel construction type is proposed, scantlings are to be determined by carrying
out comparative calculations with the standard structural model conforming to the requirements of
the Rules. Submission of data covering the results of model experiments or real ship experiments
may be requested by the Society as necessary.
3. Ships carrying liquid cargoes other than crude oil and petroleum products
In application of 101. 5 of the Rules, ships intended to carry liquid cargoes having a vapour pressure
(absolute pressure) less than 0.28 MPa at 37.8 ℃ other than crude oil and petroleum products, are
to be in accordance with the followings.
(1) The scantlings of structural members of the cargo oil tank part of tankers carrying liquid cargoes
of a specific gravity exceeding 1.0 are to be of the values obtained by the following two pro-
cedures, whichever is greater:
(A) To calculate for all of the structural members in accordance with the relevant requirements
of the Rules
(B) To calculate for respective structural members in accordance with the following prescription:
(a) The scantlings of members attached to shell plating, cross ties and members attached
to longitudinal bulkhead which are connected with members attached to shell plating
through cross ties are to be determined by the formulae in the Rules, in which is to
be replaced by shown in Fig 7.1.1.
Fig 7.1.1 Measurement of
(b) The scantlings of bulkhead plating, members attached to bulkheads and cross ties are to
be determined on the assumption that the tank concerned is filled with liquid cargo of
specific gravity up to the top of tank.
(c) The section modulus of deck transverses in centre tanks are to be multiplied by .
(d) The values of are to be selected for respective cases except those contained in Table
7.1.1.
Guidance Relating to the Rules for the Classification of Steel Ships 2023 1
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
Table 7.1.1 Value of
Cargo
Molasses 1.4
Asphalt 1.1
Concentrated sulphuric acid 1.85
(2) For tankers carrying dangerous chemicals in bulk, the requirements in Ships Carrying Dangerous
Chemicals in Bulk of the Rules are also to be applied.
4. For dedicated asphalt carriers of which all cargo tanks are independent type, visual inspection should
be possible of at least one side of the inner hull structure without the removal of any fixed struc-
ture or fitting. For the purpose of 4., the following shall apply:
(1) where it is required to pass between the surface to be inspected, flat or curved, and structures
such as deck beams, stiffeners, frames, girders, etc., the distance between that surface and the
free edge of the structural elements shall be at least 380 mm. The distance between the sur-
face to be inspected and the surface to which the above structural elements are fitted, e.g.
deck, bulkhead or shell, shall be at least 450 mm for a curved tank surface (e.g. for a type C
tank), or 600 mm for a flat tank surface (e.g. for a type A tank) (see Fig 7.1.2);
(2) where it is not required to pass between the surface to be inspected and any part of the struc-
ture, for visibility reasons the distance between the free edge of that structural element and the
surface to be inspected shall be at least 50 mm or half the breadth of the structure's face plate,
whichever is the larger (see Fig 7.1.3);
(3) if for inspection of a curved surface where it is required to pass between that surface and an-
other surface, flat or curved, to which no structural elements are fitted, the distance between
both surfaces shall be at least 380 mm (see Fig 7.1.4). Where it is not required to pass be-
tween that curved surface and another surface, a smaller distance than 380 mm may be ac-
cepted taking into account the shape of the curved surface;
(4) if for inspection of an approximately flat surface where it is required to pass between two ap-
proximately flat and approximately parallel surfaces, to which no structural elements are fitted,
the distance between those surfaces shall be at least 600 mm . Where fixed access ladders are
fitted, a clearance of at least 450 mm shall be provided for access (see Fig 7.1.5);
(5) the minimum distances between a cargo tank sump and adjacent double bottom structure in
way of a suction well shall not be less than those shown in Fig 7.1.6 (Fig 7.1.6 shows that the
distance between the plane surfaces of the sump and the well is a minimum of 150 mm and
that the clearance between the edge between the inner bottom plate, and the vertical side of
the well and the knuckle point between the spherical or circular surface and sump of the tank is
at least 380 mm). If there is no suction well, the distance between the cargo tank sump and the
inner bottom shall not be less than 50 mm;
(6) The distance between a cargo tank dome and deck structures shall not be less than 150 mm
(see Fig 7.1.7);
(7) fixed or portable staging shall be installed as necessary for inspection of cargo tanks, cargo tank
supports and restraints (e.g. anti-pitching, anti-rolling and anti-flotation chocks), cargo tank in-
sulation etc. This staging shall not impair the clearances specified in (1) to (4).
(8) if fixed or portable ventilation ducting shall be fitted in, such ducting shall not impair the dis-
tances required under (1) to (4).
ship structure
passage passage
cargo tank cargo tank b/2 or 50 whichever is greater
Fig 7.1.2 Fig 7.1.3
2 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
flat surface of ship structure
cargo tank cargo tank cargo tank
Fig 7.1.4
flat
surface of
flat surface ship flat surface
of tank structure of tank
step of
access
ladder
Fig 7.1.5
cargo tank
inner bottom
cargo tank
Fig 7.1.6 Fig 7.1.7
102. Arrangement of bulkheads in cargo tanks 【See Rule】
1. The length of tanks in cargo oil spaces is less than the greater 10 m or the following value.
(1) Where the longitudinal bulkhead is not installed -------------------------------- 0.1
(2) Where the longitudinal bulkhead is only installed at centreline -------------------- 0.15
(3) Where two or more longitudinal bulkheads are installed
(A) Wing tank ------------------------------------------------------------ 0.2
(B) Centre tank
(a) for ≥ ------------------------------------------------------- 0.2
(b) for
(i) Where the longitudinal bulkhead, which is not on the centreline :
(ii) Where the longitudinal bulkhead, which is on the centreline :
= the minimum breadth at location on the load line of the wing tank.( m)
2. In the centre tanks and inner tanks, transverse swash bulkheads are to be provided at an interval
not exceeding 15 m or 0. 1 , whichever is greater.
3. In wing tanks, rings and/or girders are to be so constructed as to avoid discontinuity of strength at
the positions of longitudinal bulkheads in the centre tanks and inner tanks.
Guidance Relating to the Rules for the Classification of Steel Ships 2023 3
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
103. Cofferdams 【See Rule】
1. Cofferdams and bulkheads bounding cargo oil tanks
(1) Compartment destined to carriage of fuel oil or water ballast may be utilized as cofferdams
needed for isolation from cargo tanks, if such compartments are of all welded construction ex-
cept deck stringer angles. (See 1003. 2 and 3 of the Rules)
It is recommended that tanks containing such liquid cargoes as will be heavily damaged by con-
tamination of fuel oil-gasoline, molasses, etc. be isolated by cofferdams from fuel oil tanks.
(2) If the fore peak compartment (or tank) is continuous to cargo tanks, the collision bulkhead is not
to have any opening except special cases. (See 1003. 2 and 3 of the Rules)
(3) Divisions between compartments defined as cofferdams and other compartments (except cargo
oil tanks and fuel oil tanks) are not to have any openings with the exception of bolted watertight
manholes provided in chain locker bulkheads, etc. (no watertight door is permitted).
2. Superstructures and deckhouses
The deckhouse protecting the entrance to pump rooms is to be as follows:
(1) The strength of front wall is to be equivalent to that of wall of the bridge.
(2) The strength of side and after walls are to be equivalent to that of front wall of the poop.
(3) The height of doorway coaming is not to be less than 600 mm above the freeboard deck.
3. At the after end of cargo tank region, attention is to be given to keep continuity between the ends
of longitudinal bulkheads and the longitudinal members of poop deck, etc. (See Fig 7.1.8)
Fig 7.1.8 Continuity of after end of longitudinal bulkhead
4. Tankers having double bottoms under cargo tanks
Access to the double bottoms is not to be provided in cargo tanks. It is to be made from coffer-
dams at the forward and after ends or through oiltight trunks led from the exposed main deck to
the double bottom.
104. Airtight bulkheads 【See Rule】
1. Cofferdams which are not utilized as main or auxiliary pump rooms and compartments utilized as
cofferdams under the freeboard deck are to meet the requirements for the strength of deep tanks.
The bulkhead between the main pump room and engine room is to have structural scantlings of
watertight bulkheads in ships of not less than 100 m in length and of airtight bulkheads in ships of
less than 100 m in length.
2. The scantlings of airtight bulkheads for which no hydrostatic tests are required are to comply with
the following standards. Airtightness tests may be replaced by hose tests.
(1) Thickness : It is not to be less than 6 mm, which may, however, be reduced to 4.5 mm in ships
4 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
of less than 100 m in length.
(2) Section modulus of stiffeners and girders : It is to be 50 of the rule requirements for water-
tight bulkheads. Where connected to shell and decks, however, these stiffening members are to
be of such an effectiveness as is equivalent to frames and beams.
109. Direct strength calculation 【See Rule】
When determining the scantlings of structural members of cargo hold for a tanker by direct strength
calculations, the procedure is to comply with the Pt 3, Annex 3-2 Guidance for the Direct Strength
Assessment of the Guidance.
110. Stability Instrument 【See Rule】
1. In applying the requirements in 110. of the Rules, the performance standards recommended by the
Organization refer to following:
- part B, chapter 4, of the International Code on Intact Stability, 2008 (2008 IS Code)
- the Guidelines for the Approval of Stability Instruments (MSC. 1/Circ.1229), annex, section 4;
- the technical standards defined in part 1 of the Guidelines for verification of damage stability re-
quirements for tankers (MSC.1/Circ.1461)
2. In applying the requirements in 110. 1 (3) of the Rules, "where deemed appropriate by the Society"
means that the following ships provided the procedures employed for intact and damage stability
verification maintain the same degree of safety, as being loaded in accordance with the approved
conditions.
(1) ships which are on a dedicated service, with a limited number of permutations of loading such
that all anticipated conditions have been approved in the stability information provided to the
master;
(2) ships where stability verification is made remotely by a means approved by the Society;
(3) ships which are loaded within an approved range of loading conditions; or
(4) ships constructed before 1 January 2016 provided with approved limiting KG/GM curves covering
all applicable intact and damage stability requirements.
3. In applying the requirements in 2., “the approved conditions” refer to following:
- operational guidance provided in part 2 of the Guidelines for verification of damage stability re-
quirements for tankers (MSC.1/Circ.1461).
Section 2 Hatchways, Gangways and Freeing Arrangement
201. Ships having unusually large freeboard 【See Rule】
In application to 201. of the Rules, the term "considered" means 203. 2 (2) (E) of the Guidance.
202. Hatchways to cargo oil tanks (2018) 【See Rule】
1. In case where hatchway covers of glass-fibre reinforced plastics are provided for cargo oil tanks,
they are to comply with the following requirements:
(1) The basic materials is to be of fire-resistant nature.
(2) Model tests are to be carried out according to the standard fire test method specified in SOLAS
1974 (including amendments 1981/ 1983) through exposing the inside face to fire. This standard
fire test is to be carried out for a time duration of not less than 20 minutes at a highest tem-
perature of 790 ℃ to confirm that there is no passage of flame until the end of the first 20 mi-
nutes of the test.
(3) Steaming tests are to be carried out to confirm that no deformations causing leakage occur.
(4) Each model of different dimensions is to be subject to hydraulic test with a pressure not less
than 0.028 MPa to confirm its strength.
(5) The cover is to be designed to be set either at full-open position or full-close position only. A
notice indicating this manner of handling is to be fitted to the upper surface of cover.
2. Materials of tank cleaning hatch covers are to comply with the following requirement.
(1) Covers may be of brass, bronze or steel, but are not to be of aluminium.
Guidance Relating to the Rules for the Classification of Steel Ships 2023 5
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
(2) Synthetic materials such as glass-fibre reinforced plastics materials may be used only when all
the requirements under Par 1 above can be met.
3. The tightening devices of covers of tank-cleaning hatches are to be capable of keeping an ample
tightness under pressure corresponding to water head of 2.45 m above the tank top. If the devices
are constructed in any of the types mentioned below or in their equivalent type, the height of hatch
coamings may be reduced in accordance with the provisions of Pt 4, Ch 2, 103. 1 of the Rules.
(1) In such a type of construction that a liner is placed on the tank top and the cover is tightened
by means of bolts, the pitch between these bolts is not to exceed 150 mm, and the number of
bolts is not to be less than 10. Any constructions using butterfly-nuts, etc., which can be
opened by simple manipulations, is not permitted. The liners are to be of a same material as
the upper deck.
(2) The hatch of a type having hinged cover with arm is to have a coaming. The construction is to
be such that the hatch cannot be opened simply by hand. (See Fig 7.1.9)
Fig 7.1.9 Cover of tank cleaning hatch
204. Permanent gangway and passage 【See Rule】
In application to 204. 1 of the Rules, the term "the satisfaction of the Society" means Pt 4, Ch 4,
501 of the Guidance.
205. Freeing arrangement 【See Rule】
In application to 205. 1 of the Rules, Open guardrails for a length not less than half of the length
of the exposed parts of the freeboard deck may be replaced by freeing ports, in the lower parts of
bulwark, of a total area not less than 33 % of the total area of bulwarks.
Section 3 Longitudinal Frames and Beams in Cargo Oil Spaces
302. Scantlings 【See Rule】
1. Slenderness ratio
In 0.4 amidships, the slenderness ratios of longitudinal beams and longitudinal frames attached to
sheer strakes are not to exceed 60 for the large ships and 80 for the small ships. In the calculation
of slenderness of ratio, the dimensions of attached plate to be included into calculation are to be
(actual spacing of beams or frames) × (actual plate thickness).
2. Side longitudinal
In calculating the side longitudinals as bulkhead stiffeners of deep tanks, in the formula in the
Rules is to be that in 510. of the Rules, if the length or breadth of side tanks exceeds 10 m.
303. Attachment 【See Rule】
1. At the intersection of transverse bulkheads, longitudinal frames and beams marked with ○ in Table
6 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
7.1.2 are to be connected by means of through-brackets or they are to penetrate.
Table 7.1.2 Where through-brackets are needed
( m) 90 ≤ ≤ 120 120 ≤
Longitudinal beams and side longitudinals attached to
○ ○
sheer strakes
Side longitudinals and longitudinals on longitudinal
─ ○ 1)
bulkhead (except those specified above)
Bottom longitudinals and longitudinals on bilge strake ○ ○
Note:
(1) The manner of penetration of longitudinals may be as shown in Fig 7.1.10, except
side longitudinals within 0.2 from top and bottom and longitudinals on longitudinal
bulkhead within 0.1 from top and bottom
Fig 7.1.10 Fig 7.1.11
2. The calculation of sectional area of end bracket is to be as shown in Fig 7.1.11 so that the area
may not be less than the sectional area of the longitudinal beam, frame or stiffener concerned.
3. The connection of end brackets and longitudinal frames or beams is to be as follows.
(1) In ships of 120 m and above in length, the end brackets and longitudinal beams or frames are
to overlap each other for an ample length as shown in Fig 7.1.12.
(2) In cases other than those under (1) above, the arrangements may be as shown in Fig 7.1.13.
The bracket is to be brought as close to the plane of web of longitudinal as possible. Where the
longitudinals are of flanged plate, the bracket is to be placed on the line of end of curvature
and, further, ribs are to be fitted at a point about 10 mm inward of the toe of bracket.
Fig 7.1.12
Guidance Relating to the Rules for the Classification of Steel Ships 2023 7
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
Fig 7.1.13
4. The connection of transverse bulkheads and brackets are to be rounded or levelled, as shown in Fig
7.1.14.
(1) The penetrating parts of end brackets are to be rounded or bevelled, as shown in Fig 7.1.14.
(2) The connection of end brackets and bulkhead plating is to be reinforced to avoid hot spots, as
shown in Fig 7.1.15.
Fig 7.1.14 Fig 7.1.15
Section 4 Girders, Transverses and Cross Ties in Cargo Oil Spaces
401. General 【See Rule】
1. The dimension and locations of lightening holes, if any, are to be as shown in Fig 7.1.16.
2. Slots are to be reinforced with collars where flanges of longitudinals are facing each other or where
slots are provided at small intervals as is often the case with bilge part.
3. Where the depth of a girder is smaller than the required depth, its section modulus is to be ob-
tained through multiplying the required section modulus by the ratio of required depth to the actual
depth.
4. In pump rooms or void spaces, the web thickness may be 1 mm smaller than the required thickness
for webs in cargo oil tanks.
5. The scantlings of members in segregated ballast tanks in the midship part are to be same as those
of members in cargo oil tanks (401. 5 of the Rules)
6. Connection of web plates is to be of butt-welding. If lap-welding is adopted, stiffeners are to be
provided across the connection lines.
8 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
Fig 7.1.16 Locations and dimensions of lightening holes
7. In end bracket parts, at connections with cross ties, etc. of transverses where sharing stress and/or
compressive stress are expected to be high, additional stiffeners are to be fitted. These parts are
not to have lightening holes. If considered necessary, slots for penetration of longitudinals in these
parts are to be reinforced with collars.
8. No scallop is to be permitted in the web plate at the connections of face plates or webs. Inevitable
scallops for work are to be filled up by welding. For face plates adjacent to the scallop, abrupt
change of dimensions is to be avoided carefully. (See Fig 7.1.17)
Fig 7.1.17
9. Where angle bars are used instead of flat bars as stiffeners of transverses, etc., their section mod-
ulus with effective plates is to be approximately equivalent to the required ones.
10. Where longitudinal frames or stiffeners penetrate bottom transverses, side transverses and vertical
webs on longitudinal bulkhead, proper reinforcement is to be made in the extents stipulated in Table
7.1.3 by fitting brackets on the opposite side of stiffeners on webs of transverse, for connecting
longitudinals to transverse, by fitting collars at slots, or by other suitable means. In ships not ex-
ceeding 230 m in length, however, the extent of application of such reinforcement may be properly
reduced. This reinforcement is to apply to the slots under conditions similar to those in the
above-mentioned girders or transverses(for example, slots in transverse swash bulkheads, etc.)
Guidance Relating to the Rules for the Classification of Steel Ships 2023 9
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
Table 7.1.3 Extents of reinforcement
Member Extent of reinforcement
Bottom transverse All connections
All connections below the upper end of curvature of
upper cross tie, or the load waterline, whichever is
the higher. In ships of 300 m and above in length, it
Side transverse
is recommended that similar reinforcement be ap-
plied in wider extent upward beyond the limit stipu-
lated above.
Vertical webs on All connections below the upper end of curvature of
longitudinal bulkhead upper cross tie.
402. Transverses and girders provided in centre or inner tanks in ships having two or more rows
longitudinal bulkheads 【See Rule】
1. Where transverse swash bulkheads complying with rule requirements are provided in tanks, may
be the distance between the transverse bulkhead and the swash bulkhead.
2. As for the treatment of Note 1 to Table 7.1.3 of the Rules, the value of is to be equal to 1.2
times the value of in Table 7.1.3 of the Rules.
3. As for the treatment of Note 2 to Table 7.1.3 of the Rules, the value of in Table 7.1.3 of the
Rules, may be multiplied by 0.25 , if the depth of the centreline bottom longitudinal girder
exceeds 25 of the ship's depth .
4. The centreline bottom longitudinal girder is to have docking brackets at the middle of span between
bottom transverses and between the bottom transverse and transverse bulkhead. If these brackets
are of large dimensions, their free edges are to be reinforced against buckling.
5. Where the depth of centreline vertical web on transverse bulkhead is greater than the spacing
of transverses, the web thickness of bottom girders is to be obtained form the formula in Rules,
where is to be used in place of ′ and the coefficient is to be derived form Table 7.1.4. (See
Fig 7.1.18)
Table 7.1.4 Coefficient
Number of transverse
2 0.55
3 0.67
4 0.75
5 0.80
Fig 7.1.18
403. Transverses and girders in wing tanks in ships having two or more rows of longitudinal
bulkheads 【See Rule】
1. Side transverse
The span of side transverses is to be measured as shown in Fig 7.1.19. The lower end is to be
determined in a similar manner.
2. Vertical webs on longitudinal bulkheads
(1) Even when large brackets are provided on the opposite side of longitudinal bulkhead, the span
and radius of transverses are to be measured on the wing tank side in a same manner as (1)
above. The size of bracket may be ′ ″ , except when b is to be taken as equal to ′ if
″ is smaller than ′ .(See Fig 7.1.20)
10 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
Fig 7.1.19 Measurement of Fig 7.1.20 Measurement of ′ and ″
(2) In calculating the web thickness in regard to the shearing force, the brackets on the opposite
side of longitudinal bulkhead may be taken into account.
(3) Collars are to be fitted to close slots in the vicinity of the toe of bracket of bottom transverse,
which is connected to longitudinal bulkhead, in the centre tank or inner tank.
(4) Girders on corrugated bulkheads are to be balanced girders. Where balanced girders are not
adoptable, the neutral axis is to be brought as close to bulkhead plating as possible.
3. Moment of inertia of bottom and deck transverses
The standard values of moment of inertia of bottom and deck transverses are to be obtained from
the following formulae :
Bottom transverses : cm
Deck transverses : cm
where:
and = as specified in Table 7.1.3 of the Rules
and = as specified in 403. 1 of the Rules
= breadth of wing tank
4. Transverses at bilge part and lower end of longitudinal bulkhead
If the lowest cross tie is located as shown in Fig 7.1.21 the section modulus of transverse at the
bilge part and the lower end of longitudinal bulkhead may be reduced to 90 of the values ob-
tained from the formula. Further, the web thickness of side transverse at "A" may be 0.5 mm thin-
ner than that obtained from the formula, but is not to be less than the thickness according to 405.
of the Rules.
5. Where side stringers are provided
(1) If a swash bulkhead is provided in the centre tank, is to be measured as shown in Fig
7.1.22.
(2) In addition to the prescriptions in 403. 5 (1) of the Rules, the side stringers and cross ties are
to meet the following condition.
------------- (See Fig 7.1.23)
Guidance Relating to the Rules for the Classification of Steel Ships 2023 11
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
Fig 7.1.21
Fig 7.1.22 Measurement of Fig 7.1.23
(3) Where four transverse rings and one horizontal ring are connected by one cross tie, the co-
efficients and for calculation of the scantlings of horizontal ring are to be obtained from
Table 7.1.5. 404. 2 is to apply to the cross tie.
(4) If stringers are arranged asymmetrically or two cross ties are provided, the scantlings of these
members are to be decided on the basis of equivalent effectiveness.
Table 7.1.5. and of coefficient
Coefficient
≤ 0.2 62 5.32
0.2 ＜ ≤ 0.3 54 4.51
0.3 ＜ ≤ 0.4 50 4.22
0.4 ＜ ≤ 0.5 48 3.92
0.5 ＜ ≤ 0.6 45 3.62
0.6 ＜ ≤ 0.7 43 3.40
0.7 ＜ ≤ 0.8 41 3.18
0.8 ＜ ≤ 0.9 40 3.03
0.9 ＜ ≤ 1.0 38 2.88
1.0 ＜ ≤ 1.2 36 2.66
1.2 ＜ ≤ 1.4 33 2.44
1.4 ＜ ≤ 1.6 32 2.30
12 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
6. Side stringers in bow part(longitudinal bulkhead in centreline only)
(1) Where strong stringers support transverse rings(without cross tie) (See Fig 7.1.24)
Fig 7.1.24
Transverse ring:
Average depth of girder : m
Section modulus of girder :
average over span : cm
bilge part : ′ cm
Longitudinal girder :
Web thickness : mm
Section modulus of girder : cm
, , ′ , and are to be obtained from Table 7.1.6. These formulae apply to
the type of construction comprising three or four transverse rings supported by one or
two strong stringers, where does not exceed 0.5. Symbols are to be as per 403. of
the Rules.
(2) Where the side transverse is connected by cross ties to the vertical webs on the centreline
bulkhead (without longitudinal girders), the principal scantlings are to be determined according to
403. 1 (1) to (4), 2 (1) and 3 (3) of the Rules, in which the coefficient in formulae may be
those in Table 7.1.7. The prescriptions in 404. of the Rule are to apply to cross ties.
404. Cross ties 【See Rule】
1. In the construction of 4 transverses ring/1 cross ties or 4 transverses ring/ 2 cross ties type as per
403. 5 (3), the value of in the formula is to be obtained from the following formulae.(See Fig
7.1.25)
2. In such a construction as shown in Fig 7.1.26, brackets asterisked are to be fitted.
Guidance Relating to the Rules for the Classification of Steel Ships 2023 13
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
Table 7.1.6 Coefficient , , ′ , and
No. of longitudinal
girders
No. of transverses Coefficient
×
0 0.5
0.080 0.125
3 or 4 1.46 3.88
′ 2.89 5.10
1 54 36
3
10.20 5.60
72 45
4
10.60 6.40
0.065 0.115
3 or 4 0.68 3.40
′ 1.36 4.76
2 41 23
3
7.20 3.80
50 32
4
7.7 4.3
Note:
Where only two transverse rings are provided, and are to be replaced by 1.2 and
1.2 , respectively, for the lower longitudinal girder and 0.8 , respectively, for the upper
longitudinal girder.
Table 7.1.7 Coefficient , and ′
No. of cross tie
1 2
Coefficient
0.10 0.09
2.52 1.94
′ 3.83 2.89
Fig 7.1.26
Fig 7.1.25 Value of
14 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
Section 5 Bulkheads in Cargo Oil Spaces
502. Thickness of bulkhead plating
The thickness of the uppermost and the lowest strake of longitudinal bulkheads stipulated in 502. 2
may be tapered down as shown in Fig 7.1.27, provided that their thickness is not less than ob-
tained according to 502. 1 and 3 of the Rules. 【See Rule】
Fig 7.1.27 Tapering of thickness of uppermost and
lowest strakes of longitudinal bulkhead
504. Strong vertical webs 【See Rule】
1. Centreline vertical webs on transverse bulkhead
and in the prescriptions in 504. of the Rules are to include the depth of brackets, if there are
brackets on the opposite side of the bulkhead.
2. End connection of webs attached to bulkheads
The connection of a member having a large moment of inertia, such as longitudinal girder on bulk-
head, and a member having a small moment of inertia, such as longitudinal frames, is to be ar-
ranged as shown in Fig 7.1.28.
Fig 7.1.28
506. Horizontal girders supporting vertical webs 【See Rule】
Connection of webs and longitudinal frames, etc. is to be as specified in 504. 2.
511. Swash bulkheads 【See Rule】
1. The breadth and thickness of the uppermost and lowest strakes of the centreline swash bulkhead
may be 90 % of those required by the Rules for the uppermost and lowest strakes, respectively, of
the longitudinal oiltight bulkhead.
2. The "opening ratio" means the ratio of the sum of areas of openings, except slots and scallops, to
the area of the bulkhead.
3. The section modulus of stiffeners is to be obtained from the following formula;
Guidance Relating to the Rules for the Classification of Steel Ships 2023 15
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
cm
where:
= spacing of stiffeners ( m)
= span of stiffener between supports ( m)
= coefficients stipulated below
both ends effectively bracketed ------------------------------------ 7.1
one end effectively bracketed and the other end supported by girder ---- 8.4
both ends effectively bracketed ------------------------------------ 10.0
= value obtained from the following formula. In no case is it to be less than 2.0
where :
= length of ship ( m)
= opening ratio of bulkhead plating
= length of tank ( m)
4. Where a vertical web at the middle of two longitudinal bulkheads serves as a strong web supporting
horizontal girders, the scantlings of the vertical web are to be obtained from the following formulae:
(1) Depth of web
m
where:
, and = as specified in 504. of the Rules
(2) Sectional area of web at the upper end of lower bracket
cm
where:
, , and = as specified in 501. of the Rules.
= vertical distance from the top of keel to the inner toe of lower bracket of the web ( m)
But, the sectional area of web is to include the bulkhead plating of the part within the
distance form the web to the nearest opening or the distance equal twice the deck
longitudinal spaces on each side of the web, whichever is the smaller.
(3) Thickness of web at the upper end of lower bracket
mm
where:
= spacing of vertical stiffeners fitted to web ( mm)
= as specified in following formula
16 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
= sectional area as specified in (2) ( cm )
= sectional area of the vertical web ( cm )
(4) Section modulus of vertical web
cm
where:
, and = as specified in 504. (1) of the Rules.
= as specified in Par 3. above.
5. The scantlings of waves supporting vertical webs or horizontal girders are not to be less than ob-
tained from the formula in 506. of the Rules. In applying the formula for , is to be replaced by
prescribed in Par 3.
6. The scantlings of webs supporting stiffeners are to be obtained according to 507. of the Rules in
which is to be replaced by prescribed in Par 3 and is to be taken as zero.
7. Where a swash bulkhead consists of bottom transverses, deck transverses, side transverse, vertical
webs on longitudinal bulkhead and struts, the scantlings of these webs and struts are to be ob-
tained by applying 402., 403. and 405. of the Rules correspondingly. In this case, the section mod-
ulus of strut about vertical axis is not to be less than obtained from the following formula.
cm
where:
= depth of strut ( m)
= span ( m) between supports, to be equal to the breadth of side tank in case of side tanks,
or to the distance between longitudinal bulkheads or between centreline vertical web and
longitudinal bulkhead. If tripping brackets for the webs and transverses are provided at the
ends of the face plates, may be the distance between the face plates of transverse.
= as specified in Par 3 above.
Section 6 Relative Deformation of Wing Tanks
601. Relative deformation of wing tanks 【See Rule】
1. Special considerations for the case of exceeding limit values
It is required to submit data enough to prove that the proposed construction has an equivalent
effectiveness.
2. Mean thickness in formulae
The mean thickness of plating in the formulae in 601. of the Rules is to be obtained from the fol-
lowing formula.
∑
∑
where :
and are to be taken as follows;
(1) Transverse bulkheads and perforated swash bulkheads : The thickness and breadth of each
strake of the bulkhead are to be taken at the middle of the breadth of the tank as shown in Fig
7.1.29.
(2) Transverse rings and swash bulkheads of transverse ring type: The thickness and vertical extent
Guidance Relating to the Rules for the Classification of Steel Ships 2023 17
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
of the deck transverse, transverse on longitudinal bulkhead between face bar of deck transverse
and upper face bar of the uppermost strut and so on, and parts from the uppermost strut to
the bottom transverse are to be taken at the middle of the breadth of the tank (at the bulkhead
side if no plating is present at the middle of the breadth of the tank) as shown in Fig 7.1.30.
Fig 7.1.29 Fig 7.1.30
Section 10 Piping Systems and Venting Systems for Oil Tankers
1001. General 【See Rule】
1. In case where double bottom used as other than cargo oil tank is provided below cargo oil tank, the
requirements specified in Sec 10 of the Rules and additionally the requirements specified in the fol-
lowing are to be complied with ;
(1) The air pipes and sounding pipes provided in double bottom may pass through cargo oil tanks.
In this case, all pipe joints in the cargo oil tanks are to be of welded joints with a sufficient
thickness according to the requirements of Table 7.1.8. Further, consideration is to be given to
the piping arrangement for expansion and contraction of the pipes.
(2) Valve operating rods are not to pass through any part subjected to liquid head at all time, such
as the inner bottom plate of the cargo tank.
(3) Pipes conveying liquid and bilge suction pipes for tank or void space at the forward position of
the ship are to comply with the following requirements:
(A) Pipes for tank or void space adjacent to the forward end of cargo oil tank may be led to the
aft pump room. Fuel oil transfer pipes may be led to the pump provided in the engine room.
(B) Pipes for forepeak tank or void space not adjacent to cargo oil tank may be led to the pump
provided in the engine room or the pump to provided in the aft pump room. Where this
tank used ballast tank, ballast pipe may be led to the pipes for ballast tank adjacent to the
cargo oil tank
(C) Where ballast pipes are arranged without passing through cargo oil tanks, piping for fore
peak ballast tanks not located adjacent to cargo oil tanks may be led to the pipe lines for
ballast tanks located adjacent to cargo oil.(As for bilge pipes, the requirements of 1003. 1.
(3) of the Rules are to apply) To the contrary, however, ballast pipes for ballast tanks located
adjacent to cargo oil tanks are not to be led to the pumps which are installed in the engine
room for the use of the ballast tanks not located adjacent to cargo oil tanks.
18 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
Table 7.1.8 The sounding pipes and air pipes passing through cargo oil tanks
Nominal diameter( mm) Thickness of pipe Reference(1)
＜ 100 8.7 Sch. 160
100 ≤ ＜ 200 11.1 Sch. 120
200 ≤ ＜ 250 12.7 Sch. 80
250 ≤ 15.1 Sch. 80
Note:
(1) Standard specified in KSD 3562 and KSD 3570
1002. Cargo oil pumps and cargo oil piping systems, pipings in cargo oil tank, etc.
1. In case of maintaining the gastight using by the oil lubricated device specified in 1002. 1 (1) (b) of
the Rules, apply to Ch. 6, 303. 6. 【See Rule】
2. In the provision 1002. 3 of the Rules, the changable device which the Society requires means the
following device. 【See Rule】
(1) Cargo oil tanks also used as ballast tanks
In case where a tank is used both as a cargo oil tank and a ballast tank alternatively, the cargo
oil pipes, ballast pipes and vent pipes are to be arranged changeable so as to serve respective
cases by giving reference to the example shown in Fig 7.1.31. Further, for other piping systems,
the requirements for the piping systems in cargo oil tanks are to be complied with.
Fig 7.1.31 Example of piping arrangement for a tank used as cargo oil tank and
ballast tank in alternative use
3. In application to 1002. 4 of the Rules, Piping systems to be connected to cargo oil piping are to be
dealt with under the following requirements; 【See Rule】
(1) Pumps and pipes in any piping system connected to cargo oil pipes are to be dealt with as
those in the cargo oil piping system. However, for piping systems specified in 1002. 2 (4), 9 (6),
1003. 1 (2), 2 (2), Guidance Pt 8. Appendix 8-5. 2 (10) (g) and item (2) below, this requirement
may be dispensed with. The piping systems connected to cargo oil piping mean those connected
to cargo oil pipes having openings thereto. Hence, for example, hydraulic oil pipes for the control
of cargo oil piping system are not regarded as the piping system connected to the cargo oil
piping.
(2) In case where the cargo oil piping system is connected to;
(A) Tank vent pipes : The requirements in Guidance Pt 8. Appendix 8-5 2 (10)(g) & (h) are to
be complied with. Ventilating fans except inert gas blowers, are to be installed within the
dangerous spaces. Where the ventilators are located in a enclosded non-hazardous area, it is
to comply with the following requirements.
Guidance Relating to the Rules for the Classification of Steel Ships 2023 19
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
a) The air supply piping from the ventilator is to have automatically actuated shut-off valve
and non-return valve in series.
b) The valves of a) above are to be located at the bulkhead where the air supply piping
leaves the non-hazardous area, with at least the non-return valve on the outside.
c) Shut-off valve is to be opened after the ventilator has started, and automatically closed
after the ventilator has stopped. Procedures for the operation of ventilators and valves
are to be posted near the place of operation.
d) The intake of the ventilator is to be derived from a safe place (eg open deck) outside the
ventilated space.
e) Ventilators is to be of non-sparking type.
(B) Pressure gauge pipes for cargo oil piping system (including pumps) :
The pressure gauge to which cargo oil is directly led is to be installed in the pump room or
on the weather deck. However, when a stop valve is provided at the joint between the
pressure gauge piping system and the cargo oil piping system, and a bulkhead valve is pro-
vided at the penetration between the engine room and the pump room, the pressure gauge
may be installed in the engine room.
(C) Pipes for measuring oil content :
The sampling pipe for measuring oil content may be led to the spaces other than the dan-
gerous spaces, when the pipe is of nominal diameter of 25 or less, and two or more stop
valves are provided between cargo oil piping and the penetration of the casing of the
non-dangerous spaces.
4. In application to 1002. 4. (5) and (6) of the Rules, where at the request of the owner, cargo piping
and the valve control piping are located above the double bottom, the vessel will be assigned with
the notation PCP(Protected Cargo Piping). This applies also to cargo piping and valve control piping
installed in pipe tunnel or duct keel.
5. Bulkhead valves of cargo oil piping systems
In application of 1002. 5 of the Rules, bulkhead valves in cargo oil tanks is to be comply with the
following requirements. 【See Rule】
(1) The arrangement and type of bulkhead valves are to be as given in Table 7.1.9.
Table 7.1.9 Arrangement and type of bulkhead valves
6. In application of 1002. 7 of the Rules, piping in cargo oil tanks is to be comply with the following
requirements. 【See Rule】
(1) Pipes for measuring instruments and remote control equipment.
Steel pipes for measuring instruments and remote control equipment provided in cargo oil tanks
are to have minimum thickness of Sch. 80., except when they have openings in cargo oil tanks.
(2) Scupper pipes and sanitary pipes
20 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
Scuppers draining weather decks may pass through cargo oil tanks. In this case, all of their pipe
joints within cargo oil tanks are to be of welded type and wall thickness of the pipes is to be
not less than 16 mm . As for the pipes of small diameter, however, consideration may be given
reasonably. Scuppers or sanitary pipes from the spaces where ignition source exists such as ac-
commodation space and others, are not to pass through cargo oil tanks. When the pipes of di-
ameter is less than 100 , pipes of Sch. 160 specified in KSD 3570.
(3) Overboard discharge pipes (bilge or ballast pipes)
Overboard discharge pipes passing through cargo oil tanks are to be dealt with under the follow-
ing requirements;
(A) Overboard discharge pipes are not to pass through the cargo oil tanks other than those hav-
ing relatively small capacity (e.g., slop tanks, etc.).
(B) Such pipes thickness in cargo oil tanks are to be 16 mm and all pipe joints in cargo oil tanks
are to be of welded joints. In case where cast steel pipes are used, the pipe thickness may
be 15 mm or more.
(C) Bent pipes are to be provided adequately to absorb the expansion and contraction of the
pipe line.
(D) Internal surface of the pipe is to be coated with paints of good corrosion resistance, except
where cast steel pipes specified in (b) above or steel pipes of adequate thickness consider-
ing corrosion allowance are used.
(E) The pipes are to be supported firmly enough to withstand vibration of ship, and to be so ar-
ranged as to enable maintenance and inspection to be carried out satisfactorily after ships
are in service. As to the construction and workmanships of the penetration part of shell
platings and bulkheads, special care is to be given.
(F) No valves are to be provided in cargo oil tanks.
7. The sounding device of cargo oil tanks is to be of the construction capable of measuring the ullage
without opening the tank hatch cover and installed separately from the opening provided in accord-
ance with the requirements of 1002. 8 of the Rules. 【See Rule】
(1) Means for ullage measurement of cargo oil tanks are to be such as can make the measurement
without opening the tanks.
(2) When sounding pipe is provided, the open end is to be led to the weather deck and to be pro-
vided with the pipe heads having a sluice valve or cock fitted with an automatic closing device.
(3) In case where level indicating device is provided, the device is to be of the one approved in ac-
cordance with the requirements of the 「Guidance for the Approval of Manufacturing Process and
Type approval. etc」.
(4) Level indicating device fitting to cargo oil tank of tanker, which is fitted with fixed inert gas sys-
tem, are to be fixed and closed type.
1003. Piping systems for cargo oil pump rooms, cofferdams and tanks adjacent to cargo oil tanks
1. The open ends of sounding pipes specified in 1003. 1 (4) of the Rules may be provided in pump
room. However, that when the open end is lower than the bulkhead deck, the requirements in Pt 5,
Ch 6, 203. 2 (2) of the Rules are to be complied with. 【See Rule】
2. In application of the 1003. 2 (2) of the Rules, ballast piping system for ballast tanks is to be dealt
with under the following requirements: 【See Rule】
(1) Ballast tanks which are not adjacent to cargo oil tanks and defined as being safe are to be bal-
lasted and deballasted by pumps which are located in gas safe area. However, they may be de-
ballasted by pumps which are located in dangerous area, provided that a check valve fitted on
the line for only deballast.
(2) In case where ballast tanks adjacent to cargo oil tanks are intended to be deballasted by cargo
oil pumps in an emergency, a spool piece(or blank flange) and a screw-down non-return valve
are to be provided on each ballast pipe at the joint with the cargo oil pipe. Further, a warning
notice is to be posted stating that spool pieces are to be removed except for emergencies.
3. In the apply to the 1003. 2 (3) of the Rules, Air vent pipes of ballast tanks adjacent to cargo oil
tanks is to be dealt with under the following requirements; 【See Rule】
(1) The wording "flame screen" specified in 1003. 2 (3) of the Rules means the screen meeting the
following requirements:
(A) To be made of corrosion resisting material.
(B) To comprise two fitted screens of at least 20 × 20 mesh spaced 25.4 ± 12.7 mm apart or
Guidance Relating to the Rules for the Classification of Steel Ships 2023 21
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
single fitted screen of at least 30 × 30 mesh, or to have a performance equivalent thereto
(2) The total sectional area of air vent pipes in case where high level alarm or hatchway specified in
202. of the Rules is provided in ballast tanks adjacent to cargo oil tanks may be larger than the
sectional area under the requirements of Pt 5, Ch 6, 201. 4 (1) of the Rules or 1,000 cm
whichever is the smaller.
4. In application of 1003. 2 (4) of the Rules, the open ends of sounding pipes for ballast tanks ad-
jacent to cargo oil tanks is to be comply with 1003. 1. 【See Rule】
5. In application of 1003. 4 of the Rules, the open ends of sounding pipes for fuel oil tanks adjacent
to cargo oil tanks is to be comply with 1003. 1. 【See Rule】
1005. Venting systems of cofferdams adjacent to cargo oil tanks 【See Rule】
The wording "flame screen" specified in 1005. of the Rules means the one specified in 1003. 4 (1).
1006. Positions of openings of machinery spaces, deck house, etc. and electrical equipment, etc.
【See Rule】
Where cargo pipe is provided to stern regard as dangerous spaces within 3 m from opening.
1007. Tankers carrying only oils having flash point exceeding 60°C
Ventilation system specified in 1007. 6 of the Rules may be deduct 6 times from ventilation fre-
quency and may not non-sparking construction. 【See Rule】
Section 11 Electrical Equipment of Oil Tankers
1101. General 【See Rule】
1. The term "semi-enclosed spaces" specified in 1101. 2 of the Rules means the spaces separated by
decks and bulkheads where the condition of ventilation is significantly different from that of exposed
part of ship.
2. In the case of small ships where part of the forecastle deck corresponds to the dangerous space
under the requirements of 1101. 2 (1) (B) (k) & (C) (e) of the Rules and when electrical equipment
other than explosion-protected ones are installed under an inevitable reason, the following require-
ments are to be complied with:
(1) A steel gas barrier is to be provided on the forecastle deck.
(2) The height of the steel gas barrier is to be 2.4 m or more above the upper deck with the full
width of the forecastle deck where the steel gas barrier is installed.
(3) The steel gas barrier is not to be provided with any opening.
(4) Electrical equipment is to be at least of the totally enclosed water-proof type.
3. The requirement of Pt 1101. 3 (2) (D) apply to the following circuit.
(1) Condenser circuit for filter
(2) Earthing circuit for composing intrinsic safety circuit
(3) Neutral circuit of 3000 and above high voltage 3 phase distribute cabling in main machinery,
special safety area. etc.
4. Examples of dangerous spaces for 1101. 2 of the Rules are classified as follows.
22 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
Fig 7.1.33 Classification symbols of dangerous spaces Fig 7.1.34 Example of (1) (A) zone 0
Fig 7.1.35 Example of (1) (B) zone 1 (a) Fig 7.1.36 Example of (1) (B) zone 1 (b)
Fig 7.1.37 Example of (1) (B) zone 1 (c) ∼ (f) Fig 7.1.38 Example of (1) (B) zone 1 (g)
Guidance Relating to the Rules for the Classification of Steel Ships 2023 23
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
Fig 7.1.39 Example of (1) (B) zone 1 (h) ∼ (j) Fig 7.1.40 Example of (1) (B) zone 1 (k) ∼ (m)
Fig 7.1.41 Example of (1) (C) zone 2 (a) Fig 7.1.42 Example of (1) (C) zone 2 (b),(d),(e)
Fig 7.1.43 Example of (1) (C) zone 2 (f) Fig 7.1.44 Example of (2) (B) zone 2 (a) ∼ (d)
24 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 1 Oil Tankers Pt 7, Ch 1
1103. Electrical equipment in dangerous spaces 【See Rule】
1. Explosion-protected electrical equipment in dangerous spaces is to be suitable for use in the ex-
plosion gas atmosphere classified into gases and vapours group IIB and temperature class T3 as
specified in (KS C ) IEC 60079, or equivalent thereto.
2. In addition to the requirements of 1103. 3 of the Rules following requirements are to be satisfied.
(1) In application of (2) and (3), cargo tank includes tanks adjacent to cargo tanks.
(2) The height of the anode is to be measured from the bottom of the tank to the center of the
anode, and its weight is to be taken as the weight of the anode as fitted, including the fitting
devices and inserts. However, where aluminum anodes are located on horizontal surfaces such
as bulkhead girders and stringers not less than 1 m wide fitted with an upstanding flange or
face flat projecting not less than 75 mm above the horizontal surface, the height of the anode
may be measured from this surface.
1104. Earthing and bonding of cargo tanks, process plant and piping systems for the control of
static electricity 【See Rule】
1. In application to 1104. 1, 2 of the Rules, where bonding straps are not provided, resistance tests
are to be carried out and confirmed that each resistance for the related places is not greater than 1
MΩ.
Guidance Relating to the Rules for the Classification of Steel Ships 2023 25
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
CHAPTER 2 ORE CARRIERS
Section 1 General
101. Application 【See Rule】
1. In case of the ships have no experience the structural analysis of fore/aft body is in accordance
with 103. and 104.
2. The special feature notation GRAB [X] is assigned, in accordance with maximum specific weight up
to [X] tons of grab which is used during strength review of Ch 2.
3. In application to 101. 4 of the Rules, the term "deemed appropriate by the Society" means to com-
ply with the direct strength calculation specified in Pt 3, Ch 1, 206. of the Rules, or to accept in
accordance with Pt 1, Ch 1, 105. of the Rules.
Section 3 Wing Tanks or Void Spaces
304. Girder 【See Rule】
1. In tanks and spaces other than water ballast tanks, the thickness of transverses and swash bulk-
heads may be reduced by 1.0 mm, except where the provisions of 301. of the Rules, are to be
applied.
2. Measurement of span ( , and ) of transverses in wing tanks and void spaces
Where the web under consideration and the adjacent web do not cross at a right angle to each
other, is to be as specified in Fig 7.2.13.
Fig 7.2.13 Measurement of
3. The structural details of transverses and struts are to be in accordance with the following (1) to (3):
(1) General
(A) The dimensions and locations of lightening holes, where provided, are to be as shown in Fig
7.2.14.
Guidance Relating to the Rules for the Classification of Steel Ships 2023 27
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
Fig 7.2.14 Locations and Dimensions of Lightening Holes
Fig 7.2.15
(B) Slots are to be reinforced with collars where flanges of longitudinals are facing each other or
where slots are provided at small intervals as is often the case with bilge part.
(C) Where the depth of a girder is smaller than the required depth, its section modulus is to be
obtained through multiplying the required section modulus by the ratio of required depth to
the actual depth.
(D) In pump rooms or void spaces, the web thickness may be 1 mm smaller than the required
thickness for webs in cargo oil tanks.
(E) Connection of web plates is to be of butt-welding. If lap-welding is adopted, stiffeners are
to be provided across the connection lines.
(F) In end bracket parts, at connections with cross ties, etc. of transverses where sharing stress
and/or compressive stress are expected to be high, additional stiffeners are to be fitted.
These parts are not to have lightening holes. If considered necessary, slots for penetration of
longitudinals in these parts are to be reinforced with collars. Sufficient consideration is to be
taken for continuity of strength at the connection between struts and longitudinal (for exam-
ple, soft brackets are to be provided on the both sides of transverse). (2019)
(G) No scallop is to be permitted in the web plate at the connections of face plates or webs.
Inevitable scallops for work are to be filled up by welding. For face plates adjacent to the
scallop, abrupt change of dimensions is to be avoided carefully. (See Fig 7.2.15)
(H) The radius of the rounded corner of longitudinals and transverses is to be as large as
practicable.
(I) Where angle bars are used instead of flat bars as stiffeners of transverses, etc., their sec-
tion modulus with effective plates is to be approximately equivalent to the required ones.
(J) Where longitudinal frames or stiffeners penetrate bottom transverses, side transverses and
vertical webs on longitudinal bulkhead, proper reinforcement is to be made in the extents
stipulated in Table 7.2.9 by fitting brackets on the opposite side of stiffeners on webs of
transverse, for connecting longitudinals to transverse, by fitting collars at slots, or by other
28 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
suitable means. In ships not exceeding 230 m in length, however, the extent of application
of such reinforcement may be properly reduced. This reinforcement is to apply to the slots
under conditions similar to those in the above-mentioned girders or transverses(for example,
slots in transverse swash bulkheads, etc.)
Table 7.2.9 Extents of reinforcement
Member Extent of reinforcement
Bottom transverse All connections
All connections below the upper end of curvature of upper
cross tie, or the load waterline, whichever is the higher. In
Side transverse ships of 300 m and above in length, it is recommended that
similar reinforcement be applied in wider extent upward beyond
the limit stipulated above.
Vertical webs on
All connections below the upper end of curvature of upper
longitudinal
cross tie.
bulkhead
(2) The construction at the position of floors within the intersection of the inner bottom plating and
longitudinal bulkhead is to comply with the following (A) and (B):
(A) Scallops at the above-mentioned intersections in transverses of wing tanks are to be filled
up by welding or closed with collar plates. (See Fig 7.2.16)
(B) Transverses of wing tanks on the extended line of the inner bottom plating are to be fitted
with gusset plates. (See Fig 7.2.16)
Fig 7.2.16
Section 5 Relative Deformation of Wing Tanks
501. Relative deformation of wing tanks 【See Rule】
1. Where the longitudinal bulkheads are inclined, and are to be so taken that the hatched areas
may be same as shown in Fig 7.2.17.
Fig 7.2.17
Guidance Relating to the Rules for the Classification of Steel Ships 2023 29
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
2. Special considerations for the case of exceeding limit values and how to measure mean thickness of
transverse bulkhead plating are given in the following (1) and (2):
(1) Special considerations for the case of exceeding limit values
It is required to submit data enough to prove that the proposed construction has an equivalent
effectiveness.
(2) Mean thickness in formulae
The mean thickness of plating in the formulae in 501. of the Rules is to be obtained from the
following formula.
∑
∑
where :
and are to be taken as follows;
(A) Transverse bulkheads and perforated swash bulkheads : The thickness and breadth of each
strake of the bulkhead are to be taken at the middle of the breadth of the tank as shown in
Fig 7.2.18.
(B) Transverse rings and swash bulkheads of transverse ring type: The thickness and vertical ex-
tent of the deck transverse, transverse on longitudinal bulkhead between face bar of deck
transverse and upper face bar of the uppermost strut and so on, and parts from the upper-
most strut to the bottom transverse are to be taken at the middle of the breadth of the
tank (at the bulkhead side if no plating is present at the middle of the breadth of the tank)
as shown in Fig 7.2.19.
Fig 7.2.18 Fig 7.2.19
Section 7 Ore/Oil Carriers
701. General 【See Rule】
1. General
The construction, arrangement and equipment of ore/oil carriers are to be in accordance with the
following, in addition to the provisions in 701. 2 of the Rules.
(1) The piping arrangement is to comply with Par 3.
(2) The length of combined ore holds/cargo oil tanks is to comply with Pt 3, Ch 15, 103. 1.
(3) Any openings which may be used for cargo operations are not to be fitted to bulkheads and
decks separating the cargo oil tanks (including combined ore holds/cargo oil tanks) designed and
equipped for the carriage of oil having a flash point below 60°C from other spaces not designed
and equipped for the carriage of oil having a flash point below 60°C.
(4) When used as ore carrier, all compartments except slop tanks are to be gas-freed.
(5) As for the equipment, required time, etc. for cleaning and gas-freeing of cargo oil tanks, design
documents are to be submitted to the Society for reference.
(6) At the time of approval of plans of ore/oil carriers, manuals containing precautions needed in the
process of works for converting from oil tanker into ore carrier and vice versa are to be sub-
mitted to the owner and their copies submitted to the Society.
30 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
2. Construction of pump rooms
(1) The bottom of pump room of ore/oil carrier is to be constructed with particular care for the
continuity of structural members.
(A) The longitudinal bulkheads in the hold space are to be extended aft as far as practicable.
Deep horizontal girders are to be provided on the longitudinal bulkheads at the level of the
inner bottom in the hold space. The webs of these girders are to be of approximately same
thickness as the inner bottom.
(B) Centre girder
Height : same as double bottom in the hold space
Thickness : same as centre girder in the hold space
(C) Side girders
Number : if ≤15 m------ 2 lines each side,
if ＞15 m------ 3 lines each side,
Thickness : same as centre girder
Height : greater than double bottom height in engine room
It is recommended that the side girders be as high as possible.
(D) Sectional area of face plates of girders
The total sectional area of face plates of girders (including total sectional areas of horizontal
girders on longitudinal bulkheads, if any) is not to be less than 35 of the sectional area of
inner bottom in the hold space.
(E) Bottom longitudinals
The section modulus of bottom longitudinals is to be 10 times of that obtained from
the formula in Ch 1, 302 of the Rules. However, it is not to be less than that obtained from
the following formula:
cm
where :
= draft ( m)
= space of longitudinal ( m)
(F) Omission of side girders
One of side girders as per (C) above may be omitted, provided that the thickness of bottom
shell plating under the pump room is increased by 2 mm in excess of the required thickness
(including tapering).
(G) If high tensile steel is used for deck plating over the pump room, the sectional area of deck
in this part is to be suitably increased in excess of the required area.
3. Piping systems
(1) Application
This requirements apply to piping systems and venting systems of ships designed to carry oil or
alternatively solid cargoes in bulk.
(2) Terminology
(A) Combination carrier is a ore/oil carrier specified in 701. 1 of the Rule and a B/O carrier
specified in Ch 3, 801. 1 of the Rules.
(B) Slop tank is a tank which is provided mainly for the carriage of tank washings and cargo oil
and which is designed to be capable of loading oil whose flash point does not exceed 60 ℃
when the ship is in the dry cargo mode.
(C) Solid cargo/oil hold is a compartment which is used as a solid cargo stowing hold when the
ship is in the dry cargo mode and which is used as a cargo oil tank when the ship is not in
the dry cargo mode.
(D) Ballast/solid cargo hold is a compartment which is used as an exclusive tank for ballast ad-
jacent to a cargo oil tank when the ship is not in the dry cargo mode and which is used as
a solid cargo stowing hold when the ship is in the dry cargo mode.
(E) Exclusive solid cargo hold is a compartment which is used as a void space adjacent to a
cargo oil tank when the ship is not in the dry cargo mode and which is used as a solid car-
go stowing hold when the ship is in the dry cargo mode.
(F) Oil/ballast tank is a tank which is used as a cargo oil tank when the ship is not in the dry
cargo mode and which is used as a ballast tank or void space when the ship is in the dry
Guidance Relating to the Rules for the Classification of Steel Ships 2023 31
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
cargo mode.
(G) Exclusive ballast tank is a compartment which is adjacent to a cargo oil tank when the ship
is not in the dry cargo mode and which is used as an exclusive tank for ballast even when
the ship is in or not in the dry cargo mode.
(H) Cargo hold is a general term for solid cargo/oil hold, ballast/solid cargo hold and exclusive
solid cargo hold.
(I) Cargo oil tank is a general term for solid cargo/oil hold, oil/ballast tank and slop tank.
(3) Bilge Piping Systems
(A) Bilge piping systems for the cargo holds are not to be led to the engine room. The cargo oil
pump may be used for the purpose of bilge suction on condition that the cargo oil piping
systems in the cargo oil pump room used for the bilge suction comply with the require-
ments in Pt 5, Ch 6, 404. and 405. of the Rules.
(B) Bilge suction pipes for the cargo holds
(a) Where two or more cargo oil piping systems (e.g. main and stripping lines) are provided
or cargo oil piping systems are provided independently for the oil/ballast tanks and cargo
holds and where these cargo oil piping systems are so arranged that liquid in all or se-
lected oil/ballast tanks and cargo holds can be discharged (for the oil/ballast tanks, in-
clude the filling of ballasting water) simultaneously when the ship is in the dry cargo
mode, these cargo oil pipes may be used as the bilge suction pipes for cargo holds. The
diameter of these cargo oil pipes used as bilge suction pipes is not to be less than that
specified for the bilge suction pipes.
(b) Where bilge suction pipes are provided for the exclusive use, an exclusive pump for
bilge suction is to be provided in the cargo oil pump room or the bilge suctions are to
be connected to the cargo oil pump in the cargo oil pump room. Where cargo oil pumps
are used as a bilge pump, a stop valve and a screw-down non-return valve are to be
provided at the connection between the bilge pipe and cargo oil pump.
(C) Bilge suctions in cargo holds
(a) In general, one bilge suction is to be arranged on each side of the after end of the car-
go hold. Where the length of cargo hold in ships having only one cargo hold exceeds 66
, an additional bilge suction is to be arranged in a suitable position in the forward
half-length of the hold.
(b) Bilge wells are to be arranged at suitable positions so as to protect the cover plates
from the direct strike of solid cargoes, and to be provided with rose boxes or other
suitable means so that the suction may not be choked by ore dust, etc.
(c) Bilge wells in solid cargo/oil holds and ballast/solid cargo holds, except where these
bilge wells are also used as cargo oil suction wells, are to be provided with cover plates
to blank off these wells or to be provided with blind flanges to blank off the open ends
of the bilge suction pipes when the ship is not in the dry cargo mode.
(D) Bilge suction pipes
For exclusive bilge suction pipes, branch bilge suction pipes are to comply with the require-
ments in Pt 5, Ch 6, Sec 4 in addition to the requirements in (C). In calculating the inside
diameter of the branch bilge suction pipes for draining cargo hold bilge of ore/oil carriers,
the mean width of cargo hold may be used in lieu of . Bilge suction pipes which are also
used as a cargo oil pipe or which are connected to eductors are to be as specified in Table
7.2.10 in addition to comply with the requirements in (b) and ©.
32 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
Table 7.2.10 Bilge suction arrangement in cargo hold (common service piping or using eductor)
Type of cargo Bilge suction Bilge suction Provisions of valve, blind
Bilge well
hold main branch flange, etc.(3)
Screw-down non-return valve
Exclusive Exclusive for branch line; blind flange for
open end(1)
common Screw-down non-return valve
Partial common
service with Exclusive(2) and blind flange for bilge
service(2)
cargo oil suction branch line
Solid cargo/oil main
hold Common service Common
with cargo oil service with Screw-down non-return valve
suction branch cargo oil for branch line
line suction well
Screw-down non-return valve
use of
─ Exclusive for branch line; blind flange for
eductor
open end
common
Screw-down non-return valve
service with
Exclusive Exclusive for branch line; blind flange for
cargo oil
Ballast/solid open end
main
cargo hold
Screw-down non-return valve
use of
─ ─ for Suction side; blind flange
eductor
for open end
common
Screw-down non-return valve
service with
Segregated Exclusive Exclusive for suction side; blind flange
cargo oil
solid cargo for open end
main
hold
use of Screw-down non-return valve
─ Exclusive
eductor for branch line
(Remark)
(1) Wells are to be closed with blind plates or open ends are to be closed with blind flange
(2) As specified in the example of Fig 7.2.20.
(3) Valves, in each case, are to be capable of being operated at control position above the
bulkhead deck
(4) Cargo Oil Piping Systems
(A) Cargo oil piping systems, except for cargo oil pipes connected to the slop tanks specified in
(5), are to be completely gas-freed when the ship is in the dry cargo mode.
(B) Cargo oil suctions in solid cargo/oil hold, except where these suctions are also used as bilge
suctions, are to be provided with blank flanges to blank off the open end of the cargo oil
suction pipes or to be provided with cover plates to blank off the cargo oil suction wells
when the ship is in the dry cargo mode.
(C) Means are to be provided for isolating the piping connecting to the cargo oil pump room
with the slop tanks where slop may be carried on dry cargo mode. The means of isolation
are to consist of a valve followed by a spectacle flange or a spool piece with appropriate
blank flanges. This arrangement is to be located adjacent to the slop tanks, but where this
is unreasonable or impracticable it may be located within the pump room directly after the
piping penetrates the bulkhead.(See Fig 7.2.21)
(D) A separate pumping and piping arrangement is to be provided for discharging the contents of
the slop tanks directly over the open deck when the ship is in the dry cargo mode.
(E) Cargo oil lines below deck are to be installed inside the cargo wing tanks or to be placed in
special ducts which are to be capable of being adequately cleaned and ventilated.
Guidance Relating to the Rules for the Classification of Steel Ships 2023 33
Pt 7 Ships of Special Service
Ch 2 Ore Carriers Pt 7, Ch 2
Fig 7.2.20 Examples of bilge suction arrangement
in solid cargo/oil hold Fig 7.2.21 Examples of piping system of slop tank
(5) Ventilating systems
(A) Combination carriers which are not provided with slop tanks are to comply with the require-
ments in Ch 1, 1004. of the Rules for the ventilating systems for cargo oil tanks of oil
tankers.
(B) Vent pipes for slop tanks are to be led to a suitable position in the open air so as to pre-
clude any danger in case where oil having a flash point not exceeding 60°C is carried therein
when the ship is in the dry cargo mode. Where vent pipes for slop tanks are connected to
the vent pipes for the cargo oil tanks, a change-over device is to be provided to prevent
the vapour in the slop tanks from entering into other compartments when the ship is in the
dry cargo mode. This change-over device is in general to consist of a valve followed by a
blank flange.
(C) All cargo spaces and any enclosed spaces adjacent to cargo spaces are to be capable of
mechanically ventilated. The mechanical ventilation may be provided by portable fans.
34 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 3 Bulk Carriers Pt 7, Ch 3
CHAPTER 3 BULK CARRIERS
Section 1 General
101. Application 【See Rule】
1. The provisions of Ch 3 of the Rules are to apply correspondingly to ships having structural config-
uration similar to bulk carriers such as chip carrier, log/timber carrier.
103. Direct strength calculation 【See Rule】
When determining the scantlings of structural members of cargo hold for a bulk carrier by direct
strength calculations, the procedure is to comply with the Pt 3, Annex 3-2 Guidance for Direct
Strength Assessment of the Guidance.
Section 3 Double Bottoms
301. General 【See Rule】
1. Value of k in the case of large slope angle of bilge hoppers or double-hull construction
Where the angle of slope of bilge hoppers to the horizontal exceeds 60° the value of is to be
obtained from the formula in 301. 4 of the Rules, assuming = 60°. In ships with double-hull
construction, the value of may be 70 of the value obtained from the same formula.
2. Measurement of hold length
Where the angle of slope of lower stool of transverse bulkhead is smaller than 60° the hold length
in the formula in 301. 4 of the Rules, is to be the distance( m) between the intersections of the
inner bottom and straight lines having a slope of 60° and passing through the top of the lower stool
of the transverse bulkhead.
302. Centre girders and side girders 【See Rule】
1. In ships having unusually large freeboards, the height of centre girders may be reduced to the val-
ues obtained from the formula in Table 7.3.2 of the Rules in which is to be replaced by ′ , the
depth to the assumed freeboard deck. In no case, however, is this height to be less than /20.
2. Thickness of partial intermediate side girders
The thickness of partial intermediate side girders prescribed in Table 7.3.2 of the Rules is not to be
less than that obtained from the following (1) or (2), whichever is greater.
(1) Minimum thickness as specified in 106. of the Rules
″
(2) mm
where:
= as specified in Table 7.3.2 of the Rules.
″ = as specified in Table 7.3.1
= as specified in Table 7.3.2 of the Rules.
3. The "specially short holds" in Table 7.3.2 and 304. 1 of the Rules are holds having a length equal to
or less than 30 of the length of adjacent holds.
4. When calculating the thickness of side girder just under the hopper plate of bilge hopper tank, in
the formula in Table 7.3.2 of the Rules is to be measured, as a standard, as shown in Fig 7.3.1.
Further, when calculating the effective sectional area of the above-mentioned side girder, the sec-
tional area obtained from the following formula of the hopper plate in the extent shown in Fig 7.3.1
may be included into the effective sectional area of the same side girder.
Guidance Relating to the Rules for the Classification of Steel Ships 2023 35
Pt 7 Ships of Special Service
Ch 3 Bulk Carriers Pt 7, Ch 3
∑
cm
where:
= height in the hopper plate (m )
= thickness of subtracted by the thickness 2.5 from the hopper plate ( mm)
= angle between the side girder and the hopper plate (degrees)
Table 7.3.1 Coefficient ″
″
upto 0.3 3.0
0.4 3.5
0.5 4.3
0.6 5.1
0.7 5.8
0.8 6.5
0.9 7.0
1.0 7.4
1.2 8.0
1.4 8.4
1.6 upward 8.6
Note:
For intermediate value of , ″is obtained by linear
interpolation.
303. Floor plates 【See Rule】
1. Thickness of partial intermediate floors
(1) The thickness of partial intermediate floors prescribed in Table 7.3.3 of the Rules is not to be
less than that obtained from the following (1) or (2), whichever is greater:
(A) Minimum thickness as specified in 106. of the Rules
(B) The thickness of neighbouring floors obtained from the formulae in Table 7.3.3 of the Rules
with the value of reduced to 60 of the actual one.
304. Inner bottom plating 【See Rule】
For the definition of "specially short holds," 302. 3 is to be referred to 304. 1 of the Rules.
305. Longitudinals 【See Rule】
For the applying 305 of the Rules, where the width of vertical stiffeners provided on floors and that
of struts are specially large, the coefficient in Table 7.3.5 may be modifed in accordance with Pt
3, Ch 7, 403. 2 of the Guidance.
36 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 3 Bulk Carriers Pt 7, Ch 3
Section 4 Hopper Tanks
401. General 【See Rule】
Floor plates are to be provided at the forward and after ends of hopper tanks, and the tank top
plating in the engine room is to be keep the continuity of hopper tanks at ends extended into the
hopper tanks by about 2 frame spaces.
402. Thickness of hopper plates 【See Rule】
1. Where the hopper plate has transverse stiffeners, the thickness of hopper plate is not to be less
than that obtained from the following formula:
mm
where:
= spacing of stiffeners ( m)
The thickness of hopper plates to be included into the calculation of section modulus of hull girder
is, but, to be the actual thickness multiplied by a factor of 0.5 when the ratio of the actual thick-
ness to the thickness derived from the above formula is 1.0, or by a factor of 1.0 when the same
ratio is 2.0 and above, or by a factor obtained by linear interpolation for an intermediate value of
the ratio.
2. The construction at the intersection of inner bottom plating and hopper plate is to be as follows:
(1) The construction at the above-mentioned intersections is to be either of the following two types.
(A) The scallop in the hopper transverse at the above-mentioned intersection is to be filled up
or closed by a collar plate. (See Fig 7.3.2)
Fig 7.3.1 Measurement of Fig 7.3.2
(B) Gusset plates are to be fitted onto the hopper transverse in the extension of inner bottom
plating. (See Fig 7.3.3)
(2) Where the spacing of floor plates in 2 m or more, a bracket is to be provided at the mid-length
between floor plates. This bracket is to reach the inner bottom longitudinal and the hopper plate
longitudinal next to the side girder located at the intersection. (See Fig 7.3.4)
Guidance Relating to the Rules for the Classification of Steel Ships 2023 37
Pt 7 Ships of Special Service
Ch 3 Bulk Carriers Pt 7, Ch 3
Fig 7.3.3 Fig 7.3.4
Section 5 Topside Tanks
502. Thickness of sloping plates 【See Rule】
Where the sloping plate of topside tank has transverse stiffeners, the thickness of sloping plate is
not to be less than that obtained from the following formula:
mm
where:
= spacing of transverse stiffeners ( m ).
The thickness of sloping plates to be included into the calculation of section modulus of hull girder
is, however, to be the actual thickness multiplied by a factor of 0.5 when the ratio of the actual
thickness to the thickness derived from the above formula is 1.0, or by a factor 1.0 when the same
ratio is 2.0 and above, or by a factor obtained by linear interpolation for an intermediate value of
the ratio.
507. Large topside tanks 【See Rule】
Where the longitudinal diaphragm has transverse stiffeners, the thickness of diaphragm is not to be
less than that obtained from the following formula:
mm
where:
= spacing of transverse stiffeners ( m )
The thickness of diaphragms to be included into the calculation of section modulus of hull girder is,
however, to be the actual thickness multiplied by a factor of 0.5 when the ratio of actual thickness
to the thickness derived from the above formula is 1.0, or by a factor 1.0 when the same ratio is
2.0 and above, or by a factor obtained by linear interpolation for an intermediate value of the ratio.
Section 6 Transverse Bulkhead and Stools
601. Transverse bulkhead 【See Rule】
For transverse bulkhead without lowest stool, the thickness of the lowest strake of bulkhead plating
is to be 1 mm greater than those specified in formulae.
38 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 3 Bulk Carriers Pt 7, Ch 3
Section 7 Hold Frame
702. Top and bottom end connections of frames 【See Rule】
Fig 7.3.5 and 7.3.6 show examples of connection of the upper and lower ends of hold frame to the
topside tank and the bilge hopper tank respectively.
Fig 7.3.5 Fig 7.3.6 Fig 7.3.7
Section 8 Decks and Shell Platings
801. Deck plating outside the line of openings 【See Rule】
The effective sectional area of deck outside the line of openings at the ends of topside tank is to
be determined by tapering from the value obtained from the following formula:
where:
= effective sectional area of sloping plate of topside tank in the midship part
= effective sectional area, required by the Rules, of the strength deck in the midship part
802. Deck plating inside the line of openings 【See Rule】
Where the deck inside the line of openings is constructed on the longitudinal framing system, the
thickness of deck plating is not to be less than that obtained from the following formula:
mm
where:
= spacing of longitudinal beams ( m)
= length of deck inside the line of openings ( m)
kN
kN
kN
and = vertical distance from the intersection of sloping plate of topside tank and side
Guidance Relating to the Rules for the Classification of Steel Ships 2023 39
Pt 7 Ships of Special Service
Ch 3 Bulk Carriers Pt 7, Ch 3
shell plating to the upper end of ( m ) and vertical distance from the intersection
of sloping plate of topside tank and side shell plating to the intersection of hopper
plate of bilge hopper tank and side shell plating ( m ) (See Fig 7.3.7)
and = lengths ( m) of holds forward of and abaft the deck inside the line of openings
concerned. But, the lengths of holds are defined as the distances between
bulkheads.
Section 9 Hatch Covers and Hatch Coamings of Cargo Holds
905. Closing arrangements
1. Securing devices 【See Rule】
(1) When calculating the moment of inertia ( ) as specified in 905. 1 (7) of the Rules, the
spacing between securing devices, (m) is maximum of the distance between two consecutive
devices, measured along hatch cover periphery(m), and not to be taken as less than 2.5 .
Where,
= max ( ) (m) (Refer to Fig 7.3.8)
(2) When calculating the actual gross moment of inertia of the edge element, the effective breadth
of the attached plating of the hatch cover is to be taken equal to the lesser of the following
values.
(A)
(B) Half the distance between the edge element and the adjacent primary member
Fig 7.3.8 Spacing of securing devices
40 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 3 Bulk Carriers Pt 7, Ch 3
Section 11 Evaluation of Allowable Hold Loading for Bulk Carriers Considering
Hold Flooding
1103. Shear capacity of the double bottom 【See Rule】
In application to 1103. 6 and 7 of the Rules, the term "Society's satisfaction" means reinforced by a
ring stiffener or by additional panel stiffeners like below figure.
Section 14 Water Level Detection & Alarm and Drainage & Pumping Systems
for Bulk Carriers and Single Hold Cargo Ships
1402. Application 【See Rule】
In application to 1402. 2. of the Rules, "suitable width" means that the distance between the side
shell and the inner bulkhead in any part of the watertight compartments is not less than 760 mm
measured perpendicular to the side shell.
Section 15 Supplementary Provisions for Carriage of Liquid in Holds
1501. General 【See Rule】
1. When cargo holds are utilized as ballast tanks, they are to be kept empty or full throughout the du-
ration of voyage in order to avoid impact due to dynamical load of ballast water.
2. When cargo holds are utilized for ballasting, or under special loading conditions due to loading at
two ports, etc., the scantlings of structural members of double bottoms are, in addition to com-
pliance with the provision in Sec 3. of the Rules not to be less than that obtained from the for-
mulae concerned which are modified as indicated below.
(1) Designed maximum load draught is to replace with the draught in the considered loading con-
dition .
(2) The value of coefficient in the formulae is to be equal to 0.45 + 0.026 ′ or the value ob-
tained from either of the following two formulae depending on whether the hold is loaded or
empty, whichever is greater.
For loaded hold : ′
For hold which may be empty during navigation : ′
where:
= as specified in 301. 3 of the Rules
′ = as specified in Table 7.3.2 of the Rules
(3) The value of coefficient in the formulae prescribed in Table 7.3.2 of the Rules is to be ob-
tained from the following formula. But, the value of in this formula is to be taken as 1.8 if
it is not less than 1.8 and 0.5 if it is less than 0.5
Guidance Relating to the Rules for the Classification of Steel Ships 2023 41
Pt 7 Ships of Special Service
Ch 3 Bulk Carriers Pt 7, Ch 3
where:
= as specified in 301. 4 of the Rules
= ratio of the load difference between the cargo load per unit area on the double
bottom of the adjacent hold and the bottom water pressure including added varia-
ble wave pressure as prescribed in Table 7.3.2 of the Rules to the similar load
difference of the hold under consideration. The largest value of this ratio within
the expected range of bottom water pressure is to be taken. is to lie in the
range from -1.0 to 1.0.
Table 7.3.2 Value of
( m)
Pitching
Rolling
×
= height of cargo oil level measured from the top of inner bottom ( m)
= height of upper deck, at centreline, above the top of inner bottom( m )
= length of hold (distance between transverse bulkheads)
= vertical distance from the intersection of side shell with hopper plate of bilge hopper
tank to the intersection of side shell with the sloping plate of topside tank ( m )
= vertical distance from the intersection of side shell with hopper plate of bilge hopper
tank to the member under consideration ( m )
1502. Holds half-loaded with cargo oils 【See Rule】
Where synchronism between pitching and/or rolling and the natural oscillations of cargo oil
half-loaded in a hold is unavoidable, the scantlings of plating, stiffeners and girders, near the syn-
chronizing oil level, of the transverse bulkheads in case of pitching or of the sloping plates of top-
side tanks in case of rolling are not to be less than that obtained from the respective formulae in
which h is to be determined by the Table 7.3.2.
Section 16 Electrical Equipment in Coal Carriers
1603. Electrical equipment 【See Rule】
1. The wording "explosion-protected type as deemed appropriate by the Society" in 1603. 1 (2) of the
Rules means those generally meeting the requirements in Pt 6, Ch 1, Sec 9 of the Rules having
the flash point G4, the explosion-protective construction of the explosion grade d1 over (Group Ⅱ
A, Temperature Class T4 as specified in (KS C ) IEC 60079) or equivalent the explosion-proof con-
struction, intrinsic safety pressurized protected construction which are serviceable safely in coal dust.
2. Cables led to electrical equipment installed within cargo holds are to be generally mineral insulated
copper sheathed cables, lead sheathed armoured cables or non-metal sheathed armoured cables.
3. To the explosion-protected type approved by the Society in electrical equipment in compartments
adjoining cargo holds specified in 1602. 1 (1) of the Rules the requirements in 1602. 1 above apply
correspondingly.
4. In application to 1603. 3 of the Rules, the term "accepted by the Society" means to comply with
the requirements of Pt 6, Ch 1, Sec. 9 of the Rules and (KS C ) IEC 60079 series.
42 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 3 Bulk Carriers Pt 7, Ch 3
Section 17 Renewal Criteria for Side Shell Frames and Brackets in Single Side
Skin Bulk Carriers and Single Side Skin OBO Carriers
1701. Application and definitions
In application to 1701. 9 of the Rules, where the finite element or other numerical analysis or direct
calculation procedure are allowed according to the Rules, i.e. in case of unusual side structure ar-
rangements or framing, the analysis criteria and the strength check criteria are to be determined at
the discretion of the Society. 【See Rule】
1702. Renewal or other measures 【See Rule】
1. Lower end bracket flanges
The requirements in 1702. 1 (2) (A) (a) of the Rules specify that lower end bracket are required to
be fitted and are to be provided with flanges. Bracket flanges are to be fitted on lower end brack-
ets also in the following cases:
(1) When end brackets were not fitted with flanges at design stage and are required to be fitted
according to the Rules. In this case, care is to be paid to ensure adequate back-up structure in
the hopper and that the bracket is aligned with the back-up structure.
(2) When non-integral lower end brackets were not fitted with flanges at the design stage. In this
case, flanges are to be fitted so as to meet the bending strength requirements in 1703. 4 of
the Rules. The full width of the bracket flange is to extend up beyond the point at which the
frame flange reaches full width.
2. less than at section b) of the frame
For the comparison with at section b), the measured value, , is to be based on zone B
according to Table 7.3.23 of the Rules.
3. Tripping brackets
(1) Where there are two existing tripping brackets supporting frames but their location is not in
complete compliance with the Rules, i.e. one located less than h/3 above zone A and one less
than 2h/3 from intersection of the hopper plate with the side shell, this may be accepted as
equivalent to the requirements in 1702. of the Rules, provided that the tripping bracket thickness
is not less than the frame web thickness.
(2) Tripping brackets not connected to flanges are accepted for the purposes of the Rules, provided
that have soft toe and the distance between the bracket toe and the frame flange is not greater
than about 50 mm. (See Fig 7.3.9)
4. Bending check
The bending check needs not be carried out in the case the bracket geometry is modified so as to
comply with Sec 7.
5. Blast cleaning and coating
When renewal is to be carried out according to the Rules, surface preparation and coating are re-
quired for the renewed structures for cargo holds of new buildings.
6. Zone B made of different plate thickness
When zone B is made up of different plate thickness, the lesser thickness is to be used for the ap-
plication of the requirements in the Rules.
7. Repair of damaged frames already complying with the Rules.
In case of renewal of a damaged frame already complying with the Rules, the following requirements
apply:
(1) The conditions accepted in compliance with the Rules are to be restored as a minimum.
(2) For localized damages, the extension of the renewal is to be carried out according to the
standard practice of the Society, as the frame already complies with the Rules.
(3) Replacements of rolled profile are preferably to be made of the same rolled section. Built-up
profiles are allowed in exceptional cases only. A repair made of an inserted built-up profile in a
Guidance Relating to the Rules for the Classification of Steel Ships 2023 43
Pt 7 Ships of Special Service
Ch 3 Bulk Carriers Pt 7, Ch 3
rolled profile could be acceptable provided some precautions are taken. The flange of the
built-up profile is to overlap the repair area with sniped shape to smoothly allow the stresses to
pass from the rolled profile to the built-up profile and vice versa.
8. Repair of damaged frames before Ch 3, Sec 17 of the Rules implementation
In case of renewal of a damaged frame before implementation date of the Rules for the considered
ship, as built scantlings may be applied. For practical reason, it is up to the Owner whether to re-
new according to the relevant Rules or not.
9. Tripping brackets for higher strength steel side frames and side shell
Where side frames and side shell are made of higher strength steel (HSS), normal strength steel
(NSS) tripping brackets may be accepted, provided the electrodes used for welding are those re-
quired for the particular HSS grade, and the thickness of the tripping brackets is equal to the frame
web thickness, regardless of the frame web material.
1703. Application of roll radius of gyration( ) and bending moment coefficient( ) 【See Rule】
The following loading conditions are to be considered for the application of the Ch 3, Sec 17 of the
Rules.
(1) Homogeneous heavy cargo (density greater than 1.78 tm ), considering =0.25B
(2) Homogeneous light cargo (density less than 1.78 tm ), considering =0.39B
(3) Non homogeneous heavy cargo, if allowed, considering =0.39B
(4) Multi port loading/unloading conditions need not be considered.
Therefore, the following combination of roll radius of gyration( ) and bending moment coefficient
( ) table apply for the purpose of the relevant Rules.
(1) Empty holds of ships allowed to operate in non homogeneous loading conditions, =0.38B and
=10, =17, 19 or 22
(2) Loaded holds of ships allowed to carry only light cargo(density less than 1.78 tm ) =0.38B
and =12, =20, 22 or 26
(3) Other cases =0.25B and =12, =20,22 or 26. This represents the loaded hold of a ship in
homogeneous heavy cargo loading condition, which is more severe than a loaded hold in non
homogeneous cargo condition, where =0.39B.
Fig 7.3.9 Tripping bracket
44 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 4 Container Ships Pt 7, Ch 4
CHAPTER 4 CONTAINER SHIPS
Section 1 General
101. Application 【See Rule】
1. In application to 101. 4 of the Rules, the term "discretion of the Society" means to comply with the
direct strength calculation specified in Pt 3, Ch 1, 206. of the Rules, or to accept in accordance
with Pt 1, Ch 1, 105. of the Rules.
2. In application to 101. 6 of the Rules, the requirements in this Chapter may be applied to a vessel
recognized as a sister-ship or where the Society specifically recognizes them. (2022)
Section 2 Longitudinal Strength
205. Torsional strength 【See Rule】
The torsional strength of hull at each sectional position from the collision bulkhead to the watertight
bulkhead at the fore end of the machinery space is to be such that the following relationship is
satisfied.
≤
where:
= the longitudinal bending stress by the longitudinal bending moment in still water as obtained
from the following formula
× Nmm
= the longitudinal bending stress by the longitudinal bending moment in wave as obtained from
the following formula
× Nmm
= the horizontal bending stress by the horizontal bending moment in wave as obtained from the
following formula
× Nmm
, = as specified in 202. of the Rules
= the horizontal bending moment as obtained from the following formula:
kNm
= coefficient as given in Table 7.4.1 whose value depends on the ratio of the distance
( m) from the aft end of to the position of the section under consideration, where
intermediate values are to be determined by interpolation.
Guidance Relating to the Rules for the Classification of Steel Ships 2023 45
Pt 7 Ships of Special Service
Ch 4 Container Ships Pt 7, Ch 4
Table 7.4.1 Coefficient
0.0 0.4 0.7 1.0
0.0 1.0 1.0 0.0
= section modulus of strength deck with respect to longitudinal bending of hull at the posi-
tion of the section under consideration ( cm ).
= section modulus of hatch side with respect to horizontal bending of hull at the position of
the section under consideration ( cm ).
= as specified in Pt 3, Ch 3, Table 3.3.1 of the Rules
= warping stress due to bending torsion of hull, which is to be in accordance with the dis-
cretion of the Society. But, the value of bending torsion of hull is calculated according to
the following formula
cos
kNm
kNm
= water plane area coefficient.
= the distance from the top of keel to the shear centre ( m). For which is in the below of top
of keel, is taken as positive and it may given by the following formula.
: as given by the following formula.
: height of double bottom( m)
: breadth of double hull side( m)
: as given by the following formula.
: as given by the following formula.
: mean thickness( m) of deck, ship's side, and bottom specified in Fig 7.4.1.
Mean thickness may be determined including all the longitudinal strength members
within this range.
46 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 4 Container Ships Pt 7, Ch 4
Fig 7.4.1
= as given by the following formula:
:
≥ :
= distance from the aft end to considering section ( m)
Section 3 Double Bottom Construction
302. Longitudinals 【See Rule】
Where the widths of vertical stiffeners on floor plates and vertical struts are specially large, the co-
efficient prescribed in Table 7.4.1 of the Rules may be modified as prescribed in Pt 3, Ch 7,
403. 2.
Section 4 Double Side Construction
401. General 【See Rule】
1. Where the breadth of double side construction varies in the bilge part, t1 in Table 7.4.2 of the
Rules is to be determined as follows:
(1) and are to be obtained from the following formulae:
,
and are to be obtained as follows:
(a) Bilge hopper type (See Fig 7.4.2)
(b) Stepped type (See Fig 7.4.3)
Guidance Relating to the Rules for the Classification of Steel Ships 2023 47
Pt 7 Ships of Special Service
Ch 4 Container Ships Pt 7, Ch 4
Fig 7.4.2 Fig 7.4.3
(2) The lower end of is to be a point at a height of above the inner bottom.
(3) ′ is to be substituted for ′ .
2. Where the height from the designed maximum load line to the strength deck is usually large, t1 as
per Table 7.4.2 is to be calculated as follows
(1) and are to be obtained from the following formulae:
′ ′
,
where :
′ = depth of the ship ( m ), where the imaginary freeboard deck is provided according
to Pt 3, Ch 1, 203. 2. (1). ′ may be the height from the top of keel to this as-
sumed deck ( m).
(2) The value obtained from the following formula is to be substituted for ′
′
′
where :
′ = as specified in (1).
3. If there is a combination of a cross-tie having an ample sectional area and non-watertight partial
bulkhead or any similar construction is provided midway in the hold, the in provisions in Table
7.4.2 may be measured from the bulkhead to such a construction.
4. In case where the breadth of angles or flat bars supporting stiffeners in double hull of side con-
struction is unusually large, scantlings of stiffeners may be determined in accordance with the pro-
vision of Pt 3, Ch 7, 403. 2.
402. Side transverse and side stringer 【See Rule】
The thickness of side transverse girders for shear force and shear buckling strength is not to be
less than that obtained from the Table 7.4.2 in addition to the requirement of Rules, whichever is
greatest.
48 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 4 Container Ships Pt 7, Ch 4
Table 7.4.2 The thickness of side transverse and side stringer
Division Thickness ( mm)
Side transverse and Side
stringer ′ ,
C : as specified in the following Table.
Side transverse Side stringer
, = as obtained from the following table, in , = as obtained from the following table, in
accordance with the value of . For in- accordance with the value of . For in-
termediate values of , the values of termediate values of , the values of
and are to be determined by linear and are to be determined by linear
interpolation. interpolation.
0.5 and under 0.18 0.05 0.5 and under 0.20 0.07
0.75 0.21 0.08 0.75 0.24 0.05
1.00 0.24 0.09 1.00 0.03
1.25 0.25 0.10 1.25 0.26 0.01
1.50 0.26 0.11 1.50 and above 0.00
1.75 and
0.27 0.12
above
= as obtained from the following formula
= as obtained from the following formula, but
not to be less than 0.2.
= vertical distance from the top of inner bottom to the strength deck at side( m )
= length of hold( m)
= height of centre girder( m )
′ = length of ship( m ). Where, however, exceeds 230 m, ′ is to be taken as 230 m.
= depth of side transverse or side stringer( m). where, the depth of webs is divided by providing
stiffeners in the direction of the length of girder on the webs, in the formulae for may be
taken as the divided depth.
= width of the area supported by the side transverse girders( m)
= depth of the openings at the location under consideration( m )
= or , whichever is smaller
= distance from the lower end of to the location under consideration( m)
= distance from the end of to the location under consideration( m )
= coefficient obtained from table in accordance with the ratio of the spacing ( m ) of the stiffeners
provided in the direction of the depth of girder on the web of side transverse girder and . For
intermediate values of , the value of is to be determined by linear interpolation.
0.3 and under 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.5 2.0 and above
60 40 26.8 20 16.4 14.4 13.0 12.3 11.1 10.2
Guidance Relating to the Rules for the Classification of Steel Ships 2023 49
Pt 7 Ships of Special Service
Ch 4 Container Ships Pt 7, Ch 4
Section 6 Deck Construction
601. Construction 【See Rule】
The requirements of decks inside the line of deck openings in connection with bending in the plane
of deck are not to be less than that obtained from the Table 7.4.3. In the calculations of section
modulus and moment of inertia, the deck inside the line of deck openings is to be regarded as a
web and the hatch end coaming as a flange.
Table 7.4.3 Decks inside the line of deck opening
Item Framing Scantling
Boxshaped
construction
mm
Thickness of deck But, it is to be included the thickness of bottom plating.
Others
mm
Section modulus cm
Moment of inertial cm
= distance from the top of inner bottom plating to the bulkhead deck at the centre
line of ship ( m)
= width of hatchway( m). where two or more rows of hatchway are provided, the width
of the widest hatchway is to be taken.
= width of deck inside the line of deck openings( m)
, = as obtained form Table in accordance with the value of . For intermediate val-
ues of , the value of C1, C2 are to be determined by linear interpolation.
0.5 and under 1.00 0.50
1.5 and above 0.37 0.10
= as obtained form the following formula
×
= spacing of vertical webs provided on transverse bulkhead ( m )
= moment of inertia vertical webs provided on transverse bulkhead ( cm )
= moment of inertia of decks inside the line of deck openings ( cm )
Section 9 Strength at Large Flare Location (2019)
901. Shell plating 【See Rule】
The thickness of shell plating is to be in accordance with Pt 3, Ch 4, 401.1.
902. Frames 【See Rule】
The scantlings of frames are to be in accordance with Pt 3, Ch 8, 108.1.
50 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 4 Container Ships Pt 7, Ch 4
903. Girders 【See Rule】
1. The scantlings of girders are to be in accordance with Pt 3, Ch 9, 104.1.
2. Buckling strength of girders webs are to be examined by the requirements in Pt 3, Ch 9, 104.2., 3.
Section 10 Freight Container Securing Arrangement
1002. Freight container securing systems 【See Rule】
1. In case of intending to be approved by the Society for freight container securing arrangement as
specified in 1002. of the Rules, it is to be satisfied with the requirement of Annex 7-2 Guidance
for the Container Securing Arrangements.
2. For approval of manufacturing process and type approval of securing arrangement are to comply with
the requirements in Ch 3, Sec 25. of 「Guidance for Approval of Manufacturing Process and Type
Approval, etc.」
3. Inspection procedure of Freight container securing arrangement
(1) Inspection procedure of type approved freight container securing arrangement in accordance with
the requirements of Ch 3, Sec 25 of 「Guidance for Approval of Manufacturing Process and Type
Approval, etc.」 is as follows.
(2) The nature and extent of production testing will be considered but the arrangements are to be
at least equivalent to one of the following schemes:
(A) (a) For rod lashings, fittings and securing devices
One sample from every fifty pieces, or from each batch if less than fifty piece, is to be
proof loaded to 1.5 times the safe working load for which the item is intended.
(b) For chain or wire rope lashings
One sample from every fifty pieces, or from each batch if less than fifty piece, is to be
to breaking.
(B) Alternatively, every piece of fittings, securing devices and lashings is to be proof loaded to
the safe working load of the item and in addition, one sample from every batch of chain or
wire rope lashings is to be tested to breaking.
(3) For fixed securing devices such as items 12. to 15. in Table 3.25.2 of 「Guidance for Approval of
Manufacturing Process and Type Approval, etc.」 consideration will be given to a reduced fre-
quency of mechanical production testing provided the following (A) and (B). Where manufacturer
for the fixed securing devices has the certificates of this Class' quality assurance system, in-
spection procedure is to comply with Ch 5, 305. of 「Guidance for Approval of Manufacturing
Process and Type Approval, etc.」
(A) Prototype test results indicate a breaking strength at least 50 greater than that required by
the Table 3.25.1 of 「Guidance for Approval of Manufacturing Process and Type Approval, et
c.」
(B) A suitable non-destructive inspection procedure is agreed.
(4) For production tests carried out in accordance with (2)(A) permanent deformation(other than that
due to initial embedding of component parts) will not be accepted within the range of loading up
to :
(A) where SWL is less than 25 tones : 1.5 × SWL (ton )
(B) where SWL is 25 tones or greater : SWL + 12.5 (ton)
Consideration may be given to acceptance of permanent deformation in the load range be-
tween that given in (2) and the proof load provided that satisfactory manual operation can be
achieved after completion of tests.
(5) In the event of premature failure or serious plastic deformation occurring in a test sample a fur-
ther sample should be selected for testing. In the event that this sample is found to be unsat-
isfactory, the associated batch will be rejected.
(6) For production tests carried out in accordance with (2)(B) permanent deformation will not be
accepted.
Guidance Relating to the Rules for the Classification of Steel Ships 2023 51
Pt 7 Ships of Special Service
Ch 5 Ships Carrying Liquefied Gases in Bulk / Ch 6 Ships Carrying Dangerous Chemicals in Bulk Pt 7, Ch 5 / Ch 6
CHAPTER 5 SHIPS CARRYING LIQUEFIED GASES IN BULK
(Separate Publication)
CHAPTER 6 SHIPS CARRYING DANGEROUS CHEMICALS IN
BULK
(Separate Publication)
Guidance Relating to the Rules for the Classification of Steel Ships 2023 53
Pt 7 Ships of Special Service
Ch 7 Car Ferries and Roll-on/Roll-off Ships Pt 7, Ch 7
CHAPTER 7 CAR FERRIES AND ROLL-ON/ROLL-OFF SHIPS
Section 3 Deck Structure
301. Application 【See Rule】
1. Thickness of vehicle deck (2022)
The thickness of vehicle deck is not to be less than that obtained from the following (1) and (2).
(2017)
However, the thickness of plating of weather decks is to be 1 mm thicker than obtained from those
formulae.
(1) Where the distance between centres of wheel prints in a panel is not less than 2 (See Fig
7.7.1)
Fig 7.7.1 Measurement of
′
×
mm , min mm
= coefficient determined as specified in Table 7.7.1.
= beam spacing ( m )
= maximum design wheel load ( kN ). if , a value equal to the maximum designed
wheel load multiplied by the value of
′ = or , whichever is the smaller ( m)
and = length of wheel print measured in parallel and perpendicular to beam (See Fig
7.7.2). For vehicles with ordinary pneumatic tires, however, values of and in
Table 7.7.2 may be used.
Guidance Relating to the Rules for the Classification of Steel Ships 2023 55
Pt 7 Ships of Special Service
Ch 7 Car Ferries and Roll-on/Roll-off Ships Pt 7, Ch 7
Table 7.7.1 Coefficient
Vehicles Vehicles used for
Other vehicles
Frames cargo handling
.
Longitudinal
framing
Midship part but, in no case is it to be
of strength less than 5.2
Longitudinal
deck
strength
(0.4L)*
member Transverse
framing
but, in no case is it to be
less than 5.2
Fore and aft end part*
Elsewhere
: either or according to value of . However, value of is not to be less than
′ ≤
:
coefficient determined according to values of as specified below:
when is 230 m and under
when is 400 m and above
: distance(m) from the top of keel to the lower edge of plating when the platings under con-
sideration are under and to the upper edge of plating when the platings under consid-
eration are above , respectively.
′: the greater of the value specified in Pt 3, Ch 3, 203., (5) (a) or (b)
: when high tensile steels are used for not less than 80 % of side shell plating at the
transverse section amidship and 1.0 for other parts.
: vertical distance from the top of keel at midship to the horizontal neutral axis of the athwart-
ship section of hull (m).
, : as specified in Pt 3, Ch 1, 124 of the Rules. In longitudinal framing system of
Midship part of strength deck, it is to be or more.
* : In deck plating having intermediate value of distance from fore end, is to be determined by
linear interpolation.
Table 7.7.2 Wheel print length and
Direction Wheel print length parallel to axle Wheel print length right angle to axle
In Fig 7.7.2, In Fig 7.7.2,
in Case (I), in Case (I),
Wheel in Case (II) (*) in Case (II) (*)
Single tire
Double tire
= as specified in Par 301. 1 (1)
= maximum tire pressure in kN/m2. Where the maximum tire pressure is not defined, it is
as given by the following formula.
(kN/m2)
, ( kN)
,
( ≥ kN)
For special vehicle, actual wheel print lengths are to be applied.
56 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 7 Car Ferries and Roll-on/Roll-off Ships Pt 7, Ch 7
Fig 7.7.2 Measurement of
(2) Where the distance between centres of wheel prints in a panel is less than 2 S + a (See Fig
7.7.1)
′
× ,
min mm
= sum of distances between centres of wheel prints in case where wheels are
placed side by side at a spacing less than ( m) (See Fig 7.7.1). Where dis-
tance between centres of wheel prints is not defined, it is as given by the fol-
lowing formula.
1) Wheel loads are applied as Fig 7.7.3
For vehicles with two axles adjacent to each other, such as an extra-long axle cargo truck or
dump truck, distance between centres of wheel prints is as given by the following formula.
(m)
2) Wheel loads are applied as Fig 7.7.4
Distance between centres of wheel prints is as given by the following formula.
wheel print length + distance between vehicles (m)
= number of wheel loads in the range of
, , , ′ and = as specified in (1)
Fig 7.7.3 Fig 7.7.4
Guidance Relating to the Rules for the Classification of Steel Ships 2023 57
Pt 7 Ships of Special Service
Ch 7 Car Ferries and Roll-on/Roll-off Ships Pt 7, Ch 7
2. Section modulus of vehicle deck beams (2022)
The section modulus of beams of decks loaded with wheeled vehicles is not to be less than that
obtained from the following formula:
cm
= coefficient determined as follows.
for ≤ 0.8 : = 1.0
for ＞ 0.8 : = 1.25 - 0.31
= coefficient determined from Table 7.7.3
Table 7.7.3 Coefficient
Vehicles Vehicles exclusively used
Other vehicles
Members for cargo handling
Midship part
Longitudinal of strength deck
but, in no case is it to be but, in no case is it to be
beam (0.4L)*
less than 3.6 less than 4.6
Fore and aft end part* 3.6 4.6
Elsewhere 3.6 4.6
: either or according to value of . However, value of is not to be less than
′ ≤
: coefficient determined according to values of as specified below:
when is 230 m and under
when is 400 m and above
: distance(m) from the top of keel to the lower edge of plating when the platings under con-
sideration are under and to the upper edge of plating when the platings under consid-
eration are above , respectively.
′: the greater of the value specified in Pt 3, Ch 3, 203., (5) (a) or (b)
: when high tensile steels are used for not less than 80 % of side shell plating at the
transverse section amidship and 1.0 for other parts.
: vertical distance from the top of keel at midship to the horizontal neutral axis of the ath-
wartship section of hull (m).
, : as specified in Pt 3, Ch 1, 124 of the Rules. In longitudinal framing system of
Midship part of strength deck, it is to be or more.
* : In deck plating having intermediate value of distance from fore end, is to be determined
by linear interpolation.
, and = as specified in Par 1 (1)
= or obtained from the following formulae, whichever is greater.
58 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 7 Car Ferries and Roll-on/Roll-off Ships Pt 7, Ch 7
, , = span of beam between support points( m)
, , = maximum design wheel load between support points (kN )
, , = distance from each support point to the point of action of wheel load (See
Fig 7.7.5)
, , = number of wheel loads between each span
Fig 7.7.5 Measurement of
3. Scantlings of vehicle deck beams (2017)
Scantlings of beams of car decks may be determined by direct strength calculations using the fol-
lowing standards.
(1) The model of structures and the method of calculation are to be those approved by the Society.
(2) Loads are to be assumed as follows;
(a) 1.5×maximum design wheel load for loaded condition with vehicles on car decks.
(b) 1.2×maximum design wheel load for vehicles used for cargo handling only(forklifts or similar
vehicles used for handling cargo in ports only).
(3) The allowable stressed for calculation of section moduli are to be as shown in Table 7.7.4.
(4) Considering corrosion, etc, the section moduli obtained on the basis of conditions (1) to (3)
above are to be multiplied by 1.2 to determine the actual section moduli.
Table 7.7.4 Permissible stress ( Nmm )
Vehicles used for cargo
Members Other vehicle
handling only
Longitudinal beams of strength
decks in midship region
Elsewhere
4. Movable vehicle deck girder
(1) General
Deck girders of movable vehicle decks and similar constructions are to be in accordance with
the requirements in this Section in addition to Pt 3, Ch 11, 103.
(2) Strength requirement
The scantlings of movable vehicle deck girders are to be determined with the following require-
ments in (A) through (C).
Guidance Relating to the Rules for the Classification of Steel Ships 2023 59
Pt 7 Ships of Special Service
Ch 7 Car Ferries and Roll-on/Roll-off Ships Pt 7, Ch 7
(A) The effective width of compressive plate flange for each girder is to be determined by the
following (a) and (b) corresponding to the stiffening direction of panel.
(a) Effective width for girders parallel to the stiffening direction
The value specified in Rule Pt 3, Ch 1, 604.
(b) Effective width for girders crossing at right angles with the stiffening direction
∙
( mm)
In case buckling stiffeners for deck plate are fitted properly, these may be taken into
account for the determination of effective width. However, it is not to exceed the value
specified in Rule Pt 3, Ch 1, 604.
: Coefficient as given by the following formula. Where, however, exceeds 1.0,
is to be taken as 1.0.
: 1 for girders located on the periphery of vehicle deck, and 2 for the others
: Spacing of girders crossing at right angles with the stiffening direction ( mm)
: Spacing of stiffeners ( mm)
: Coefficient as given by the following formula
: Thickness of vehicle deck plating ( mm)
: Minimum upper yield stress or proof stress of the vehicle deck material
( Nmm )
: Modulus of elasticity of the material to be assumed equal to 2.06 ×
( Nmm ) for steel.
(B) Design load and allowable stresses are to be in accordance with the requirements of follow-
ing (a), (b).
(a) Design load ( kNmm )
- For loaded condition with vehicles on vehicle decks
: Design load on vehicle deck ( kNmm )
: Tare of vehicle deck per unit area ( kNmm )
- For vehicles used for cargo handling only (fork lifts or similar vehicles used for han-
dling cargo in ports only)
(b) Allowable stresses ( Nmm )
As specified in Table 7.7.5. Where, ( Nmm ) is minimum upper yield stress or proof
stress of the material.
Table 7.7.5 Allowable stress
Normal stress
Shear stress
60 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 7 Car Ferries and Roll-on/Roll-off Ships Pt 7, Ch 7
(C) In case the scantlings of girders are determined based upon direct calculations, the method
of assessments is to be a grillage model analysis or that can take account of the elastic
buckling effects of compression panels of vehicle deck. Otherwise, it may be acceptable that
elastic FEM analysis by using shell elements model is carried out and, in addition, buckling
strength of compression panels is checked complying with the requirements of Pt 3, Annex
3-2, III.2.
(3) Structural details
(A) Fillet weld of the connection of girder webs to the vehicle deck is to be in accordance with
Table 7.7.6.
(B) The thickness of web plates is not to be less than that obtained by the following formula,
except where buckling strength of web plate is examined precisely.
: Depth of girders ( mm)
: Coefficients are given by the followings.
65 for symmetrically flanged girders
55 for asymmetrically flanged girders
Table 7.7.6 Fillet weld of girder to movable vehicle deck
Panel on which Panels other than the
vehicular traffic is specified in the left
frequent (1) column
1) Girders on the deck panel periphery
2) Within midspan of girders other than
mentioned in (2)
F2
3) Within end part of girders other than F2 (Both sides)
mentioned (2) (Both sides)
4) Intersection for ′ of girders other than
mentioned in (3)
F2
5) Other than those mentioned above
(One side, at least)
(1)
Deck panels which are subject to the dynamic load in the vicinity of ramp way and are on the route
between a ramp way and another ramp way to reach another deck
(2)
: The total length of each girder
(3)
′ : The span of each girder, and ′ on either side of the inter section of girders is to be welded
(4)
: As specified in Rule Pt 3, Ch 1, Table 3.1.11
5. Supporting structures of movable vehicle deck
(1) The requirements in this section apply to structures supporting movable vehicle decks.
(2) Considering the shape, designed load, etc., of deck panels, supporting structures of movable ve-
hicle decks are to be arranged appropriately.
(3) The connection of supporting members to hull structural members is to be suitably constructed
so as to avoid stress concentration. If necessary, suitable reinforcement is to be provided by
means of stiffeners, brackets, etc.
(4) In case deck panels are suspended by wire ropes, the ropes are to comply with the require-
ments of Pt 4 of the Rules or the requirements of the standards as deemed appropriate by the
Guidance Relating to the Rules for the Classification of Steel Ships 2023 61
Pt 7 Ships of Special Service
Ch 7 Car Ferries and Roll-on/Roll-off Ships Pt 7, Ch 7
Society, and subjected to suitable corrosion prevention treatment.
The safety factor of the wire ropes is not to be less than the following value, but may not ex-
ceed 4.
Where,
: Safe working load ( ton )
(5) Scantlings of supporting structural members are to be determined to withstand the design loads
defined in 4 (B) (a) using the following allowable stresses.
shear stress :
bending stress :
equivalent stress :
Where,
: Minimum upper yield stress or proof stress of the material ( Nmm )
303. Deck loads 【See Guidance】 (2020)
1. Deck load (kN/m2) for the weather deck is not to be less than that obtained from the following
formula.
(kN/m2)
where:
, = as given by Table 7.7.7 according to the position of decks.
= block coefficient, however, where is less than 0.6, is to be taken as 0.6, and where
is 0.8 and over, is to be taken as 0.8.
= as given in Table 7.7.8. (see Fig 7.7.4):
= vertical distance from the load line to weather deck at side (m), and is to be measured
at fore end for deck forward of 0.15 abaft the fore end; at 0.15 abaft the fore end for
deck between 0.3 and 0.15 abaft the fore end; at midship for deck between 0.3 abaft
the fore end and 0.2 afore the aft end; and at aft end for deck aftward of 0.2 afore
the aft end (see Fig 7.7.6)
Fig 7.7.6 Position of measuring
62 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 7 Car Ferries and Roll-on/Roll-off Ships Pt 7, Ch 7
Table 7.7.7 Values of and
Line Position of deck Beams(1), Deck
Pillars
Deck plating girders
I Forward of 0.15 abaft the fore end 14.7 4.90 7.35
Forward of 0.15 and 0.3 abaft the fore
II 11.8 3.90 5.90
end
Between 0.3 abaft the fore end and 0.2 2.25(2)
III 6.90 2.25 1.0
afore the aft end 3.45(3)
IV Afterward of 0.2 afore the aft end 9.80 3.25 4.90
NOTE:
(1) Where is 150 m or less, value may be multiplied by the value of following formula:
(2) In case of longitudinal deck girders outside the line of hatchway opening of the strength deck
for midship part.
(3) In case of deck girders other than (2).
2. for deck in Line II in Table 7.7.7, need not exceed that in Line I.
3. is not to be less than that obtained from the formulae in Table 7.7.3, irrespective of the provi-
sions in 1. and 2.
4. Where multi-tier decks of more than 3 are fitted, however, the load applied to the weather deck is
to be greater than the value obtained by multiplying the load obtained in 1., 2. and 3. by the values
in Table 7.7.4.
5. In the provision of " " specified in 303., a weather deck may be regarded as follows in accordance
with the vertical distance, from an imaginary freeboard deck to the weatherdeck at side.
≤ < : Superstructure deck of first tier above an imaginary freeboard deck
≤ < : Superstructure deck of second tier above an imaginary freeboard deck
≤ < : Superstructure deck of th tier above an imaginary freeboard deck
Table 7.7.8 Coefficient
Length of ship
150 m
150 m ≤ 300 m
300 m ≤ 11.03
Guidance Relating to the Rules for the Classification of Steel Ships 2023 63
Pt 7 Ships of Special Service
Ch 7 Car Ferries and Roll-on/Roll-off Ships Pt 7, Ch 7
Table 7.7.9 Minimum Values of
C
Line Position of deck Beams(2), Deck
Pillars, Deck girders
plating
I and II Forward of 0.3 abaft the fore end 4.20 1.37
Between 0.3 abaft the fore end and
′
III 2.05 1.18
0.2 afore the aft end
IV Afterward of 0.2 afore the aft end 2.95 1.47
Second tier superstructure deck above the
′
1.95 0.69
freeboard deck 1.95 0.69
NOTES:
(1) ′ = length of ship (m). Where, however, exceeds 230 m, ′ is to be taken as 230 m.
(2) Where is 150 m or less, value may be multiplied by the value of following formula:.
Table 7.7.10 Coefficient for pressure on exposed decks
Position of exposed deck
Freeboard deck 1.0
3rd tier deck 0.32
4th tier deck 0.25
5th tier deck 0.20
6th tier deck 0.15
7th tier deck and above 0.10
Section 5 Pure Car Carrier (2023)
501. Application 【See Rule】
This section provides the requirements for evaluation of plating and stiffeners for PCC. The offered
scantling is to be greater than or equal to the required scantling based on requirements provided in
502. ~ 507. of this section.
502. Minimum thickness of shell plating above freeboard deck
The thickness of shell plating above freeboard deck is not to be less than:
′ (mm)
′ : length of ship (m), but need not be taken greater than 230 m.
503. Thickness of side shell plating above freeboard deck
The thickness of side shell plating from the freeboard deck to the level at 4.6 m above is not to be
less than:
′
(mm)
64 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 7 Car Ferries and Roll-on/Roll-off Ships Pt 7, Ch 7
: coefficient defined in Pt 3, Ch 4, Table 3.4.1 of the Rules.
: coefficient defined in Pt 3, Ch 4, Table 3.4.1 of the Rules.
: spacing of frames (m)
′ : length defined in 502.
: height defined in Pt 3, Ch 4, 302 of the Rules.
504. Side longitudinals above freeboard deck
The section modulus of side longitudinals above the freeboard deck is not to be less than that ob-
tained from the following formula, whichever is the greater:
(cm3)
′
′ (cm3)
: spacing of longitudinals (m).
: distance between the web frames or between the transverse bulkhead and the web frame
including the length of connection (m).
′ : length defined in 502.
: vertical distance from the side longitudinal concerned to a point ′ above baseline
(m).
: coefficient as defined in Pt 3, Ch 8, 401 of the Rules.
′ : coefficient given by the following:
′ for longitudinals from the freeboard deck to the level at 4.6 m above
′ elsewhere
505. Bulkhead stiffeners of deep tank
The scantlings are to be in accordance with the requirements in Pt 3, Ch 15, 203 of the Rules. The
section modulus for , however, is not to be less than:
(cm3)
: coefficient defined in Pt 3, Ch 15, 202 of the Rules.
: coefficient taken equal to:
: coefficient defined in Pt 3, Ch 15, 203 of the Rules.
: coefficient taken equal to:
for vertical stiffeners
for horizontal stiffeners
: spacing of stiffeners (m)
: span of stiffeners, as defined in Pt 3, Ch 14, 303 of the Rules (m).
Guidance Relating to the Rules for the Classification of Steel Ships 2023 65
Pt 7 Ships of Special Service
Ch 7 Car Ferries and Roll-on/Roll-off Ships Pt 7, Ch 7
506. Thickness of vehicle deck
The thickness of vehicle deck is to be in accordance with the requirements in 301. 1. The value of
, however, is to be substituted by the value defined in following Table 7.7.11.
Table 7.7.11 Coefficient
Vehicles Vehicles used for
Frames Other vehicles
cargo handling
Midship Longitudinal
part framing
but, in no case is it to be less than
Longitudinal
of strength
strength deck
Transverse
member (0.4L)
framing
but, in no case is it to be less than
Fore and aft end part
Elsewhere
: either or according to value of . However, value of is not to be less than .
′ for ≤
for
: coefficient determined according to values of as specified below:
when is not greater than 230 m
when is not less than 400 m
For intermediate value of , is to be obtained by linear interpolation.
: distance (m) from the baseline to the lower edge of plating when the plating under consideration is
under or to the upper edge of plating when the plating under consideration is above .
′ : the greater of the values defined in Pt 3, Ch 3, 203., (5) (a) and (b)
:
when high tensile steels are used for not less than 80 % of side shell plating at the transverse
section amidship and 1.0 for other parts.
: vertical distance from the baseline to the horizontal neutral axis of the hull transverse section (m).
, : factors defined in Pt 3, Ch 1, 124. of the Rules, but not less than 0.5 in longitudinal framing
system of midship part of strength deck
Note : For the intermediate parts between midship part and fore/aft end part, is to be determined by
linear interpolation.
507. Scantlings of vehicle deck beams
The section modulus for vehicle deck beams is not to be less than;
(cm3)
: coefficient defined in 301. 2.
: coefficient defined in Table 7.7.12.
: moment defined in 301. 2.
66 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 7 Car Ferries and Roll-on/Roll-off Ships Pt 7, Ch 7
Table 7.7.12 Coefficient
Vehicles Vehicles used for
Frames Other vehicles
cargo handling
Midship part of strength deck
Longitudinal
(0.4L) but, in no case is it to be but, in no case is it to be less
beam less than than
Fore and aft end part 3.6
Elsewhere 3.6
: either or according to value of . However, value of is not to be less than .
′ for ≤
for
: coefficient determined according to values of as specified below:
when is not greater than 230 m
when is not less than 400 m
For intermediate value of , is to be obtained by linear interpolation.
: Vertical distance (m) from the baseline to the beam under consideration
′ : the greater of the values defined in Pt 3, Ch 3, 203., (5) (a) and (b)
:
when high tensile steels are used for not less than 80 % of side shell plating at the transverse
section amidship and 1.0 for other parts.
: vertical distance from the baseline to the horizontal neutral axis of the hull transverse section (m).
, : factors defined in Pt 3, Ch 1, 124 of the Rules, but not less than 0.5 in longitudinal framing
system of midship part of strength deck
Note : For the intermediate parts between midship part and fore/aft end part, is to be determined by
linear interpolation.
Guidance Relating to the Rules for the Classification of Steel Ships 2023 67
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
CHAPTER 10 DOUBLE HULL TANKER
Section 1 General
101. Application 【See Rule】
1. Application
(1) For ships having the structural features similar to double hull tankers, the requirements in this
Chapter of the Rules are to be applied.
(2) Unless otherwise specially noted, the prescriptions in other Parts apply for matters common to
both cargo ships and tankers.
2. Proposal of novel construction type
In the event that a novel construction type is proposed, scantlings are to be determined by carrying
out comparative calculations with the standard structural model conforming to the requirements of
the Rules. Submission of data covering the results of model experiments or real ship experiments
may be requested by the Society as necessary.
3. Ships carrying liquid cargoes other than petroleum
(1) The scantlings of structural members of the cargo oil tank part of tankers carrying liquid cargoes
of a specific gravity exceeding 1.0 are to be of the values obtained by the following two pro-
cedures, whichever is greater:
(a) To calculate for all of the structural members in accordance with the relevant requirements
of the Rules
(b) To calculate for respective structural members in accordance with the following prescription:
(i) The scantlings of the bulkhead plates, stiffeners attached bulkhead plating and girders
attached bulkhead plating are to be calculated in the formulae specified in Sec 2 to 4
of the Rules by multiplying gravity .
(ii) The scantlings of girders and floors in double bottom and girders and transverses in
double side hull are to be calculated ′ in the formulae specified in 403. and 404. of the
Rules by multiplying gravity .
(iii) The values of are to be selected for respective cases except those contained in Table
7.10.1.
(2) For tankers carrying dangerous chemicals in bulk, the requirements in Ch 6 of the Rules are also
to be applied.
Table 7.10.1 Value of
Cargo
Molasses 1.4
Asphalt 1.1
Concentrated sulphuric acid 1.85
4. Minimum distance between asphalt cargo tank and the adjacent members
For asphalt carrier which all cargo tanks are independent tank, the requirements of Ch 1 Sec 1 101.
4 are applicable to these ships.
102. Location and separation of spaces 【See Rule】
1. (2022)
(1) The size and arrangement of cargo oil tanks and segregated ballast tanks are to comply with the
requirements of MARPOL 1973/78 Annex 1 Reg. 18, 23, 24, 25, 26, 29, 31, 32.
(2) The arrangements of double sides hulls and double bottoms are to comply with the require-
ments of MARPOL 1973/78 Annex 1 Reg. 19.
Guidance Relating to the Rules for the Classification of Steel Ships 2023 69
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
2. Cofferdams and bulkheads bounding cargo oil tanks
(1) In case where a cargo oil tank is adjacent to the fore peak (fore peak tank), the collision bulk-
head is to be free from openings.
(2) Divisions between compartments defined as cofferdams and other compartments (except cargo
oil tanks and fuel oil tanks) are not to have any openings with the exception of bolted watertight
manholes provided in chain locker bulkheads, etc. (no watertight door is permitted).
3. Airtight bulkheads
(1) Cofferdams which are not utilized as main or auxiliary pump rooms and compartments utilized as
cofferdams under the freeboard deck are to meet the requirements for the strength of deep
tanks. The bulkhead between the main pump room and engine room is to have structural scan-
tlings of watertight bulkheads in ships of not less than 100 m in length and of airtight bulkheads
in ships of less than 100 m in length.
(2) The scantlings of airtight bulkheads for which no hydrostatic tests are required are to comply
with the following standards. Airtightness tests may be replaced by hose tests.
(A) The plate thickness is not to be less than 6 mm, which may, however, be reduced to 4.5
mm in ships of less than 100 m in length.
(B) The section modulus of stiffeners and girders is to be 50 of the Rule requirements for
watertight bulkheads. Where connected to shell and decks, however, these stiffening mem-
bers are to be of such an effectiveness as is equivalent to frames and beams.
4. Superstructures and deckhouses
The deckhouse protecting the entrance to pump rooms is to be in accordance with the following
requirements:
(1) The strength of front wall is to be equivalent to that of wall of the bridge.
(2) The strength of side walls and after wall are to be equivalent to that of front wall of the poop.
5. Pipe duct in double bottom
"Adequate mechanical ventilation" defined in 102. 8 (3) of the Rules is to be in accordance with the
requirements in Ch 6, 1203. of the Rules.
6. When applying the requirements in 102. 3 (4) of the Rules, Ch 6, 304. 4 Table 7.6.1 of the
Guidance may be applied to the minimum dimension of clear opening, where deemed appropriate by
the Society. Where differently deliberated by the competent Flag Administrations, shall be in accord-
ance with the relevant requirements.
103. Minimum thickness 【See Rule】
With respect to the requirements of 103. 1 of the Rules, this requirements are applicable to cargo
oil tank and deep tank with larger length or width than ( m).
Section 2 Bulkhead Plating
201. Bulkhead plating in cargo oil tanks and deep tanks 【See Rule】
1. "Bulkhead plating" referred to in this Chapter of the Rules means those plate members used in the
boundaries of cargo oil tanks and deep tanks where longitudinal bulkheads, transverse bulkheads,
decks plates, side shell and inner bottom plates are included.
2. Distribution of and measurement of for L-Type and U-Type tank of Table 7.10.2 of the Rules
are to be in accordance with Fig 7.10.1.
70 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
Fig 7.10.1 and of L-type and U-type tanks
3. In the provision of specified in Table 7.10.2 of the Rules, for side shell plating, a water head
corresponding to the minimum draught amidship min ( m) under all operating conditions of the ship
may be deducted therefrom. The deductible water head at the top of keel is to be min , value at
point min above the top of keel, 0, and value at an intermediate point is to be obtained by linear
interpolation.
202. Swash Bulkheads 【See Rule】
1. Arrangements of swash bulkheads
In case where the length or breadth of a cargo oil tank exceeds, 15 or 0.1 m , whichever is
greater, swash bulkheads are to be provided in cargo oil tanks. Where, however, this requirement
may be dispensed with if special consideration is given to sloshing.
(1) The breadth and thickness of the uppermost and lowest strakes of the centreline swash bulk-
head may be 90 of those required by the Rules for the uppermost and lowest strakes, re-
spectively, of the longitudinal oiltight bulkhead.
(2) The "opening ratio" means the ratio of the sum of areas of openings, except slots and scallops,
to the area of the bulkhead.
(3) The section modulus of stiffeners is to be obtained from the following formula.
cm
where:
= coefficients given below;
both ends effectively bracketed : = 7.1
one end effectively bracketed and the other end supported by girder : = 8.4
both ends supported by girders : = 10.0
= value obtained from the following formula. In no case is it to be less than 2.0.
= opening ratio of bulkhead plating.
= length of tank ( m).
and = spacing of stiffeners and span of stiffener between supports ( m).
(4) In applying the requirements of 405. 1 to 3 of the Rules, the scantlings of girders supporting
stiffeners are to be obtained in such a way that values of specified in the requirements under
consideration referred to are not less than that obtained by substituting with specified in (3).
Guidance Relating to the Rules for the Classification of Steel Ships 2023 71
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
Section 3 Longitudinals and Stiffeners
301. Longitudinals 【See Rule】
For the assessment fatigue strength of ship structure according to 301. 4 of the Rules is to comply
with Pt 3, Annex 3-3 of the Guidance.
Section 4 Girders
401. General 【See Rule】
1. In application of 401. 2 of the Rules, "when approved by the Society" means any of the following
(1) to (3) among ships of 200 m or less.
(1) Tankers with double bottom structures having longitudinal bulkhead only on the centreline,
(hereinafter referred to as "Type A tankers" ) (See Fig 3.3.7 of the Rules)
(2) Tankers with double hull structures having no longitudinal bulkhead on the centreline (hereinafter
referred to as "Type C tankers" ) (See Fig 3.3.7 of the Rules)
(3) Tankers with double hull structures having longitudinal bulkhead only on the centreline
(hereinafter referred to as "Type D tankers" ) (See Fig 3.3.7 of the Rules)
2. In tankers without partial loading conditions such as half-loading or alternate loading, if the spacing
of girders and floors in double bottom and stringers and transverses in double side hull according to
type A, C, D tankers of Par 1 are smaller than the values shown in (1) and (2) , the spacing may
be increased to the values given in (1) and (2) :
(1) Girders in double bottom and stringers in double side hull ..... 4.1 ( m)
(2) Floors in double bottom and transverses in double side hull ..... 2.8 ( m)
402. Direct strength calculations for girders 【See Rule】
When determining the scantlings of girders for double hull tankers by direct strength calculations,
the procedure is to comply with the Pt 3, Annex 3-2 of the Guidance.
403. Scantlings of girders and floors in double bottom 【See Rule】
1. The thickness of centre girders and side girders in double bottom is not to be less than the great-
est of either of the value specified in the following (1) , or specified in the following (2).
Where, however, the thickness of centre girders of tankers having the longitudinal bulkhead on the
centreline may be determined using only .
(1) The thickness obtained from the following formula according to the each location in the cargo oil
tank
mm
where :
= distance between the centres of two adjacent spaces from side girder under consid-
eration to the adjacent girders or the inner end of tank side brackets ( m ).
= the values obtained from the following formulae, whichever is the greater :
m
′ m
′ = vertical distance from the top of the inner bottom plating to the top of hatches
( m).
= depth of side girder under consideration ( m).
72 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
= depth of opening at the point under consideration ( m). Where, however, if vertical
webs attached the transverse bulkhead are provided in the cargo oil tank, openings in
girders provided within the range between the transverse bulkhead and the inner end
of bracket of the lower vertical webs under consideration may be omitted except when
the Society considers it to be necessary. (See Fig 7.10.2)
= longitudinal distance between the centre of of each cargo oil tank and the point
under consideration ( m). Where vertical webs attached the transverse bulkhead are
provided in the cargo oil tank, may be calculated as the distance up to the inner
end of the bracket attached the lower vertical webs. And where is under 0.25 ,
is to be taken as 0.25 .(see Fig 7.10.2)
Fig 7.10.2 Based point of and
= coefficient obtained from Table 7.10.2 and Table 7.10.3 depending on . For inter-
mediate values of is to be obtained by linear interpolation.
= distance between the side shell plating and the longitudinal bulkhead on the cen-
treline of the hull at the top of the inner bottom plating at the midship part ( m).
= length of the cargo oil tank under consideration ( m).
Table 7.10.2 Coefficient of type A and D tanker
0.5 and 1.3 and
0.6 0.7 0.8 0.9 1.0 1.1 1.2
under under
Type A 0.045 0.054 0.061 0.068 0.073 0.076 0.079 0.081 0.082
Type D 0.037 0.044 0.051 0.059 0.065 0.070 0.074 0.076 0.079
Table 7.10.3 Coefficient of type C tanker
1.0 and under 1.2 1.4 1.6 and over
0.073 0.079 0.082 0.083
(2) The thickness obtained from the following formula according to the each location in cargo oil
tank :
mm ,
mm
where :
= depth of girders at the point under consideration ( m)
Guidance Relating to the Rules for the Classification of Steel Ships 2023 73
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
Where, however, if horizontal stiffeners are provided at the half way of the depth of
girders, is the distance from the horizontal stiffener under consideration to the bot-
tom shell plating or inner bottom plating, or the distance form the horizontal stiffener
under consideration to the bottom shell plating or inner bottom plating, or the distance
between the horizontal stiffeners under consideration ( m)
= thickness of girders calculated under the requirements of (1) according to the type of
tankers ( mm)
= coefficient obtained from Table 7.10.4 according to the ratio of spacing ( m ) of stiff-
eners provided in the direction of the depth of girders and . For intermediate values
of , is to be determined by linear interpolation.
= spacing of stiffeners provided depthwise on the girder ( m)
= value obtained from the following formulae:
(a) Where the girder is provided with an unreinforced opening.
where :
= major diameter of the openings ( m)
= the greater of or ( m)
(b) In cases other than(a) : = 1.0
= coefficient obtained from Table 7.10.4 depending on . For intermediate values of
, is to be obtained by linear interpolation.
Table 7.10.4 Coefficient and
0.3 and 1.6 and
0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.2 1.4
under over
64 38 25 19 15 12 10 9 8 7 7
center girder 4.4 5.4 6.3 7.1 7.7 8.2 8.6 8.9 9.3 9.6 9.7
side girder 3.6 4.4 5.1 5.8 6.3 6.7 7.0 7.3 7.6 7.9 8.0
2. The thickness of floors in double bottom is not to be less than the greatest of either of the value
specified in the following (1), or specified in the following (2).
(1) The thickness obtained from Table 7.10.5 according to the type of oil tank
74 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
Table 7.10.5 Thickness of floor
Type of
Type A tankers Type C and D tankers
tankers
′ mm
×
′
mm
= spacing of floors ( m )
= the values obtained from the following formula, whichever is the greater. Where, how-
ever, for tankers without abnormal loading conditions such as half-loading or alternate
loading, specified in Par 1 (1) may be used
m
′ m
= height of floors at the point under consideration ( m).
= depth of opening at the point under consideration ( m ). Where, however, if transverses
attached the longitudinal bulkhead or side transverses attached the side shell plating are
provided in the cargo oil tank, openings in floors provided within the range between the
longitudinal bulkhead or side shell plating and the inner end of the brackets of the lower
transverses under consideration may be omitted except when the Society considers it to
be necessary. (See Fig 7.10.2)
′ = m of Par 1 (1) measuring at the floors under consideration.
is to comply with type of tankers
(A) Type A of tankers : Athwartship distance at the floors under consideration from
centreline of the hull to the point under consideration ( m). However, if transverses
attached the longitudinal bulkhead are provided in the cargo oil tank, for space be-
tween the longitudinal bulkhead and the inner end of the bracket of lower trans-
verses under consideration, y may be calculated as the distance up to the inner
end of the bracket under consideration. If exceeds 0.3′, is to be taken as 0.3
′.
(B) Type C of tankers : Athwartship distance at the floors under consideration from the
centreline of the hull to the point under consideration ( m). However, if brackets at-
tached the lower transverses of double side hull are provided, may be calculated
as the distance up to the inner end of the bracket under consideration. If is un-
der 0.25 ′, is to be taken as 0.25 ′.
(C) Type D of tankers : Athwartship distance at the floors under consideration from
centre of ′to the point under consideration ( m). However, if brackets attached the
lower transverses of double side hull or the lower transverses of the longitudinal
bulkhead on the centreline of the hull in the cargo oil tank are provided, may be
calculated respectively as the distance up to the inner end of the bracket attached
the lower transverses of double side hull or up to the inner end of the bracket at-
tached the lower transverses of longitudinal bulkhead on the centreline of the hull.
If is under 0.25′, is to be taken as 0.25′.
= coefficient obtained from Table 7.10.6 and Table 7.10.8 depending on . For inter-
mediate values of is to be obtained by linear interpolation.
, and ′ are to be in accordance with the requirements of Par 1 (1).
Guidance Relating to the Rules for the Classification of Steel Ships 2023 75
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
(2) The thickness or obtained from the following formula
mm ,
mm
where :
= depth of floors at the point under consideration( m)
Where, however, if horizontal stiffeners are provided at the half way of the depth of
floors, is the distance from the horizontal stiffener under consideration to the bottom
shell plating or inner bottom plating, or the distance form the horizontal stiffener under
consideration to the bottom shell plating or inner bottom plating, or the distance be-
tween the horizontal stiffeners under consideration( m)
= thickness of floors calculated under the requirements of (1) according to the type of
tankers( mm)
= coefficient obtained from Table 7.10.9 according to the ratio of spacing ( m) of stiff-
eners provided in the direction of the depth of floors and . For intermediate values of
, is to be determined by linear interpolation.
= spacing of stiffeners provided depthwise on the floor( m)
= value obtained from the following formulae Par 1. (1)
= or , whichever is the smaller( m)
3. When calculating the thickness of side girder just under the hopper plate of bilge hopper tank, in
the formulae in Par 1. (1) and Fig 7.10.3. is to be measured, as a standard, as shown in Fig 7.10.3.
For the hopper plate within the range of in the figure, the sectional area obtained form the fol-
lowing formula may be included into the effective sectional area of the same side girder under
consideration. However, if exceeds the breadth of the hopper plate , is to be taken as .
∑
cm
= breadth of hopper plate within ( mm)
= thickness of hopper plate - 2.5 ( mm)
= angle between side longitudinal girder plate and hopper plate(degree)
Fig 7.10.3 Measured method of
76 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
Table 7.10.6 Coefficient of the Type A tankers
0.5 and under 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3 and over
0.047 0.048 0.047 0.046 0.045 0.043 0.041 0.039 0.037
Table 7.10.7 Coefficient of the Type C tankers
1.0 and under 1.2 1.4 1.6 1.8 2.0 2.2 2.4 2.6 and over
0.036 0.033 0.031 0.028 0.026 0.024 0.022 0.021 0.019
Table 7.10.8 Coefficient of the Type D tankers
0.6 and under 0.7 0.8 0.9 1.0 1.1 1.2 1.3 and over
0.042 0.041 0.041 0.040 0.039 0.038 0.036 0.035
Table 7.10.9 Coefficient
0.3 and 1.4 and
0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.2
under over
64 38 25 19 15 12 10 9 8 7
404. Scantlings of stringers and transverses in double side hull 【See Rule】
1. The thickness of stringers in double side hull is not to be less than the greatest of either of the
value specified in the following (1), or specified in the following (2) :
(1) The thickness obtained by the following (1) or (2) according to the type of tankers :
mm
where :
= breadth of part supported by stringers ( m).
= the values obtained from the following formulae, whichever is the greater :
m
′ m
h' = vertical distance from the upper end of bilge hopper, if provided, or top of inner
bottom plating to top of hatches ( m ).
d 3 = height of double bottom at ship's sides ( m). Where, however, vertical distance up
to the upper end of bilge hopper, if provided.
= depth of stringers ( m).
= depth of opening at the point under consideration ( m). Where, however, if horizontal
girders attached the transverse bulkhead are provided in the cargo oil tank, openings in
stringers provided within the range between the transverse bulkhead and the inner end
of bracket at the end of horizontal girders under consideration may be omitted except
when the Society considers it to be necessary. (See Fig 7.10.2)
Guidance Relating to the Rules for the Classification of Steel Ships 2023 77
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
= longitudinal distance between the centre of of each cargo oil tank and the point
under consideration ( m). However, if horizontal girders attached the transverse bulk-
head are provided in the cargo oil tank, may be calculated as the distance up to the
inner end of bracket attached the end of horizontal girders under consideration. If is
under 0.25 , is to be taken as 0.25 . (See Fig 7.10.2)
= coefficient obtained from Table 7.10.10 depending on ′ . For intermediate values of
′ , it is to be obtained by linear interpolation.
′ = value obtained from the following formula :
′ m
= length of the cargo oil tank under consideration ( m).
Table 7.10.10 Coefficient
0.5 and 1.3 and
′ 0.6 0.7 0.8 0.9 1.0 1.1 1.2
under over
Type
0.013 0.019 0.025 0.030 0.034 0.037 0.039 0.042 0.045
C
Type
0.020 0.024 0.028 0.032 0.035 0.038 0.040 0.042 0.045
D
(2) The thickness or obtained from the following formulae according to the location in the car-
go oil tank.
mm ,
mm
where :
= depth of stringers at the point under consideration ( m). Where, however, if horizontal
stiffeners are provided at the half way of the depth of stringers in the direction of the
length of stringers, is the distance from the horizontal stiffener under consideration
to the side shell plating or the longitudinal bulkhead of double side hull or the distance
between the horizontal stiffeners under consideration ( m).
= thickness of stringers calculated under the requirements of (1) ( mm).
= coefficient obtained from Table 7.10.11 according to the ratio of spacing of stiff-
eners provided in the direction of the depth of stringers and . For intermediate val-
ues of , ′ is to be obtained by linear interpolation.
= spacing of stiffeners provided depthwise on the stringer( m)
H = as specified in 403. 1. (2)
S 2 = or , whichever is the smaller
Table 7.10.11 Coefficient
0.3 and 1.4 and
0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.2
under over
64 38 25 19 15 12 10 9 8 7
78 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
2. The thickness of transverses in double side hull is not to be less than the greatest of either of the
value specified in the following (1), or specified in the following (2).
(1) The thickness obtained by the following (a) or (b) according to the type of tankers.
′
′ mm
where :
= breadth of part supported by transverses ( m).
= the value obtained from the following formulae, whichever is the greater. Where, how-
ever, for tankers without abnormal loading conditions such as half-loading or alternate
loading, specified in Par 1. (1) may be used.
m
′ m
= depth of transverses ( m).
= depth of opening at the point under consideration ( m). Where, however, if brackets
attached the lower transverses of double side hull are provided, the openings in trans-
verses provided within the range between the top of the inner bottom plating and the
inner end of the bracket under consideration may be omitted except when the Society
considers it to be necessary.(See Fig 7.10.2)
= distance in the direction of ship's depth between the top of the inner bottom plating
or the top of the bilge hopper, if provided, and the point under consideration ( m).
However, if brackets attached the lower transverses of double side hull are provided,
for space between the top of the inner bottom plating and the inner end of the
bracket under consideration, may be calculated as the distance at the inner end of
the bracket under consideration. If exceeds 0.4 ′ , is to be taken as 0.4 ′ .(See
Fig 7.10.2)
= coefficient obtained from Table 7.10.12 depending on ′ . For intermediate values of
′ , is to be obtained by linear interpolation.
′ , ′ , and are to be in accordance with the requirements of Par 1 (1).
Table 7.10.12 Coefficient of the Type C and D tankers
0.5 and 1.3 and
′ 0.6 0.7 0.8 0.9 1.0 1.1 1.2
under over
Type C 0.052 0.051 0.049 0.046 0.043 0.041 0.038 0.036 0.034
Type D 0.034 0.034 0.034 0.034 0.033 0.033 0.032 0.031 0.030
(2) The thickness or obtained from the following formulae.
mm ,
mm
where :
= depth of transverses at the point under consideration ( m). Where, vertical stiffeners
are provided at the half way of the depth of transverses in the direction of the length
Guidance Relating to the Rules for the Classification of Steel Ships 2023 79
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
of transverses, distance from the vertical stiffener under consideration to the side shell
plating or the longitudinal bulkhead of double side hull or the distance between the
vertical stiffeners under consideration ( m).
= thickness of transverse calculated under the requirements of (1) ( mm).
and = as specified in 1. (2)
= as specified in 403. 1. (2)
3. When calculating the thickness of stringers and transverses in double side hull, in the formulae in
1, (1) is to be measured, as a standard, as shown in Fig 7.10.4. For the hopper plate within the
range of in the Fig 7.10.4, the sectional area obtained from the following formula may be included
into the effective sectional area of the stringer under consideration. However, if exceeds the
breadth of the hopper plate , is to be taken as .
∑
cm
where :
= breadth of hopper plate within ( mm)
= thickness of hopper plate - 2.5 ( mm)
= angle between side longitudinal girder plate and hopper plate (degree )
405. Girders and transverses in cargo oil tanks and deep tanks 【See Rule】
1. Measurement of span
Measurement of span of girder is to be as specified in Fig 7.10.5.
Fig 7.10.4 Measured method of Fig 7.10.3 Measured method of
2. Transverses on longitudinal bulkhead
(1) Even when large brackets are provided on the opposite side of a longitudinal bulkhead, span
and radius of transverses are to be measured on the wing tank side in the same manner as
in Par 1. But, the size of bracket may be 0.5 ′ ″ , except when is to be taken as ′ if
″ is smaller than ′ . (See Fig 7.10.6)
80 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
Fig 7.10.6 Measured method of ′ ″
(2) In calculating the thickness of web plates in regard to shearing force, the brackets on the oppo-
site side of longitudinal bulkheads may be taken into account.
(3) Girders on corrugated bulkheads are to be of balanced girders. Where balanced girders are not
adaptable, the neutral axis is to be brought as close to the bulkhead plating as possible.
Section 5 Structural Details
501. General 【See Rule】
Areas represented by mark "○" in Table 7.10.13 are required to penetrate longitudinal beams and
longitudinals.
Table 7.10.13 Required areas of longitudinal beam and longitudinals
Length of Ship ( m) 90 ≤ < 120 ≥ 120
Longitudinal beams and side longitudinals
○ ○
attached to sheer strake
Side longitudinals and longitudinals on
longitudinal bulkhead (except those ─ ○
specified above)
Bottom longitudinals, inner bottom
longitudinals and longitudinals on bilge ○ ○
strake
503. Girders and cross ties 【See Rule】
1. General
(1) The dimensions and locations of lightening holes, where provided, are to be as shown in Fig
7.10.7.
(2) Slots are to be reinforced with collars where flanges of longitudinals are facing each other or
where slots are provided at small intervals as is often the case with bilge part.
(3) In case where the depth of girders is smaller than the required depth, the section modulus of
girders is to be obtained by multiplying the Rule-required section modulus by a ratio of the re-
quired depth of girder to actual depth.
(4) In pump rooms or void spaces, the thickness of webs may be reduced by 1 mm from the re-
quired thickness of webs in cargo oil tanks.
(5) The scantlings of members in segregated ballast tanks in the midship part are to be same as
those of members in cargo oil tanks.
(6) In end bracket parts, at connections with cross ties, etc. of transverses where shearing stress
and/or compressive stress are expected to be high, additional stiffeners are to be fitted. These
parts are not to have lightening holes. If considered necessary, slots for penetration of longi-
tudinals in these parts are to be reinforced with collars.
Guidance Relating to the Rules for the Classification of Steel Ships 2023 81
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
Fig 7.10.7 Locations and dimensions of lightening holes
(7) The radius of the rounded corner of girder is to be as large as practicable.
(8) Where angle bars are used instead of flat bars as stiffeners of transverses, etc., their section
modulus with effective plates is to be approximately equivalent to the required ones.
(9) No scallops are to be permitted in web plates at the connection of face plates on transverses
and those of girder plates. Scallops cut out for work convenience are to be filled up by welding.
Abrupt change of dimensions is to be avoided carefully. (See Fig 7.10.8)
(10) Where longitudinal frames or stiffeners penetrate bottom transverses, side transverses and ver-
tical webs on longitudinal bulkhead, proper reinforcement is to be made in the extents stipulated
in Table 7.10.14, by fitting brackets on the opposite side of stiffeners on webs of transverse, for
connecting longitudinals to transverse, by fitting collars at slots, or by other suitable means. In
ships not exceeding 230 m in length, however, the extents of application of such reinforcement
may be properly reduced.
Table 7.10.14 Reinforcing range
Member Reinforcing range
Bottom transverse All connections
All connections below the upper end of curvature of
upper cross tie, or the designed maximum load line,
whichever is higher. In ships of 300 m and above in
Side transverses
length, it is recommended that similar reinforcement be
applied in wider extent upward beyond the limit stipu-
lated above.
All connections below the upper end of longitudinal
Transverses on longitudinal bulkhead
bulkhead curvature of upper cross tie.
(11) Connection of web plates is to be of butt-welding or other type of connection as deemed ap-
propriate by the Society.
2. The intersections of inner bottom plating and bilge hopper
The construction at the intersections of the inner bottom plating and hopper plates is to be as fol-
lows:
(1) Where the constructions at the intersection of the inner bottom plating and hopper plates forms
a built up construction as specified in Fig 7.10.9. It is to comply with following:
(A) Scallops at the above-mentioned intersections in bilge hopper transverses are to be filled up
by welding or closed with collar plates. (See Fig 7.10.9)
(B) Bilge hopper transverses on the extended line of the inner bottom plating are to be fitted
with gusset plates. (See Fig 7.10.9)
82 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
Fig 7.10.8 Fig 7.10.9
(C) Where the spacing of floor plates is 2 m or more, a bracket is to be provided at the
mid-length between floor plates. This bracket is to reach the inner bottom longitudinal and
the hopper plate longitudinal next to the ㄴside girder located at the intersection. (See Fig
7.10.10)
(2) Where the constructions at the intersection of the inner bottom plating and hopper plates forms
a knuckle construction as specified in Fig 7.10.11. The construction at the above mentioned in-
tersection is to be comply with following (A) and/or (B), and (C) in addition to prescribed (1)(C) :
Fig 7.10.10 Fig 7.10.11
(A) Knuckled part is to be bevelled and welded as far as possible.
(B) In areas where brackets are provided, gusset plates are to be attached transverses of bilge
hoppers on the extended line of the inner bottom plating. In case where the radius of cur-
vature at the knuckle is large, the number of gusset plates is to be suitably increased.
(C) Stiffeners as shown in Fig 7.10.10 are to be fitted within 300 mm afore and abaft the
bracket.
3. The construction at the intersections of longitudinal bulkheads in double side hull structures and
hopper plates is to comply with the requirements prescribed in Par 2.
4. Details of end structure of strong brackets
For detailed end structures of end brackets of girders cross tie and transverse is to be standard Fig
7.10.12.
Guidance Relating to the Rules for the Classification of Steel Ships 2023 83
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
Fig 7.10.12 Structural details of bracket toe
5. Connection of struts
In the such a construction as shown in Fig 7.10.13, brackets, as asterisked, are to be fitted.
Fig 7.10.13
Section 6 Special Requirements for Corrosion
607. Thickness of inner bottom plating in cargo oil tanks 【See Rule】
1. Thickness of inner bottom plating specified in Par 1 of the Rules is to comply with following
requirement. In the ships engaged in the carriage of crude oil mainly, the thickness of inner bot-
tom plating is not to be less than obtained from the following formula, except where inner bottom
is inclined appropriately;
mm
84 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
2. Thickness increasing range according to Par 2 of the Rule is to comply with Fig 7.10.14. The thick-
ness of range is not to be less than that specified in 607. 2 of the Rule or Par 1 adding 2.0 mm,
whichever is the greater.
Fig 7.10.14 Range of strengtened for corrosion of inner bottom
Section 8 Special Requirements for Tankers with Mid-deck
801. Application 【See Rule】
1. The structural members of tankers having mid-deck penetrating longitudinally through the cargo
areas are to comply with the requirements in 201., 301. and 403. Values of , and are to as
specified in Table 7.10.15.
Table 7.10.15 Load , and
Provision
201. of the Rules 302. of the Rules 403. of the Rules
Load
Vertical distance from mid-length Vertical distance from
Vertical distance
of for vertical stiffeners, and mid-length of S for horizontal
form the lower edge
from midpoint between the upper girders, and from mid-length
of bulkhead plating
and lower stiffeners for horizontal of for vertical girders to the
to the mid-deck( m)
stiffeners to the mid-deck( m ) mid-deck ( m)
0.85 m,
0.85 m, is to be 0.85 m, is to
is to be as
as specified in Table 7.10.2 of be as specified in Table
specified in Table
the Rules. 7.10.2 of the Rules.
7.10.2 of the Rules.
0.7 times the
0.7 times the vertical distance 0.7 times the vertical
vertical distance
from mid-length of for vertical distance from mid-length of
from the lower edge
stiffeners, and from mid-span of for horizontal girders, and
of bulkhead plating
the upper and lower stiffeners for from mid-length of for
to the top of
horizontal stiffeners to the top of vertical girders to the top of
hatchway
hatchway( m) hatchway( m)
multiplied( m)
2. In case where the thickness of a mid-deck plating is counted as the top plating of the lower cargo
oil tank, it is not to be less than the thickness obtained form the formula given in Par 1 using the
loads specified in 201. of the Rules adding 1.0 mm thereto.
Guidance Relating to the Rules for the Classification of Steel Ships 2023 85
Pt 7 Ships of Special Service
Ch 10 Double Hull Tanker Pt 7, Ch 10
Section 9 Special Requirements for Hatchways and Freeing Arrangements
902. Hatchways to cargo oil tanks (2018) 【See Rule】
1. In case where hatchway covers of glass-fibre reinforced plastics are provided for cargo oil tanks,
they are to comply with the Ch 1, 202. 1.
2. For the tank cleaning hatch covers, It is to comply with Ch 1, 202. 2 and 3.
904. Permanent gangway and passageway 【See Rule】
In application to 904. 1 of the Rules, the term "the satisfaction of the Society" means Pt 4, Ch 4,
501. of the Guidance.
Section 10 Welding
1002. Fillet welding 【See Rule】
In areas where bending, shearing or axial force is particularly significant, the leg length of fillet
welds is to be suitably increased or to be bevelled and welded.
86 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Annex 7-1 Additional Requirements for Oil Tankers Using Crude Oil as a Fuel for Boilers Pt 7, Annex 7-1
Annex 7-1 Additional Requirements for Oil Tankers
Using Crude Oil as a Fuel for Boilers
1. Application
(1) This Annex is apply to the tankers using crude oil or slops as a fuel for main or auxiliary boilers.
(2) Requirements which are not specified in this Annex, may be applied to the related requirements
of the Rules for the Classification of Steel Ships.
2. Approval drawings and documents
The approval drawings and documents are to be submitted by the following:
(A) Arrangement
(B) Arrangement of crude oil and slop tank
(C) Piping diagram
(D) Plans and documents specified in Pt 5, Ch 1, 208. of the Rules
(E) Power and control diagram
(F) Gas instruments and alarm arrangement
(G) Other plans and documents deemed necessary by the Society
3. The crude oil or slops used as a fuel for main or auxiliary boilers.
(1) Crude oil or slops are to be only used as a fuel on the voyage.
(2) Crude oil or slops may be taken directly from cargo tanks or flow slop tanks or from other suit-
able tanks. These tanks are to be fitted in the cargo tank area and are to be separated from
non-gas-dangerous areas by means of cofferdams with gas-tight bulkheads.
(3) When it is necessary to preheat crude oil or slops, their temperature is to be automatically con-
trolled and a high temperature alarm is to be fitted.
4. Boiler
(1) The whole surface of the boilers shall be gas-tight separated from the engine room. The boilers
themselves are to be tested for gas-tightness before being used.
(2) Their connections (to be reduced to a minimum) are to be of the heavy flange type. Within the
engine room and boiler room these pipes are to be fitted within a metal duct, which is to be
gas-tight and tightly connected to the fore bulkhead separating the pump room and to the tray.
This duct (and the enclosed piping) is to be fitted at a distance from the ship's side of at least
20% of the vessel's beam amidships and be at an inclination rising towards the boiler so that
the oil naturally returns towards the pump room in the case of leakage or failure in delivery
pressure. It is to be fitted with inspection openings with gas-tight doors in way of connections
of pipes within it, with an automatic closing drain-trap placed on the pump room side, set in
such a way as to discharge leakage of crude oil into the pump room. In order to detect lea-
kages, level position indicators with relevant alarms are to be fitted on the drainage tank.
(3) Boilers shall be fitted with a suitable hood placed in such a way as to enclose as much as pos-
sible of the burners, valves and oil pipes, without preventing, on the other side, air inlet to
burner register.
(A) The hood, if necessary, is to be fitted with suitable doors placed in such a way as to enable
inspection of and access to oil pipes and valves placed behind it.
(B) It is to be fitted with a duct leading to the open in a safe position, the outlet of which is to
be fitted with a suitable flame wire gauze, easily dismountable for cleaning.
(C) At least two mechanically driven exhaust fans having spark proof impellers are to be fitted
so that the pressure inside the hood is less than that in the boiler room.
(a) The exhaust fans are to be connected with automatic change over in case of stoppage
or failure of the one in operation.
(b) The exhaust fan prime movers shall be placed outside the duct and a gas-tight bulkhead
penetration shall be arranged for the shaft.
(4) When using fuel oil for delivery to and return from boilers fuel oil burning units in accordance
with Pt 5, Ch 6, 902. of the Rules shall be fitted in the boiler room. Fuel oil delivery to, and re-
turns from, burners shall be effected by means of a suitable mechanical interlocking device so
that running on fuel oil automatically excludes running on crude oil or vice versa.
(5) One pilot burner in addition to the normal burning control is required.
(6) The boiler compartments are to be fitted with a mechanical ventilation plant and shall be de-
signed in such a way as to avoid the formation of gas pockets. Ventilation is to be particularly
Guidance Relating to the Rules for the Classification of Steel Ships 2023 87
Pt 7 Ships of Special Service
Annex 7-1 Additional Requirements for Oil Tankers Using Crude Oil as a Fuel for Boilers Pt 7, Annex 7-1
efficient in way of electrical plants and machinery and other plants which may generate sparks.
These plants shall be separated from those for service of other compartments and shall be in
accordance with Classification Societies' requirements.
(7) Means are to be provided for the boiler to be automatically purged before firing.
5. Observation tanks
(1) When crude oil is heated by stream or hot water the outlet of the heating coils should be led
to a separate observation tank.
(2) The observation tank is to be fitted with a air pipes and the opening end is to be flame screen
led to the safe position.
6. Installation of associated components
(1) Pumps, strainers, separators and heaters etc. The whole system of pumps, strainers, separators
and heaters, if any, shall be fitted in the cargo pump room or in another room, to be considered
as dangerous, and separated from engine and boiler room by gas-tight bulkheads.
(2) Electric, internal combustion and steam (when the steam temperature is higher than 220°C)
prime movers of pumps, of separators (if any), etc., shall be fitted in the engine room or in an-
other non-dangerous room. Where drive shafts pass through pump room bulkhead or deck plat-
ing, gas-tight glands are to be fitted by Ch 1, 1002. 1 (1) (b).
7. Pumps
(1) Pumps shall be fitted with a pressure relief by pass from delivery to suction side
(2) It shall be possible to stop them by a remote control placed in a position near the boiler fronts
or machinery control room and from outside the engine room.
8. Electrical equipments
Electrical equipments installed in gas dangerous areas is to be applied in Ch 1, 1103. of the Rules.
9. Piping systems
(1) The minimum thickness of the piping for crude oil or slops and draining pipes for the tray de-
fined in a (2) are to comply with the Pt 5, Ch 6, 102. 6 of the Rules.
(2) The piping connections are to be reduced to a minimum. For the piping connections are to be
fitted inevitably, it is to comply with the Pt 5, Ch 6, 104. of the Rules.
(3) Within the engine room and boiler room these pipes are to be fitted within a metal duct. This
duct is to be specified in the following requirement.
(A) It is to be gas tight and tightly connected to the fore bulkhead separating the pump room
and to the tray specified in 4. (2).
(B) It is to be at an inclination rising towards the boiler so that the oil naturally returns towards
the pump room in the case of leakage or failure in delivery pressure.
(C) This duct is to be fitted at a distance from the ship's side of at least 20 % of the vessel's
beam amidships.
(D) It is to be fitted with inspection openings with gas tight doors in way of connections of
pipes within it, with an automatic closing drain-trap placed on the pump room side, set in
such a way as to discharge leakage of crude oil into the pump room.
(E) A vent pipe is to be fitted at the highest part of the duct and is to be led to the opening a
safe position.
(F) In way of the bulkhead to which the duct is connected, delivery and return oil pipes are to
be fitted on the pump room side, with shut-off valves remotely controlled from a position
near the boiler fronts or from the machinery control room. The remote control valves should
be interlocked with the hood exhaust fans defined in 4. (5) (C) to ensure that whenever
crude oil is circulating the fans are running.
(4) In the piping to supply with oil to boiler manifold, the remote closing means is to be provided.
10. System for monitoring the concentration of hydrocarbon gases
If the concentration of hydrocarbon gases exceeds 30% of the lower flammable limit. An optical
warning device is to be installed near the boiler fronts and in the machinery control room. An
acoustical alarm, audible in the machinery space and control room, is to be provided. Gas detector
is to be fitted at the following position at least.
(A) Duct defined in 9 (3)
(B) Duct defined in 4 (3)
(C) Near the boiler
88 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Annex 7-1 Additional Requirements for Oil Tankers Using Crude Oil as a Fuel for Boilers Pt 7, Annex 7-1
(D) All zones where ventilation may be reduced.
11. Fire protection, inert gas generators and steam supply system
(1) Independent of the fire extinguishing plant as required by from Pt 8, Ch 2 to Ch 9 of the Rules
or Korean Ship Safety Act, an additional fire extinguishing plant is to be fitted in the engine and
boiler rooms in such a way that it is possible for an approved fire extinguishing medium to be
directed on to the boiler fronts and on to the tray defined in 4 (2). The emission of extinguish-
ing medium should automatically stop the exhaust fan of the boiler hood specified in 4 (5) (C).
(2) The duct specified in 9 (3) is to be permanently connected to an approved inert gas system or
steam supply in order to make possible:
(A) In case of fire or leakage
(B) Purging of the duct before carrying out work on the piping in case of leakage.
12. Warning Notice
The following warning notice must be fitted in an easily visible position near the boiler front.
「 Warning
When an explosive mixture is signally by the gas detector plant, the watchkeepers are to do as
following.
- shut off the remote controlled valves on the crude oil delivery
- return pipes in the pump room,
- inject inert gas into the duct
- turn the boilers to normal running on fuel oil.」
Guidance Relating to the Rules for the Classification of Steel Ships 2023 89
Pt 7 Ships of Special Service
Annex 7-2 Guidance for the Container Securing Arrangements Pt 7, Annex 7-2
Annex 7-2 Guidance for the Container Securing Arrangements
CONTENTS
1. General
2. Materials and testing for fixed container securing fittings
3. Materials and testing for Loose container securing fittings
4. Arrangements for stowage on exposed decks without cell guides
5. Container securing arrangements for underdeck stowage without cell guides
6. Container securing arrangements for stowage using cell guides
7. Ship structure
8. Determination and application of forces
9. Container Lashing calculation program and instrument
Appendix 1 Container Dimensions of each types
Appendix 2 Examples of Specific Route
Appendix 3 Sample Calculation based on equations
90 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Annex 7-2 Guidance for the Container Securing Arrangements Pt 7, Annex 7-2
1. General
(1) Application
(A) This Annex is to be applied to securing system of 20 ft and 40 ft container in accordance
with the requirements of ISO 668. And this annex are also to be applied to special type of
containers at Appendix 1 in principle.
(B) Where the securing system is designed and arranged by other than the requirements of this
Annex, it is to be in accordance with those defined in Rules Pt 1 Ch 1. 105.
(C) Fixed fittings which are part of the container lashing equipment or which may affect the
strength of the ship's hull are subject to approval on the basis of the requirements of this
Annex. Details of the connection and the supporting ship structure require approval to satisfy
the design loads determined in accordance with Sec 8 or the safe working load of the fixed
fitting, as applicable. Drawings are to be submitted showing details of the fittings, the at-
tachment, the local foundations and information about the intended materials and welding.
(D) Containers are to be loaded so as not to exceed the weights and distribution within the
stack according to the Cargo Securing Manual. The permissible loading patterns are to be
clearly indicated on the Container Securing Arrangement Plan carried on board the ship.
(E) Where it is intended and specified that loose or fixed parts of the container securing system
are used for lifting appliance purposes, e,g., pedestal sockets and fittings used for lifting of
hatch cover, or twistlocks used for vertical tandem lifting, Rules & Guidances Pt 9 Ch 2 are
applicable. If no approval from lifting aspects is sought, the devices will be considered as
part of a container securing arrangement only.
(F) For ships having the class notation Container Ship, an effective breakwater is to be fitted to
protect the containers against green sea impact loads. For other ships which are equipped
for the carriage containers on deck, protection of the cargo is recommended by the provision
of a breakwater. From Fore End to 0.25 , it is recommended that all door ends face aft in
order to improve the performance of the container walls to withstand green sea loads.
(G) Improper ship handling related to course and speed or threshold phenomena like parametric
rolling can create adverse forces acting on the ship and the cargo which are in excess of
the forces determined on the basis of Sec 8 It is the responsibility of the Master to apply
good seamanship in order to mitigate excessive ship motions to reduce forces acting on the
cargo stowage arrangements.
(H) Sample calculation based on equations are referred to Appendix 3.
(2) Special Features Notation
(A) Where container securing arrangements are fitted, and the design and construction of the
system are in accordance with this Annex, the ship will be eligible to be assigned the spe-
cial features notation LS. The container securing arrangements in the Cargo Securing Manual
are submitted to the Society for formal approval.
(B) In addition to (A), if the program for lashing calculations is approved by the Society and in-
stalled and maintained, the ship will be eligible to be assigned the special features notation
LS(CL). The approval procedure of lashing calculation instrument are to be in accordance with
Par 9.
(C) Where apply the specific route reduction factors, the contents related to the application of
the specific route reduction factors to be included in Cargo Securing Manual and the specific
route reduction factors are applicable to onboard lashing program, the ship to be assigned
the special features notation LS(CL, RS).
(D) In relation to (C), if a program capable of calculating the reduction coefficient for an arbitrary
route is installed in addition to the above, a special features notation LS(CL, RS+) should be
assigned to the ship concerned. (2019)
(E) The ships using container securing arrangements designed and manufactured in accordance
with Ch.3, Sec.25, 2504. or 2505. of the Guidance for Approval of Manufacturing Process
and Type Approval, etc. will be eligible to be assigned the special feature notation LS (HHS
or HHT) (2023)
(F) For the existing ship has not the above Special Feature Notation, this Annex can be applied
if owner requests.
(3) Type of Securing systems
(A) Containers are to be secured by one, or a combination, of the following systems. Containers
secured by the other method are to be in accordance with the requirements as deemed ap-
Guidance Relating to the Rules for the Classification of Steel Ships 2023 91
Pt 7 Ships of Special Service
Annex 7-2 Guidance for the Container Securing Arrangements Pt 7, Annex 7-2
propriate by the Society.
(a) Container locking devices
(b) Rod, wire and chain lashing
(c) Buttresses, shores or equivalent structural restraint.
(d) Cell guides
(B) Dunnage is not to be used in associated with approved container securing systems except
where forming part of an approved line load stowage specified in Par 4. (5)
(4) Plans and information required
The following plans and documents are to be submitted for the approval of the Society.
(A) General arrangement plan showing the disposition and design weights of the containers
(B) Arrangement and detail plans of container securing arrangements
(C) Calculations on the strength of container securing arrangement including the following ship
parameters
(a) Moulded draught , vertical centre of gravity (VCG), longitudinal centre of flotation (LCF)
and transverse metacentric height(GM)
(b) Design wind speed
(c) Container lashing strength calculations shall be based on the maximum expected GM val-
ue during operation and shall be taken as 0.075B. However, it may be calculated by se-
lecting an lower GM value when necessary for the operation of the ship. (2017)
(D) Where containers of types other than ISO containers are to be incorporated in the stowage
arrangement, the cargo securing manual is to indicate clearly the locations where these con-
tainers are stowed. In the case of non-ISO containers, the value of the criteria of strength
evaluation should be specified in the he cargo securing manual. The manual is also to in-
dicate the container weights and required securing arrangements for stacks composed en-
tirely of ISO standard containers. (2019)
2. Materials and testing for fixed container securing fittings
(1) General
(A) Fixed cargo securing fittings are to be Type approved in accordance with Guidance for
Approval of Manufacturing Process and Type Approval, Etc Ch 3 Sec 25.
(B) According to Guidance Ch 4 Sec 10, production test are to be carried out.
(2) Materials and design
(A) Steel used for the construction of the fixed cargo securing fittings is to comply with the re-
quirements of Pt. 2 Ch. 1 of the Rules. Where deemed appropriate by the Society, the suit-
able materials in accordance with the International Standard(ISO), National Standard or equiv-
alent standards may be used. Due account is to be taken of the grade and tensile strength
of the hull material in way of the attachment. The chemical composition of the steel is to
be such as to ensure acceptable qualities of weldability. Where necessary, tests are to be
carried out to establish specific welding procedures.
(B) Where securing arrangements are intended to operate at low ambient temperatures, special
consideration is to be given to the specification of the steel.
(C) Proposals for the use of materials other than steel will be specially considered.
(D) Attention is drawn to the need for measures to be taken to prevent water accumulation in
pockets or recesses that could lead to excessive corrosion.
3. Materials and testing for Loose container securing fittings
(1) General
(A) Loose container cargo securing fittings are to be Type approved in accordance with Guidance
for Approval of Manufacturing Process and Type Approval, Etc. Ch 3 Sec 25.
(B) According to Guidance Ch 4 Sec 10, production test are to be carried out.
(C) In the following, the term ‘Fully automatic fitting’ is used to describe fittings which do not
require manual operation during unloading of the containers. It should be noted that usually
these fittings do not mechanically secure the container in the vertical direction (perpendicular
to the hatch cover) in the upright condition when subject to pure vertical motions. Other
modes of operation and novel design will be specially considered.
(2) Materials and design
92 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Annex 7-2 Guidance for the Container Securing Arrangements Pt 7, Annex 7-2
(A) Steel used for loose container securing fittings is to comply with the requirements of Pt. 2,
Ch. 1 of the Rules. Where deemed appropriate by the Society, the suitable materials in ac-
cordance with the International Standard(ISO), National Standard or equivalent standards may
be used.
(B) Where loose container securing fittings are intended to operate at low ambient temperatures,
special consideration is to be given to the specification of the steel.
(C) Proposals for the use of materials other than steel will be specially considered.
(D) Locking devices and other fittings which are inserted into the container castings on the
quayside before lifting on board are to be such as to minimise the risk of working loose
under the effects of vibration and the risk of falling out.
(E) For twistlocks, bottom twistlocks, midlocks, stackers with intermediate plates and fully auto-
matic fittings the contact areas, for both tension and compression between the fitting and
the corner castings of the containers, are to be such as not to exceed a bearing stress of
300 Nmm under the safe working load of the fitting. No increase in the permissible stress
level will be given due to higher strength material of the fittings. In case the design is such
that the contact area is sloped or inclined and not parallel to the container corner casting,
the effective contact area will be specially considered.
4. Arrangements for stowage on exposed decks without cell guides
(1) General
(A) Containers stowed on deck or on hatch covers are generally to be aligned in the longitudinal
direction. In case of stowing the transverse direction it is to be in accordance with the re-
quirements as deemed appropriate by the Society.
(B) Containers are to be stowed so that they do not extend beyond the ship’s side. Adequate
support is to be provided where they overhang hatch coamings or other deck structures. The
stowage arrangements are to be such as to permit safe access for personnel in the neces-
sary working of the ship, and to provide sufficient access for operation and inspection of the
securing devices.
(C) Where containers are stowed on hatch covers, the covers are to be effectively restrained
against sliding by approved type stoppers or equivalent. Details of the locations of stoppers
relative to the supporting structure are to be submitted at as early a stage as possible.
(D) Stanchions and similar structure supporting containers and securing devices such as D-rings
for lashings, are to be of adequate strength for the imposed loads and of sufficient stiffness
to minimise any deflection which could lead to a reduction in the effectiveness of the secur-
ing device.
(E) In general, stowage of heavy containers on top of lighter containers is to be avoided, unless
validated as being satisfactory by an approved on-board lashing program or covered by the
approved container securing arrangement.
(F) When semi automatic/fully automatic fitting is used for external or vertical lashing, approved
fittings for the lashing shall be used. (2017)
(a) For fittings where the locking method requires defined clearances between the corner
castings and the fixed foundations, such fittings are not to be used at the lowest tier of
a stack which is resting with one side on a hatch cover panel and bridging to a contain-
er stanchion. The same applies if the stack is resting on different hatch cover panels or
foundations where relative deflection during ship operation can occur.
(2) Containers in one tier
The containers are to be secured by one of the following (A) to (B);
(A) Containers are to be secured at their lower corner castings by approved locking devices.
(B) Alternatively, containers may be secured by lashings fitted diagonally or vertically at both
ends of each containers, in association with corner fittings at each container corner.
(3) Containers in two tiers
The containers are to be secured by one of the following (A) to (C);
(A) Containers are to be secured at their lower corners at each tier by approved locking devices.
(B) Where the calculations indicate that separation forces will not occur at any point in the
stack, double stacking cones may be fitted at all internal corners of the stack and bridge fit-
tings used to connect the tops of the rows in the transverse direction. Locking devices are
to be fitted at all external corners.
(C) Alternatively, containers may be secured by lashings in association with stacking cones or,
where the calculations indicate that separation forces may occur, with locking device.
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Annex 7-2 Guidance for the Container Securing Arrangements Pt 7, Annex 7-2
(4) Containers in more than three tiers
(A) Containers are to be secured at their lower corners at each tier by approved locking devices.
(B) Alternately containers may be secured by lashings. One or two tiers of lashings may be fit-
ted in association with stacking cones or, where the calculations indicate that separation
forces may occur, with locking devices.
(C) When lashings are employed, they are to be fitted to the bottom corner casting of the upper
container and not to the top casting of the container below.
(D) Proposals to use lashings in pairs (para-lashing arrangements) will be considered. Lashings in
pairs are to be attached one to the bottom corner fitting of the upper tier and the other to
the top corner fitting of the lower tier container. Suitable connections are to be provided at
the lower ends. External para-lash arrangements are not recommended. If external para-lash
arrangements are used, special care should be taken with regard to the interference and
tension force of the upper lashing. (2017)
(E) Where tiers are fitted at higher levels, they are to be secured by locking devices at each
corner and each tier.
(F) Proposals to use horizontal lashings connected to lashing bridges will be specially considered.
The forces in such securing systems are to be determined by direct calculations taking into
account the following effects:
․ stiffness of the container side/end walls, the lashings and the lashing bridge; and
․ the possible horizontal displacements of the containers relative to the lashing bridge due
to the clearances of the hatch cover stoppers and the container securing fittings.
(G) When vertical lashings are used in combination with container securing fittings, consideration
is to be given to the vertical clearances between the fittings and the container corner
castings.
(a) The lashing assembly is to remain elastic when subject to an elongation equating to the
number of interface fittings fitted below the point where the vertical lashing is applied to
the stack. In order to avoid overstressing of the rod and the turnbuckle, provision of
spring or elastic elements incorporated into the turnbuckle may be advantageous. When
lashing from lashing bridge level, the number of interfaces is to be counted down to the
level where the lowest container is resting. The lashing rod is to be fitted to the bottom
casting of the container. For container securing fittings having design clearances in ac-
cordance with ISO 3874, a nominal clearance per fitting of 10 mm is to be taken to de-
termine the total elongation of the lashing system. For fittings having clearances in ex-
cess of 10 mm, the total elongation is to be calculated taking into consideration the
higher clearances.
(b) To take into account the load bearing effect of the vertical lashing arrangement when
performing lashing calculations, the permissible calculated lifting force can be increased
by 150 kN in addition to the safe working load of the container securing fitting. The
nominal lifting force is not to exceed 400 kN at the securing fittings below the fitting
position of the vertical lashing.
(H) For stowage arrangements incorporating fully automatic fittings which do not mechanically
secure the container in pure vertical direction when subject to vertical motions, it is to be
ensured that no separation occurs under the load cases specified in 8.(2)(C) In addition,
where exposed stacks are secured with fully automatic fittings without internal cross lash-
ings, provision is to be made to prevent buoyancy forces acting on the container which could
disengage the containers. In this case the use of effective side screens is required.
Otherwise, the first tier of containers is to be secured by manual or semi-automatic
twistlocks.
(I) If the carriage of one or more tiers of 20 ft containers being overstowed with at least one
tier of 40 ft containers, so called ‘Russian Stow Arrangement’ is desired, the following re-
quirements apply.
(a) At the 20 ft gap the containers are to be secured by means of midlocks or full auto-
matic twistlocks, whereas the fore and aft ends are to be secured by twistlocks and if
necessary supplemented by lashing rods. (2018)
(b) The 40 ft overstow container is to be secured by twistlocks or if necessary with a
combination of twistlocks and lashing rods. The stack is to be assessed in a two step
procedure as follows:
(i) For location at the 40 ft ends the entire mixed stack is to be considered as a 40 ft
stack. The weights of the 40 ft containers are to be considered in the calculations.
94 Guidance Relating to the Rules for the Classification of Steel Ships 2023
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Annex 7-2 Guidance for the Container Securing Arrangements Pt 7, Annex 7-2
For the tiers of 20 ft containers, the weight of one 20 ft container is to be taken as
the basis for the calculation at each tier.
(ii) For the location of the 20 ft tiers at the mid bay position the assessment is to be
carried out as for an unlashed stack. The number of stacks should be determined
taking into account the deformation of the hatch cover. The 40 ft overstow container
does not need to be taken into consideration. (2019)
(5) Line load stowage
(A) Where the containers are supported on bearers placed to distribute the stackweight as uni-
form line loads, the following requirements are to be complied with;
(a) The stack is, in general, to comprise a maximum of two tiers of loaded containers.
(b) The load from the upper tier is to be transferred through the container corners. Line
loading is not to be used between tiers.
(c) The load on each vertical corner post of the bottom tier, calculated in accordance with
Par 8, is not to exceed one half of the rated load of the container.
(d) Where the calculations indicate that lifting forces may occur, locking devices are to be
fitted at the container corners.
(e) The clearance below the bottom container corner casting is to be such that the stacking
cone or equivalent cannot be dislodged under shear loading.
(6) Systems incorporating structural restraint
(A) Containers may be secured by the use of a fixed structure providing permanent buttresses
in association with portable frameworks. Proposals to adopt such systems will be considered
on the basis of the loads developed in the structure and the corresponding stresses.
(B) The framework or other devices securing the containers are to be aligned with the container
corner fittings and any clearance gap is to be kept to the minimum to reduce shifting.
5. Container securing arrangements for underdeck stowage without cell guides
(A) Containers are generally to be stowed in holds longitudinally and the stowing of transverse
are to be in accordance with the requirements as deemed appropriate by the Society. The
securing arrangements are to be designed on the basis of the most severe distribution of
loads which may arise in the container stack.
(B) Containers may be secured by locking devices only or by a combination of locking devices,
buttresses, shore or lashings. Containers are, in general, to be restrained at every corner at
the base of the stack and at all intermediate levels.
(C) Where stacks consist of one or two tiers only, consideration will be given to the omission of
corner locking devices. Containers must, however, be secured by a minimum of two corner
locking devices.
(D) Where the calculations indicate that separation forces could occur at any particular level,
twistlocks or equivalent means of securing are to be fitted at that level. Elsewhere, consid-
eration will be given to the use of double stacking cones.
(E) Where the calculations indicate that separation forces will not occur between containers at
any level, consideration will be given to the use of double stacking cones in lieu of locking
devices throughout.
(F) Buttresses are generally to be of the tension and compression type and are to be provided
with means of adjustment to ensure tightness when fitted in place. Where applicable, the
attachment to the ship’s structure is also to include means for vertical adjustment of the
buttress to match container stacks of different heights.
(G) Shores of compression only type may be permanently attached to the ship structure or they
may be hinged or portable. When in place they are to abut on the container corner fittings
with minimal clearance. Means are to be provided to prevent slackening of the device.
(H) Adjacent stacks of containers are to be linked in line with buttresses or shores in order to
transmit lateral loads. The fittings used for these linkages are to be of adequate strength to
transmit the loads imposed.
(I) The ships structure supporting shores and buttresses is to be reinforced as necessary.
(J) Proposals for alternative securing systems, including systems relying on minimal clearance
between containers and hull structure, will be specially considered.
(K) Attention is drawn to the safety at work aspects for fittings which require operation on top
of containers, e.g. double stacking cones, bridge fittings, buttresses and shores. Where
these fittings are used, fall protection is to be provided.
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6. Container securing arrangements for stowage using cell guides
(1) General
(A) Cell guide systems may be fitted to support containers stowed in holds or on exposed
decks.
(B) The cell guides are not to form an integral part of the ship's structure. The guide system is
generally to be so designed as to keep it free of the main hull stresses.
(C) Cell guides are to be designed to resist loads caused by loading and unloading of the con-
tainers, to prevent shifting of the containers and to transmit the loads caused by motions of
the ship into the main hull structure.
(2) Arrangement and construction
(A) Cell guides are to have sufficient vertical extent and continuity to provide efficient support to
containers. Guide bars are to be effectively attached to the supporting structure to prevent
tripping or distortion resulting from container loading.
(B) The intersection between cell guide and cross ties is to provide adequate torsional
stability.(See Fig 1)
(C) Intermediate brackets are to be fitted to vertical cell guides at suitable intervals.(See Fig 1)
(D) The cell guides are to give a total clearance between the container and guide bars not ex-
ceeding 25 mm in the transverse direction and 40 mm in the longitudinal direction. When
building tolerance of cell guides is taken into consideration, the clearance above may be in-
creased by 6 mm in transverse and longitudinal directions. (2023)
(E) Athwartship cross ties are to be fitted between cell guides at a spacing determined from the
loading on the guides but, generally, not more than 3.0 m part, wherever possible, cross ties
are to be arranged in line with the corners of the containers as stowed and are to be sup-
ported against fore and aft movement at a minimum of two points across the breadth of the
hold. Where, however, the maximum fore and aft deflection in the cross tie can be shown
not to exceed 20 mm, then one support point may be accepted.
(F) Longitudinal tie bars may be required to be fitted where shown necessary by the force cal-
culations for the structure. Where fitted, they are to be specified in (E) above.
(G) Where, at the sides or ends of holds, the guide rails are fitted to transverse or longitudinal
bulkheads, the bulkhead is to be locally reinforced to resist the additional loads.
Fig 1 Typical arrangement of cell guides
(3) Cell guide systems on exposed decks
(A) Analysis methods for the strength of the cell guide structure are to take due account of the
interactive effects between guide structure and supporting deck structure and also of the
deformation of the hull girder.
(B) At its lower end the guide structure is to be efficiently connected to the deck structure.
96 Guidance Relating to the Rules for the Classification of Steel Ships 2023
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Annex 7-2 Guidance for the Container Securing Arrangements Pt 7, Annex 7-2
Cross ties are to be arranged between guides in a transverse direction at a spacing de-
termined by the loading on the guides but in general not more than 3 m apart. Cross bracing
members of adequate strength and sufficient number are to be fitted in the transverse and
longitudinal directions to prevent excessive deflection of the guide structure.
(C) The height of guide bars above the deck is to be sufficient to ensure adequate restraint to
container tiers.
(D) Where the cell guide structure is attached to highly stressed hull or deck elements, such as
sheer strake, special attention is to be given to the design of the connection and the grade
and quality of steel utilized.
(4) Carriage of 20 ft containers in 40 ft cell guides in holds
(A) Where the cell guides are arranged for the carriage of 40 ft containers, provision should be
made for the installation of temporary intermediate cell guides for 20 ft containers. The per-
manent structure is to be designed such that it is suitable for either loading pattern.
(B) Alternatively, permanent means for the support of 20 ft containers at the mid-length of a cell
arranged for 40 ft containers should be considered. Such means may include the following:
(a) A pillar (inboard) and vertical rest bar (on the longitudinal bulkhead) against which the
container stack may rest. The pillar is to be supported laterally by the deck structure
over and is to be sufficiently stiff to control lateral deflection of the container stacks.
(b) Guide bars supported transversely by slim structure within the gap between containers
and with longitudinal ties as necessary.
Details of proposals will be individually considered, taking into account the loads on the
support structure and the resulting deflections.
(C) Where it is desired to stow 20 ft containers without external support at the mid-bay location
with or without 40 ft overstow, so called ‘mixed stowage’, arrangements meeting the follow-
ing requirements are applicable:
(a) In case that 20 ft containers are stowed in cell guides with no 40 ft container over-
stowed, it can be assumed that 65% of transvers accelration will be applied on cell
guide side and 35% will be applied on midbay.
(b) In case that transverse acceleration for 20 ft containers stowed in cell guides with at
least one 40 ft container overstowed, it can be assumed that 75% of transvers accelra-
tion will be applied on cell guide side and 25% will be applied on midbay. In this case,
racking and compression of stack except 40 ft container overstowed are to be verified in
accordance with 8.(4), this Annex.
(c) Means are to be provided to prevent transverse sliding of the bottom of the stacks of 20
ft containers at the mid bay position. This is to be in the form of permanently attached
chocks at the inner bottom or equivalent. The design clearance is to be the same as for
the cell guides and in accordance with 2.(D)
(d) Stacking cones are to be fitted at each corner between tiers of the 20 ft containers to
prevent transverse and longitudinal sliding. But where stacking cones without flanges are
used, the stacking cones should be placed in one or more corners on each cross section
of the 20 ft containers. In addition, where a 40 ft container is required to be stowed
above 20 ft containers, two stacking cones on each cross section are to be fitted at the
ends of the 40 ft container between the 40 ft container and the 20 ft containers. (2019)
(e) The 20 ft containers are to have closed steel walls and top (no open frame containers,
e.g. tank or bulk containers)
(f) Cones are to be fitted on the inner bottom in way of the cell guides to restrain container
movement in the longitudinal direction.
(g) The orientation of the containers is to be such that all front ends or door ends are fac-
ing in one direction.
(h) The containers are to be stowed in the hold in block stowage. In general, free standing
stacks due to adjacent empty stacks are to be avoided.
Proposals for stowage arrangements other than the above will be individually considered
and are to be accompanied by supporting calculations.
(5) Entry guide device
(A) A device to pre-centre the container and direct it into the cell guides is normally to be fitted
at the top of the guide bars. Such devices include:
• fixed even peaks;
• fixed high and low peaks;
• ‘flip-flop’ systems;
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but other devices will be considered. The device is to be of robust construction.
7. Container support structure (2019)
(1) General
(A) Drawings for lashing bridges, cell guides, container supports and other container support
structures are to be submitted to the Society for approval.
(B) The lower part of fixed container securing system of hatch covers and hull structures should
be suitably reinforced
(C) FE(Finite Element) method or Grillage analysis can be used for the strength evaluation. The
modeling and evaluation should be of a gross scantling, and the element size should be
such that the behavior of the structure can be faithfully reproduced.
(D) The evaluation of the hatch cover strength is to be in accordance with the requirements in
Pt 4, Ch 2 of the Rules.
(E) If a lashing bridge of the Mickey Mouse type is applied, special considerations should be
taken to constrain the lateral displacement of the structure.
(F) If requested by the owner or deemed necessary by the Society, vibration evaluation on the
lashing bridge can be performed. (2021)
(2) Structural strength evaluation
(A) Structure modelling
(a) Model extent
(i) The model for strength evaluation should include at least hull structure until first
stringer in vertical direction and one web frame in longitudinal direction from con-
tainer support structure. Generally both port and starboard of the lashing bridge
structure should be modelled.
(ii) Alternatively, the strength evaluation may be performed using only the lashing
bridge model. However, strength evaluation for the hull structure in contact with
the lashing bridge should be additionally performed by using the reaction force de-
rived from the analysis of the lashing bridge model.
(iii) The strength evaluation of the lashing bridges on fore part, midship and after part
should be carried out. And addition strength evaluations may be required when
deemed necessary by the Society.
(b) FE model
(i) The FE model follows the right-handed coordinate system as shown in Table 1.
Table 1 Coordinate system (2019)
Coordinate Direction Note
x longitudinal positive forwards
y transverse positive to port from centerline
z vertical positive to upward from base line
(ii) In general, plate elements should be used. (2020)
(iii) The element size should be sufficiently small to be able to represent the shape of
the structure and to limit stress concentration. In general, the members which have
a stress variation in the depth direction should be meshed into 3 sub depths. The
minimum required element size of fine mesh area need not be less than the thick-
ness of the plate. (2020)
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Annex 7-2 Guidance for the Container Securing Arrangements Pt 7, Annex 7-2
Fig 2 Example of element splitting of lashing bridge (2019)
(B) Boundary conditions
A suitable boundary condition that can express the behavior of an actual structure should be
applied to the structural model.
(C) Loads
(a) Design loads
(i) For the supporting structure of the container securing system , the safe working
load(SWL) of the container securing system can be used as the design loads.
(ii) The design loads can be calculated according to 8. by applying the container ar-
rangement layout of the container arrangement plan.
(iii) When considering the load, all predictable operating directions should be
considered.
(b) Combination of design loads
(i) Lashing bridge
The following combinations of design loads shall be considered:
- containers loaded in both forward and aft bays of lashing bridge(transverse load
maximum condition)
- containers loaded in the forward bay of the lashing bridge(forward direction max-
imum load condition)
- containers loaded in the aft bay of the lashing bridge(aft direction maximum load
condition)
The design loads should be the value calculated according to the container
stowage arrangement. Where SWLs are used as design loads, the values
shown in Fig 3 can be used.
(ii) Cell guide
The design load combination shown in Table 2 below should be considered and the
conditions for loading the high cubic container should be considered. For cell guides
installed on the deck, wind loads should be taken into account.
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Fig 3 Examples for load distribution of SWLs as design loads (2021)
Table 2 Design load combination of cell guide (2019)
Load condition Transverse load Longitudinal load Vertical load
Load combination
apply not apply not apply
1
Load combination
not apply apply not apply
2
(iii) Container stanchion
The design load combinations in Table 3 below should be considered. For container
stanchion in the outermost stack, the wind loads should be considered.
Table 3 Design load combination of container stanchion (2019)
Load condition Transverse load Longitudinal load Vertical load
Load combination
apply(inside) not apply apply(tension)
1
Load combination apply(compressio
apply(outside) not apply
2 n)
(iv) Other container support structures
It shall be deemed appropriate by the Society.
(D) Permissible stress
(a) Stresses of container support structures are not to exceed the permissible values given
in Table 4.
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Table 4 Permissible stress values (2019)
Stress Permissible stress ( Nm )
Normal stress
0.8
(bending, tension, compression)
Shear stress 0.46
Combined stress 0.9 (1)
: specified minimum yield stress ( Nm )
(1)
: The permissible stress may be alleviated up to 1.2 for stress
concentration part of fine mesh area.
(E) Buckling strength
(a) The buckling strength evaluation should be performed for the members with stress de-
rived from the FE analysis according to Pt 14, Ch 8 of the Rule.
: Buckling usage factor obtained from Pt 14 Ch 8 Sec 5 2.2.1 and 3.1 of the
Rule
: allowable buckling usage factor
plate of platform : 0.9
strut and piller : 0.67
(F) Stiffness of lashing bridge
(a) The maximum transverse displacement of the lashing bridge load operating point should
not exceed the following values;
- 1 tier lashing bridge : 10 mm
- 2 tier lashing bridge : 25 mm
- more than 3 tier lashing bridge : 35 mm
(3) Vibration analysis
(A) FE model
(a) The lashing bridge should be properly designed so that the natural frequencies of the
structure avoid resonance with the excitation frequencies of the engine and the propeller.
(b) Where the ship is expected to operate with no containers secured to the lashing bridges,
such as during sea trials, ballast voyages or empty on deck bays, the vibration evaluation
of the lashing bridge should be considered.
(c) In general, FE model used for the strength assessment may be used. The vibration re-
sponse of the lashing bridge should be assessed at several locations, among the vessel.
In particular, the lashing bridge of the aftermost part is more likely to vibrate because it
is close to the propeller and main engine compartment, so the vibration response should
be evaluated.
(d) The structure modelling and boundary conditions for vibration evaluation are described in
(2) (A) and (B). Where a global hull structure FE model is available and a global hull mo-
dal analysis is to be carried out, it is recommended that the lashing bridge models are
incorporated in the global hull structure model prior to vibration analysis.
(B) Natural frequency assessment
(a) The calculated natural frequencies of the global behaviour of the lashing bridge are to
satisfy the following requirements:
(i) For lashing bridge structures located aft of the main machinery space, the calculated
natural frequencies of the lashing bridge should not be in the range of the propeller
blade frequencies associated with:
- lower limit : 80% of NCR minus 10% of MCR
- higher limit : MCR plus 10% of MCR
where,
NCR : the Normal Continuous Rating. In the event that the ship is expected to op-
erate for a prolonged period at a speed lower than that provided by operat-
ing at the NCR, then the shaft speed consistent with that speed should be
used instead of the NCR.
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MCR : the Maximum Continuous Rating
(ii) For lashing bridge structures adjacent to the engine room of ships with slow speed
diesel engines, the calculated natural frequencies should not be in the above range
for frequencies associated with large engine forces.
(b) A Campbell diagram may be used to assess the potential resonant frequencies. An ex-
ample Campbell diagram is shown in Fig 4. At the intersection between the first order
propeller blade frequency line and the line of natural frequencies of a mode, a possible
resonant condition can be found.
(c) In order to reduce excessive vibration response due to resonance, it may be considered
to apply measures such as additional structural damper system, temporary messes or the
equivalent. Such measures should be discussed with the Society.
Fig 4 Campbell diagram for Lashing Bridge vibration frequency
assessment (2019)
8. Determination and application of forces
(1) Symbols and definitions (2019)
(A) Definitions and symbols of terms are as follows.
: acceleration coefficient, is as following formulae
: acceleration of ship heave motion. is as following formulae
( msec )
: acceleration of ship sway motion, is as following formulae
( msec )
: acceleration of ship surge motion, is as following formulae
( msec )
: acceleration of ship roll motion, is as following formulae
( msec )
: acceleration of ship pitch motion, is as following formulae
( msec )
: distance between center of container corner casting ( m), (see Fig 5)
, , : acceleration of x, y, z -direction ( msec )
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, : length and height of the i-th container ( m), (see Fig 5)
: height of the i-th container fitting between containers in way of vertical direc-
tion ( m), (see Fig 5)
: The horizontal gap between the container and the lashing bridge ( mm)
= 0 : without lashing bridge,
= 700 ~ 1,300 : with lashing bridge
, , : route specific reduction factor for heave, pitch, roll motion, (see Table 8)
: acceleration due to gravity and is to be taken as 9.81 ms
: , (see Fig 5)
: index of i-th container in way of vertical direction
: radius of roll gyration(m), generally 0.35B
: length of lashing device at the bottom of -th container ( mm)
: number of total tiers in a row
: longitudinal horizontal distance from afterward perpendicular to the centre of the
container (positive forwards) ( m), center of local container is 1/2 of container's
length.
: transverse horizontal distance from the centre line of the ship to the centre of
the container (positive to portside) ( m), center of local container is 1/2 of con-
tainer's breadth.
: vertical distance from base line to the centre of gravity of the container
(positive upwards) ( m), center of local container is 1/3 of container's height.
: area of lashing device at the bottom of -th container ( mm )
, , , , , , , : dynamic motion combination factor of each ships'
motion, (see Table 5)
: height ratio of container weight, generally, 0.45
, : dynamic motion combination factor for roll, pitch motion, (see Table 5)
, : dynamic coefficient for at the location of x-direction, (see Table 7)
: elongation of lashing rod at the bottom of -th container ( kNmm )(see Table
10)
: metacentric height ( m ).
: a transverse stiffness of lashing rod at the bottom of -th container, is as fol-
lowing formulae
cos
: spring constant of container’s wall (see Table 9)
: length between fore and after perpendiculars of the ship ( m )
: centre of motion, to be taken on the centreline at the longitudinal centre of
flotation of the ship above the keel,
: the rating, or maximum operating gross weight for which the container is certi-
fied, and is equal to the tare weight plus payload of the container (ton)
: moulded draught in the container load condition ( m)
: tensile load of lashing device at the bottom of -th container
, : full period of pitch and roll of the ship (sec)
: wind speed ( msec ). For ships with an unrestricted worldwide service area no-
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tation a wind speed of 36 msec is to be applied at least.
: design weight of the -th container and contents (ton). In general is to be
taken as R (rating weight) unless reduced maximum weights are specified. The
following minimum weights W are to be used:
20 ft container : 2.5 ton
40 ft container : 3.5 ton
45 ft container : 4.0 ton
: coefficient of wind force, (see Table 5)
: lashing angle of lashing device at the bottom of -th container, (see Fig 9)
, : Angle of roll (radian), angle of pitch (radian)
<Front> <Side>
Fig 5 Dimension of container
(2) Acceleration of ship motion (2019)
(A) The following six dynamic motion cases are to be considered;
BSRL : Roll motion in beam sea
BSHA : Heave acceleration in beam sea
OSPH : Pitch motion in oblique sea
For each dynamic motion case, combination factors, shown in Table 5, are used for to calcu-
late the acceleration.
(B) The ship motion angle and period for roll and pitch motions are given in Table 6. The accel-
erations, as below, are to be used to derive the forces for the container securing
arrangements. Alternatively, the ship motion values may be derived by direct calculation
methods using the same principles as those used to derive the Rule equations. The dynamic
coefficients, and , are shown in Table 7 considering influence of location in x-direction.
sin
sin
(C) The sea route specific reduction factors for each dynamic component are shown in Table 8.
The route specific reduction factor is derived from the long-term response analysis with de-
sign life 20 years for the various container ship hull form considering environmental con-
ditions on the route. If route pattern is extraordinary, the factor may be determined in con-
sultation with the Society. Specific route examples refer to Appendix 2.
(D) Wind forces are generally to be based on a maximum wind speed of 36 msec . Wind forces
are to be applied increasing ways of transverse force.
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(E) If a 40ft container is loaded on the outermost stack and 40ft / 45ft / 48ft / 53ft container
is loaded on the inner stack, the wind forces on the longitudinal protrusion is not applied. If
only one 20ft container is loaded on the outermost side and the 40ft / 45ft / 48ft / 53ft
container is loaded on the rear, 40ft / 45ft / 48ft / 53ft containers will have 50% wind load.
(F) If the height difference between the top of the container to which the wind forces are ap-
plied and the center of the container of the inner stack is less than 1.9 m, wind forces are
not applied. For the top container on the inner stack, a wind forces of 80% is to be
considered. (refer Fig 6)
Table 5 Dynamic motion combination factor (2019)
Acceleration Angle
Wind
Surge Sway Heave Roll Pitch Roll Pitch
, ,
1 0 0.1 -0.1 -1.0 0 1.0 0 1.0
BSRL
2 0 -0.1 0.1 1.0 0 -1.0 0 -1.0
1 -0.1 -0.6 -1.0 0.15 -0.1 -0.1 0 -1.0
BSHA
2 0.1 0.6 -1.0 -0.15 0.1 0.1 0 1.0
1 -0.6 0.4 -0.4 -0.1 -1.0 0.1 1.0 0.5
OSPH
2 0.6 -0.4 -0.4 0.1 1.0 -0.1 -1.0 -0.5
Table 6 Ship motions (2019)
Motion Angle of radian Periods (sec)
but need not exceed 30°(0.524 rad)
- if m, not to be taken less than
Roll
× ×
- if ≧ m, not to be taken less than
× ×
(If the is a intermediate value,
is determined by linear interpolation)
Pitch
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Table 7 Dynamic coefficient at the location of x-direction (2019)
x-location ( )
0.0 1.63 1.11
0.1 1.46 1.11
0.2 1.32 1.05
0.3 1.24 1.04
0.4 1.20 1.02
0.5 1.20 1.06
0.6 1.23 1.18
0.7 1.30 1.29
0.8 1.39 1.40
0.9 1.52 1.40
1.0 1.68 1.40
The interpolation is to be applied considering x-coordinate belong
to each range.
Table 8 Specific sea route reduction factor (2018)
Route
Asia-Europe service -0.0035 +1.015, max 0.928 0.894 0.927
Pacific service -0.0058 +1.159, max 1.00 0.906 1
Pacific-Atlantic service -0.0022 +1.036, max 0.983 0.973 0.996
North Sea-Mediterranean Short Sea
-0.0033 +1.056, max 0.974 0.945 0.968
service
North Atlantic service 1 1 1
Asia-South America(West Coast) -0.0035 +1.046, max 0.959 0.915 0.991
South America(East Coast)-Africa -0.0014 +0.933, max 0.897 0.867 0.886
Africa-East Asia -0.0005 +0.933, max 0.921 0.909 0.898
Europe(Rotterdam)-Africa -0.0019 +0.985, max 0.936 0.931 0.931
Europe(Rotterdam)_South America(Brazil) -0.0019 +1.005, max 0.957 0.956 0.941
US(NYC)-South America(Brazil) 0.0034 +0.913, max 0.829 0.799 0.842
Asia-Middle East Asia -0.0072 +1.14, max 0.958 0.791 0.885
Intra Asia -0.0071 +1.107, max 0.929 0.729 0891
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Fig 6 Wind forces applied area (2019)
(3) Resultant applied forces for unlashed stack
(A) The resultant forces derived for each container in the stack are assumed to be divided
equally between the walls of the container as follows:
: sliding force in one transverse end
(kN)
= sliding force in one longitudinal side
(kN)
= vertical force in each corner post
(kN)
= wind force in one transverse end
cos ×
v (kN) (2019)
(B) The transverse force at the top of each tier is follows. The subscript refers to any partic-
ular container, see Fig 7 for example.
for
for
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Fig 7 Example of transverse forces for unlashed stack
(C) The equations for the resultant forces in an unlashed stack are listed below;
(a) Racking force, per end wall ( kN ). see Appendix 3 for example.
(b) Shear force, per corner ( kN ), as follows. The same approach applied to the racking force
is used to calculate the shear force except of addition of longitudinal sliding force.
(c) Compressive force per top and bottom corner ( kN ) as below. Negative value means com-
pressed force so that absolute value of this force is to be compared with criteria de-
scribed in Fig 12 (c). (2017)
Top : _
Bottom : _
(d) Lifting force per bottom corner ( kN ) as below. Positive value means lifting force and on-
ly positive value is to be compared with criteria described in Fig 12.
(D) Where the stack is in an unlashed stack condition without any lashing device, the resultant
forces calculated from (C) are not to exceed the allowable loads for which the container is
suitable, see (6). The lashing devices are to be arranged if the resultant forces are exceeded
the allowable criteria. The resultant forces in the securing devices and supports are not to
exceed the allowable working loads for which the device has been approved, see 2 and 3.
(4) Arrangements incorporating lashings
(A) Where the securing arrangements incorporate lashings, proper allowance is to be made for
flexibility of the system. For this purpose, the following values may be adopted:
(a) Racking deformation of the container. Full scale testing of containers indicates that values
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of the spring constant may be taken as in Table 9. The application of only smallest con-
stant is recommended in case of stacking with various size of containers in a bay.
Table 9 Spring constants for containers
Door end Closed end Side Wall
Height ( m)
( kNmm) ( kNmm) ( kNmm)
2.438 3.7 16.7 6.1
2.591 3.5 15.4 5.7
2.743 3.3 14.3 5.4
2.896 3.2 13.3 5.1
(b) Horizontal movement of the containers:
Initial displacement of containers due to tolerances in container fittings will be considered
in conjunction with the stowage arrangement proposed. Generally, initial displacement
may be neglected in calculation procedures for conventional stowages.
(c) Elongation of lashings:
Elongation is to be determined by reference to the effective modulus of elasticity of the
lashing which, in the absence of actual test values, may be taken as shown in Table 10.
Table 10 Elongation of lashing kNmm
Type of lashing device Elastic modulus
Steel rod lashings of hook type turnbuckle 98
Short (one tier) steel rod lashings (knob type), incl. turnbuckle and lashing
140
eyes
Long (two tier) steel rod lashings (knob type), incl. turnbuckle and lashing
175
eyes
Steel wire rope lashings 90
Steel chain lashings (based on the nominal diameter of the chain) 80
Adjustable tension compression buttress 120
(B) Any other element introducing flexibility into the structure between the lashing point and
the base of the container stack is to be evaluated and taken into account, if necessary.
Examples of this could be flexibility of a lashing bridge, sliding of a hatch cover, or tor-
sional deformations of the hull.
(C) In the case of a para-lashing arrangement where two lashing rods and two turnbuckles
are attached to adjacent corner castings, total cross-section area is set to the sum of
each rod section area. In the case of para-lashing arrangement in which one turnbuckle
and two lashing rods are used in combination, shown on (Fig 8), the same section area
is used. (2021)
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Fig 8
(D) The calculations are to be made for each end of the container stack, that is with all door
ends together and with all closed ends together.
(E) For conventional arrangements, the spring constant for the lashing rod at the bottom of
-th container may be determined as shown in Fig 9:
cos
cos
cos
cos cos cos ∙
Fig 9 Horizontal stiffness of lashing rod
In case of the aforementioned configuration, attention is to be paid to the fact that the ar-
rangement of the fixed lashing plates is to be suitable to accommodate the inclined lashing
rods. In addition, attention should be paid to the design of the heads of the lashing rods
being suitable to secure the container under the angle of inclination.
(F) A buttress or shore may be modeled in a similar way to a lashing. Where, however, more
than one stack is supported by the use of linkages between adjacent containers in line with
the buttress or shore, the model is to take this into account.
(G) The resultant applied forces in the lashed condition are determined in accordance with (5).
The distribution of forces in the stack is obtained by equating the total movement of the
containers with the corresponding component of elongation of the associated support ele-
ment under the influence of the imposed forces. The transverse forces due to the tensions
in the lashing rods is shown in Fig 10. These forces are considered the installation of lash-
ing bridge which extend to several tiers height.
(H) Having established the tension in the lashings, the residual forces in the containers are
transmitted through the stack in accordance with the method given in (5). The model as-
sumes that the securing devices between tiers of containers are capable of resisting neg-
ative (separation) forces. That is, where separation forces are found, suitable locking devices
are assumed to be fitted and transmitting load.
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Unlashed stack
cos cos
cos
cos
cos
Single lashed stack
cos cos cos
cos cos cos
cos
cos cos cos
cos
Double lashed stack
cos
Fig 10 Linear system of horizontal forces for lashed stack
(I) Generally, internal lashings shall be used in case that containers are stowed with lashings.
After appropriate verification with Classification, the external lashing as shown in Fig 11 may
be applied for only individual case that the internal lashing can not withstand the greater
forces due to heavier stacks. (2017)
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Fig 11 Types of lashing
(5) Resultant forces in an lashed condition
(A) The transverse forces in the containers at the level of the lashing can be calculated similarly
in accordance with (3) as below. In case that i-th tier is not lashed condition, tension ( ) of
lashing shall be zero in the calculations.
cos
sin
(a) Racking force, per end wall ( kN ).
(b) Shear force, per corner ( kN ), as follows. The same approach applied to the racking force
is used to calculate the shear force except of addition of longitudinal sliding force.
cos
(c) Compressive force per top corner ( kN ). Negative value means compressed force so that
absolute value of this force is to be compared with criteria described in Fig 12. (2017)
Internal lashing
: _
sin
External lashing
: _
(d) Compressive force per bottom corner ( kN ). Negative value means compressed force so
that absolute value of this force is to be compared with criteria described in Fig 12.
(2017)
Internal lashing
: _
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External lashing
: _
(e) Lifting force per bottom corner ( kN ). Positive value means lifting force and only positive
value is to be compared with criteria described in Fig 12. (2017)
Internal lashing :
External lashing :
(B) The resultant forces in the containers are not to exceed the allowable values given in (6).
The lashing tensions are not to exceed the allowable working loads. The effect of the addi-
tional tension by tilting should be taken into account in the top-layer external lashing of the
closed ends without doors. However, additional tension may not be taken into consideration
when a securing arrangement is used that does not cause additional tension due to applica-
tion of a spring or the like. (2019)
_ __
_ sin
sin
__
: nonlinear correction coefficient, is to be as specified by the Society
max : vertical clearance between the twistlock intermediate plate and the end of cor-
ner casting of container, generally 20 mm. For a ship with HHS(High Holding
Securing) or HHT(High Holding Twistlock) of additional special feature notation, it
should be satisfied with the requirements( max =15 mm ) of Ch 3, 2504 or 2505
of ⌜Guidance for Approval of Manufacturing Process and Type Approval, etc.⌟
Also this can be applied to calculation. (2023)
vertical vertical
clearance clearance
Note 1 In case of fully automatic twistlocks, a functional test report should be submitted
to the Society. Where the vertical clearance on the test report exceeds 20 mm,
the actual value should be applied.
Note 2 If smaller value is to be used, the value may be used in consultation with the
Society based on the functional test report.
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max minmax
__
sin
After calculating the tension of the uppermost external lashing using the above equation, the
tension of the lower external lashing should be recalculated. At this time, the horizontal ten-
sion component of the uppermost external lashing is subtracted from the load model, and
the horizontal stiffness of the uppermost external lashing is excluded from the stiffness
model. Container loads should be recalculated after calculating the tension of all lashing rod.
(2019)
(C) Where external support is provided by a buttress or shore the load is to be transmitted be-
tween adjacent stacks by linkages in line with the support. The force in the transverse end
frame members of the containers adjacent to the support is given by:
( kN ) and
the force in the linkage to the adjacent container is
( kN )
where,
: calculated force in the buttress or shore ( kN )
N : number of rows of containers supported by the buttress or shore.
(6) Allowable forces on containers
(A) For ISO containers, the securing arrangements are to be designed so that the forces on the
containers do not exceed the values shown in Table 11. The maximum forces for ISO
1496-1 including Amendment Nos. 1, 2 and 3 containers are illustrated in Fig 12. Proposals
to carry out the lashing calculations for containers manufactured in accordance with ISO
1496-1 will be specially considered.
(B) Where 45 ft containers in accordance with ISO 1496-1 are stowed on top of a 40 ft contain-
er, the corner post load of the top castings of the 45 ft container are not to exceed a com-
pression force of 404 kN . Consideration should be given to the strength of the container
bottom structure to withstand the forces transmitted. No lashings are to be applied to the
ends of the 45 ft container if stowed on top of a 40 ft unit.
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Table 11 Allowable Load on ISO containers (2018)
Allowable Load
20 ft ( kN ) 40 ft ( kN )
Horizontal force from a container fitting acting parallel to the
150 150
side face (See Fig 12 (b))
Horizontal force from lashing on container fitting acting paral-
225 225
lel to the end face, see Note 1 (See Fig 12 (a))
Vertical force from lashing on container fitting acting parallel
250 250
to the end or side face, see Note 1 (See Fig 12 (a))
Racking force on container end (See Fig 12 (b)) 150 150
Racking force on container side (See Fig 12 (b)) 150 150
Vertical forces at each top corner, tension (See Fig 12 (c)) 250 250
Vertical forces at each bottom corner, tension (See Fig 12
250 250
(c))
Vertical forces at each top corner post, compression (See Fig
848 848
12 (c))
Vertical force at each bottom corner casting of the lowest 848 + (1.8 )/4 848 + (1.8 )/4
container in a stack, compression (See Fig 12 (c)) see Note 3 & 4 see Note 3 & 4
Transverse forces acting at the level of and parallel to the
top face, tension or compression, see Note 2 (See Fig 12 340 340
(d))
Transverse forces acting at the level of and parallel to the
bottom face, tension or compression, see Note 2 (See Fig 12 500 500
(d))
(Notes)
1. In no case is the resultant of the horizontal and the vertical forces to exceed the limiting value de-
rived from Fig 12 (a). The horizontal and vertical forces are the maximum components of a diagonal
force and are not to be used as the maximum load if horizontal or vertical lashings are employed.
2. Where a buttress supports the stack at an intermediate level, the total transverse force in the con-
tainers at the level is not to exceed the sum of the appropriate top and bottom forces.
3. The vertical compression force on the lower corner casting on the closed end of the lowest container
may exceed 848 + (1,8 )/4 kN , provided the following conditions are complied with:
(a) The vertical compression force acting on the lowest container from the container above does not
exceed 848 kN
(b) The horizontal racking force acting on the lowest container from the container above does not
exceed 150 kN .
(c) The vertical compressive force acting on the lower corner casting is not exceed the safe working
load on the approved certificate for pedestal socket and bottom twistlocks(midlocks). (2018)
4. When the container is approved by ISO 1496-1 including amendments up to 2014, 942 kN may be
used instead of 848 kN .
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(a) Corner casting lashing loads (b) 20 ft (40 ft) container, tension or compression
(c) Vertical corner pull-out and compressive forces (d) Transverse compressive forces
(When the container is approved by ISO 1496-1
including amendments up to 2014, 942 kN of
load limit may be used instead of 848 kN .)
Fig 12 Allowable forces for 20 ft or 40 ft containers construced to ISO 1496-1:
1990 including Amendment up to 2014
9. Container Lashing calculation program and instrument
(1) General
(A) The requirements of this Section apply to container lashing calculation system fitted on board
for each ships in accordance with the requirements of Par 1. (2) of this Annex.
(B) The container lashing calculation system consist of container lashing calculation program(soft-
ware) and instrument(hardware).
(C) Container lashing calculation instrument
(a) If requested type approval of lashing calculation instrument, the approval procedure are to
be accordance with Ch 3 Sec 5 of Guidance for Approval of Manufacturing Process and
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Type Approval, Etc.
(b) Where type approved hardware is installed, one instrument may install, and otherwise
two instruments are to be installed.
(c) The onboard lashing calculation program is recommended to be integrated into the load-
ing instrument.
(D) Container lashing calculation program
(a) If requested design approval of lashing calculation program, the approval procedure are to
be accordance with Ch 4 Sec 3 of Guidance for Approval of Manufacturing Process and
Type Approval, Etc.
(b) Regardless of the design approval to be of the lashing calculation program installed on
board ship, Test report for each ships are to be submitted to the Society for approval
and on-board installation test for Test report to be carried out.
(c) The test report should include at least the following calculations : (2017)
(i) The summary of the maximum load case (racking, shear, compression load, lifting
force, lashing tension)
(ii) example of calculation for bay of fore, midship, stern part
(iii) example of calculation for route reduction factor where apply the route reduction
factors.
(2) Documentation to submit
(A) If requested approval of lashing calculation program, 3 copies of following documentation
are to be submitted to the Society.
(a) User manual
(b) Program description
(c) Test report
(d) Stored ship's characteristic data
(B) All submitted documentation shall be identified with the following :
(a) Name of vessel, name of builder, building number and identification number of the ship
(b) Program name, version number and version date
(c) Program manufacturer and address
(d) List of contents
(C) The documentation are submitted by (A) containing with the following：
(a) User manual
(i) A general description of the program
(ii) A copy of the design approval certificate(if requested design approval)
(iii) Hardware specification needed to run the program
(iv) Listing of error messages and warnings with instructions for actions to be taken by the
user in each case
(v) Allowable strength limits with respect to the container, lashing equipment and ship
(vi) Example of calculation procedure supported by illustrations and sample computer output
(vii) Example of computer output of each screen display with explanatory text
(b) Program description
(i) Description of functionality, including flowcharts
(ii) Descriptions of calculation methods and principles
(c) The test report should include at least the following calculations
(i) Typical container stowage in hold
(ii) Mixed stowage, if applicable
(iii) Typical stowage on deck
(iv) Deck stowage with twistlocks only
(v) Case with exceeded stack weight
(vi) Case with exceeded lashing force
(vii) Case with exceeded lifting force
(viii) An example where outboard stack exceeded allowable limits
(d) Stored ship's characteristic data
(i) Main dimensions of the ship
(ii) The position of each bay from the aft perpendicular
(iii) Strength limitations for containers, lashing equipment and the ship
(iv) General loading limitations
(3) Design requirements of container lashing calculation program
(A) The program is to present the following of each container arrangement.
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(a) Draught
(b) GM value
(c) Each container weight
(d) Position of each container stack
(e) Lashing arrangement
(f) Accelerations of each container
(g) The calculated load of each container
(h) Strength limitation (according to internal forces in containers, forces in securing equip-
ment and forces in supports)
(i) A clear warning is to be given if any of the strength limitations are not complied with
(j) The data is to be presented as screen and hard copy output to the user in a clear and
unambiguous manner
(B) The program is to reject input errors by the user.
(C) The program and the stored characteristic data are to be protected against erroneous use by
the user.
(4) The acceptable criteria of the calculation results of the program
The difference of the results of the program calculations with values calculated by the Society is
according to the following :
[(Value calculated by program) – (Value calculated by the Society)] / (Allowable) £ ±5%
(5) On-board installation test and approval
(A) The on-board installation test for verify to suitability of lashing calculation program fitted on
board and to properly calculated to be carried out under the supervision of the Surveyor.
(B) During the on-board installation test, the output calculated on the installed lashing calculation
instrument are to be verified to be identical to the approved Test report and If numerical
output is at variance with the approved Test report, a program cannot be approved.
(C) The on-board installation test to be carried out according to all loading condition of approved
Test report, at least one of the test conditions is to be built up from the start of calculating
procedure, to ensure that the calculating methods function properly.
(D) Where the hardware is not type approved, the test is to be carried out on both the first and
the second hardware. Both of the hardwares are to be identified on the certificate.
(E) After completion of satisfactory tests, the lashing calculation system approval certificate is to
be issued. The following is to be listed in the certificate :
(a) Name of vessel, name of builder, identification number of the ship and date of built for
the ship
(b) Software name, software version
(c) Software manufacturer name and address
(d) Type approval certificate number and design approval certificate number, if relevant
(e) Hardware name, serial number and manufacturer
(f) Identification number of the approved Test report and approval date
(F) The lashing calculation program approval certificate and approved test report are to be re-
tained on board along with the user manual.
(6) Change of Approval
All changes to the program are to be made by the designer and the Society informed immedi
ately, since such changes invalidate any certificate issued and the certificates shall be re-issued
for the changes by the Society.
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Appendix 1 Container Dimensions of each types
External Dimension
Length Width Height
Rating
Size
(kg)
Tolerance Tolerance Tolerance
( mm ) ( mm) ( mm )
( mm) ( mm) ( mm)
10ft
2,991 +0/-5 2,438 +0/-5 2,438 +0/-5 10,160
(ISO)
20ft 2,438
6,058 +0/-6 2,438 +0/-5 +0/-5 30,480
(ISO) 2,591
2,438
30ft
9,125 +0/-10 2,438 +0/-5 2,591 +0/-5 30,480
(ISO)
2,896
2,438
40ft
12,192 +0/-10 2,438 +0/-5 2,591 +0/-5 30,480
(ISO)
2,896
45ft 2,591
13,716 +0/-10 2,438 +0/-5 +0/-5 30,480
(ISO) 2,896
48ft 14,630 +0/-10 2,591 +0/-5 2,908 +0/-5 30,480
53ft 16,154 +0/-10 2,591 +0/-5 2,908 +0/-5 30,480
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Annex 7-2 Guidance for the Container Securing Arrangements Pt 7, Annex 7-2
Appendix 2 Examples of Specific Route (2018)
1. Asia - Europe
2. Pacific
120 Guidance Relating to the Rules for the Classification of Steel Ships 2023
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3. Pacific - Atlantic
4. North Sea - Mediterranean Short Sea service
Guidance Relating to the Rules for the Classification of Steel Ships 2023 121
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Annex 7-2 Guidance for the Container Securing Arrangements Pt 7, Annex 7-2
5. North Atlantic
6. Asia - South America (West Coast)
122 Guidance Relating to the Rules for the Classification of Steel Ships 2023
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Annex 7-2 Guidance for the Container Securing Arrangements Pt 7, Annex 7-2
7. South America (East Coast) - Africa
8. Africa - East Asia
Guidance Relating to the Rules for the Classification of Steel Ships 2023 123
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Annex 7-2 Guidance for the Container Securing Arrangements Pt 7, Annex 7-2
9. Europe (Rotterdam) - Africa
10. Europe (Rotterdam) - South America (Brazil)
124 Guidance Relating to the Rules for the Classification of Steel Ships 2023
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11. US (NYC) - South America (Brazil)
12. Asia – Middle East Asia
Guidance Relating to the Rules for the Classification of Steel Ships 2023 125
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Annex 7-2 Guidance for the Container Securing Arrangements Pt 7, Annex 7-2
13. Intra Asia
126 Guidance Relating to the Rules for the Classification of Steel Ships 2023
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Annex 7-2 Guidance for the Container Securing Arrangements Pt 7, Annex 7-2
Appendix 3 Sample Calculation based on equations
3.1 For unlashed condition as shown in left part of Fig A3.1, the sample stack has 7 tiers with 2.438m
of breadth( ) and 2.510m of total height( ) for each container. For simple calculation, following as-
sumptions for each container are applied in this example.
. 6 kN of weight
. 1.0 msec of horizontal acceleration
. -2.0 msec of vertical acceleration.
. omitting of wind force and shear force
. 3.7 kNmm of spring constant for each container's door side
In case of lashed condition as shown in right part of Fig A3.1, double lashed condition and lashing
bridge with 2-tier height are applied.
Fig A3.1 Unlashed and lashed condition for sample calculation
3.2 Racking force of each container for unlashed condition in accordance with 8.(3) is showed in Table
A 3.1
Table A3.1 Racking force calculation for unlashed condition
No. of tier
7 6.0 1.0 -2.0 2.438 2.510 3.0 -3.0 1.0 1.0
6 6.0 1.0 -2.0 2.438 2.510 3.0 -3.0 3.0 4.0
5 6.0 1.0 -2.0 2.438 2.510 3.0 -3.0 3.0 7.0
4 6.0 1.0 -2.0 2.438 2.510 3.0 -3.0 3.0 10.0
3 6.0 1.0 -2.0 2.438 2.510 3.0 -3.0 3.0 13.0
2 6.0 1.0 -2.0 2.438 2.510 3.0 -3.0 3.0 16.0
1 6.0 1.0 -2.0 2.438 2.510 3.0 -3.0 3.0 19.0
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3.3 Moments due to racking forces are transmitted to the compression and lifting force according to
following equation;
If -th container is 5, the moment is as below and detail result for other containers is showed in
Table A3.2.
kN m
Table A3.2 Moments due to racking forces for unlashed condition
No. of tier
7 17.570 15.060 12.550 10.040 7.530 5.020 2.510
6 45.180 37.650 30.120 22.590 15.060 7.530
5 37.650 30.120 22.590 15.060 7.530
4 30.120 22.590 15.060 7.530
3 22.590 15.060 7.530
2 15.060 7.530
1 7.530
175.700 128.010 87.850 55.220 30.120 12.550 2.510
3.4 According to 8.(3), compression and lifting force are shown as below when -th container is 5.
kN
kN
Rest of results are shown in Table A3.3.
128 Guidance Relating to the Rules for the Classification of Steel Ships 2023
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Table A3.3 Compression and lifting forces for unlashed condition
No. of tier
7 2.510 1.030 -3.000 -4.030 -1.970
6 12.550 5.148 -6.000 -11.148 -0.852
5 30.120 12.354 -9.000 -21.354 3.354
4 53.220 22.650 -12.000 -34.650 10.650
3 87.850 36.034 -15.000 -51.034 21.034
2 128.010 52.506 -18.000 -70.506 34.506
1 175.770 72.067 -21.000 -93.067 51.067
3.5 In case of double lashed condition with lashing bridge as shown in Fig A3.1, the assumptions of
lashing rods for simple calculation are as below;
. location of lower connection of lashing rods is left bottom corner of 3-rd container
. location of upper connection of short lashing is right bottom coner of 4-th container
. location of upper connection of long lashing is right bottom coner of 5-th container
. 1 mm2 of sectional area for each lashing rod
. properties are shown in Table A3.4
Table A3.4 Properties of lashing rods
cos
No. of tier (rad)
Long lashing 4 175.0 5.581 1.119 1 5.98
Short lashing 3 140.0 3.499 0.800 1 19.42
According to equations in Fig 9, if is 3 and is 4, the horizontal and vertical support forces
due to lashing rod are follows.
cos
× × × × ×
× ×
kN
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cos
× × ×
× ×
kN
sin cos tan × tan kN
sin cos tan × tan kN
3.6 Racking force of each container for double lashed condition in accordance with 8.(5) is showed in
Table A3.5
Table A3.5 Racking force calculation for lashed condition
No. of Tier cos sin cos sin
7 1.000 -3.000 1.000
6 3.000 -3.000 4.000
5 3.000 -3.000 7.000
4 7.158 14.739 -4.158 -17.739 2.842
3 8.314 8.559 -5.314 -11.559 -2.472
2 3.000 -3.000 0.528
1 3.000 -3.000 3.528
3.7 Moments due to racking forces for double lashed condition are obtained according to similar ap-
proach described in A3.3. The results are shown in Table A3.6.
Table A3.6 Moments due to racking forces for lashed condition
No. of Tier
7 17.570 15.060 12.550 10.040 7.530 5.020 2.510
6 45.180 37.650 30.120 22.590 15.060 7.530
5 37.650 30.120 22.590 15.060 7.530
4 -41.748 -31.311 -20.874 -10.437
3 -40.013 -26.676 -13.338
2 15.060 7.530
1 7.530
41.228 32.373 31.048 37.253 30.120 12.550 2.510
130 Guidance Relating to the Rules for the Classification of Steel Ships 2023
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3.8 According to 8.(5), compression and lifting force for internal double lashed condition are shown as
below when i-th container is 3.
kN
kN
Rest of results are shown in Table A3.7.
Table A3.7 Compression and lifting forces for internal lashed condition
No. of tier
7 2.510 1.030 -3.000 -3.000 -4.030 -1.970
6 12.550 5.148 -6.000 -6.000 -11.148 -0.852
5 30.120 12.354 -9.000 -9.000 -21.354 3.354
4 37.253 15.280 -16.739 -12.000 -42.019 3.280
3 31.048 12.735 -38.299 -15.000 -51.034 -2.265
2 32.373 13.279 -41.299 -18.000 -54.577 -4.721
1 41.228 16.911 -44.299 -21.000 -61.209 -4.089
Guidance Relating to the Rules for the Classification of Steel Ships 2023 131
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Annex 7-3 Guidance for Car Ferries Pt 7, Annex 7-3
Annex 7-3 Guidance for Car Ferries
1. Application
(1) This Annex is applied to the car ferries which are subject to Korean Ship Safety Act and
Notification having a restricted to domestic service. And this annex with respect to may apply to
car ferries constructed with material other than steel. However, car ferries constructed in com-
pliance with the related International Conventions are regarded as complying with this Annex.
Where the ships are not subject to Korean Ship Safety Act, provided that the ships have under-
gone survey according to relevant governmental regulation and allowed to operate within costal
area, the application of this Annex may to be dispensed with.
(2) This Annex is not applied to Pure Car Carries and General Cargo Ship which is designed and
constructed for the carriage of vehicles in the cargo holds.
(3) For the requirements not mentioned in this Annex, they are to be comply with related require-
ments on Rules and Guidance.
(4) In addition to the requirements in (3), for the requirements not mentioned in this Annex are to
be comply with related requirements on Korean Ship Safety Act.
2. Definition
(1) "Car ferry" means that a ship is provided with a vehicle deck loading and carrying vehicles.
(2) "Passenger ferry" means that the car ferry is carrying passengers not less than 13 persons in
addition to vehicles.
(3) "Vehicle area" means the cargo area for transporting automobiles with fuel tanks for
driving.(2018)
(4) "Vehicle deck" means the deck providing passageway of vehicles or vehicle loading deck provid-
ing in vehicle area.
(5) "Open space" means an area with an open area of 10% or more of the side shell plating, deck
plating, or permanent openings above the total area of the side of the space and with both
open ends or one open end. This area should be provided with adequate natural ventilation over
the entire length.(2018)
(6) "Closed space" means vehicle area other than open space mentioned (5) and exposed deck.
(2018)
(7) "Bow door, etc" means bow door, stern door, inner door, side door and ramp(excluding the ramp
which is installed on board for the moving of cargo between decks).
3. Submission of plans and documentations
For the ferries intended to register to this Society, the following plans and documentations are to be
submitted to the Society in addition to plans and documentations described in Pt 3, Ch 1, 301.,
302., Pt 5, Ch 1, Sec 3, Pt 6, Ch 1, 102. and Pt 8, Ch 1, 102. of the Rules prior to keel laid.
(A) Data which is able to be conformed the foreordinated route of ferry, (for examples; conviction
certificate of Owner or provisional Approvals for operation issued by the Authority).
(B) Vehicle and cargo loading plan
(C) Construction profile of bow door, etc., details, opening and closing equipment(including driving
systems), remotely controlled systems and description.
(D) Construction profile of ramp other than bow door, etc., details, opening and closing equip-
ment(including driving systems) and description.
4. Arrangement of hull
(1) Forecastle
Forecastle is to be provided to the car ferries engaged in coastal service and it's over (For the
ship having a port of call in middle of operation, operating time as regarded as between port of
call.) However, when the operating time is not greater than one hour with their maximum speed
in coastal area over fresh water area, forecastle may not be provided.
(2) Fore peak bulkhead
For the ship which is able to take a both ahead and stern direction with proceeding direction,
bulkheads having equivalent ability to fore peak bulkhead described in Pt 3, Ch 14 are to be
132 Guidance Relating to the Rules for the Classification of Steel Ships 2023
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provided to both fore and after peak.
5. Vehicle deck
(1) Strength
Strength of vehicle deck is to be in accordance with Ch 7, Sec 3.
(2) Exposed vehicle deck
(A) Bulwarks complying with Pt 4, Ch 4, Sec 1 of the Rules are to be provided to exposed ve-
hicle deck. At the fore end part, height of bulwarks is to be appropriately increased.
(B) Freeing ports complying with Pt 4, Ch 4, Sec 2. of the Rules are to be provided in bulwark
and overboard discharges complying with Pt 5, Ch 6, Sec 3 of the Rules are to be provided
on deck.
(3) Closed vehicle deck
Discharging equipments complying with Pt 5, Ch 6, Sec 3 of the Rules are to be provided and
they are not to be directly crossed through the engine room.
6. Vehicle area
(1) Construction
(A) Vehicle area for the car ferries engaged in coastal service and it's over is to be constructed
with weather tightness. However, for the car ferries which are navigate to be less than one
hour with their maximum speed in coastal area over fresh water area, (For the ship having a
port of call in middle of operation, operating time as regarded as between port of call, oper-
ating time as regarded as between port of call.) or for the car ferries having vehicle deck,
which is located in upper deck upward to freeboard deck, is located in backward to fore
peak bulkhead and the vertical height between load line and considered vehicle area is of 2
times or greater than that of standard superstructure specified in the "Ship's Load Line" of
Korean Ship Safety Act, they may not be constructed with weather tightness.
(B) In closed vehicle area, for the fore castle having a length over than 0.25 , the watertight
bulkhead which is to extend up to the forecastle deck or inside door constructed with
weather tightness at the position of collision bulkhead is to be provided.
(2) Doors provided in closed vehicle area
(A) All doors passing to vehicle area may be automatically closed type and those may be
opened from inside and outside. These doors are to be complied with the relevant require-
ments of weather tightness and fire protection.
(B) The height of doorsill for access door and coaming of access hatch which may be access
through the under of freeboard deck from vehicle area is to be not less than 230 mm and
access door and coaming of access hatch which may be access through machinery room is
to be not less than 380 mm .
(C) Above (A) and (B) are not to be applied to the ferries engaging in smooth sea area.
(3) The heights of doorsill for access door and coaming of access hatch which may be access
through the under of freeboard deck from vehicle area and access door and coaming of access
hatch which may be access through machinery room are to comply with Guidance Pt 3, Ch 1,
Table 3.1.2. These heights are to be complied with the relevant requirements of weather tight-
ness and fire protection.
(4) Passenger's room
(A) Passenger's room is not to be provided under the vehicle area.
(B) When the passenger's room is provided on the same deck, they are to be divided with steel
bulkhead or heat protection bulkhead complying with the requirements of "Regulations for
ship's fire protection" of Korean Ship Safety Act.
(5) Evacuation equipment
For the car ferries, evacuation equipment is to comply with Ch 2 of "Regulations for Ship's
Equipment" in Korean Ship Safety Act.
(6) Ventilation
(A) For the closed vehicle area, sufficient ventilation system is to be provided and it is to be
exhausting type except when the prevention of inflow the gases from vehicle area is pro-
vided to machinery space, accommodation and service space, it is to be complied with the
followings.
(a) It is to be independent from the other ventilation systems.
(b) It is able to ventilate the air of 10 times amount of closed vehicle area capacity (for the
Guidance Relating to the Rules for the Classification of Steel Ships 2023 133
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Annex 7-3 Guidance for Car Ferries Pt 7, Annex 7-3
cargo ferries, 6 times when deemed appropriate by the Society).
(c) It is to be controlled in external space
(d) In addition to (a) to (c), it is also complied with Pt 8, Ch 13, 201. 2 (3), 3, 202 to 204.
(B) The machinery and service spaces located under the vehicle deck are to be ventilated suffi-
ciently and this ventilation system is to be of suction type. (suction of fresh air from at-
mosphere and supply to the spaces)
(7) Either one of the following equipment is to be provided to the car ferries having a closed space.
(A) CCTV which is capable of monitoring the whole vehicle area on the navigation bridge
(B) Light indicator and audible alarm which is capable of confirming the state of opening/closing
of vehicle area entrance door on the navigation bridge
(8) Indication in vehicle area
(A) In the vehicle area, the passageway for the using of access door, stairway, life saving appli-
ances or fire extinguishing appliances is to be provided. This passageway is to be dis-
criminated boundary line with easily visible color.
(B) For the ferries, when the lamp or inside door is not provided in location of fore peak bulk-
head the warning mark "Vehicles may not be loaded forward the fore peak bulkhead" is to
be provided.
(C) Vehicle area is to be marked clearly and vehicle load plan including following items is to be
posted in the location where they are easily recognized.
(a) Maximum load of ship
(b) Maximum number of vehicles
(c) Notice items in loading vehicle
(D) "Notice items in loading vehicle" in (C) (c) is as follows and is to be included in vehicle and
cargo load plan.
(a) Axle loads are not to exceed 00 ton(axle load is reviewed based on the maximum load
00 ton truck.
(b) The total weight of vehicles(including loaded on the vehicle) which is loaded on ship are
not to exceed 00 ton(the total weight of vehicles is reviewed based on the number(00
vehicles) of maximum load 00 ton truck.)
(c) When the loaded vehicles are increased according to the loading of similar vehicles,
proper type and number of movable securing devices which has sufficient strength is to
be provided additionally.
(d) When similar vehicles are loaded, the loading and arrangement of the vehicles are to be
properly to ensure the stability.
7. Vehicle load method and securing device
(1) Vehicle load method
(A) Vehicles are to be loaded toward the direction of bow and stern. However, when the suffi-
cient additional treatments for transverse sliding such as wedges etc. are provided, it may
not be needed.
(B) Vehicles are not to be loaded forward the fore peak bulkhead.
(C) The space between loaded vehicles is not to be less than 600 mm.
(D) In the vehicle area, boundary line with easily visible color or the protection is to be provided
for the access prohibition within 1 m near the access door, stairway and fire extinguishing
arrangements.
(E) Vehicles are to be arranged to allow sufficient space for the passageway leading to assembly
stations and embarkation stations etc. in an emergency.
(2) Vehicle securing method
(A) Vehicles are to be secured to the ship by fixed securing devices(e.g.: D-ring, Clover socket
and Deck eye plate etc.) and movable securing devices(e.g.: Web lashing, Turn buckle and
Chain etc.) which are comply with the requirements in (4).
(B) Securing devices(fixed and movable securing devices) fixing vehicles and general cargos are
to be approved by the Society. However, when securing devices are manufactured by ap-
proved manufacturer which is approved by the Society according to international standard
such as ISO etc., the approval may be replaced by the manufacturer's certificate.
(C) Sufficient number of fixed securing devices are to be provided to consider the loading of ve-
hicles which are not marked in vehicle and cargo loading plan.
(D) movable securing devices for the car ferries(1,000 tons gross tonnage and above) engaged in
coastal service and it's over are to be provided to more than 1.2 times of approved amount.
134 Guidance Relating to the Rules for the Classification of Steel Ships 2023
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Annex 7-3 Guidance for Car Ferries Pt 7, Annex 7-3
(E) The securing of vehicle is to be loaded in accordance with vehicle and cargo loading plan.
Before and during the voyage, it is to be checked by crews.
(F) The securing of vehicle is to be secured by more than 4 wheels or 2 parts of front and rear
of vehicle using provided securing devices in vehicle and more than 4 fixed securing devices.
(G) For the car ferries which is only engaged in smooth water and having not more than 30 min.
of navigating time, the car ferries which has less than 1 hour of navigating time in smooth
water and coastal area service and loaded with cars, less than 12-seater's passenger vans
and 1.5 ton truck (For the ship having a port of call in middle of operation, a port of call as
regarded as departure port and arrival port), if they have a sufficient treatments for non-slip
as keys etc. with smooth sea condition(wave height is to be less than 1.5 m and wind
speed is to be less than 7 msec ), vehicles may not be secured.
(3) Vehicle cargo loading
(A) The capacity of cargo being loaded on the vehicle is to comply with following requirements.
(a) The length of loaded cargo is to be less than the length of vehicle plus one tenth of the
length of vehicle
(b) The width of loaded cargo is to be less than the range which can be checked by rear
view mirror.
(c) The height of loaded cargo is to be less than 4 m from the ground. Where the truck
such as a van etc. having cargo space with roof cover, the height is from the ground to
the top of the cover.
(B) Cargo being loaded on the vehicle is to be secured to ensure the load by the movements of
ship which is described in the (4).
(4) Strength of securing device
(A) The definitions of terms that are used to assess the strength of the securing devices are as
follows.
= total weight of vehicle(load + vehicle weight) (ton)
= longitudinal, transverse and vertical distance from the center of rolling and pitching
to the center of under consideration vehicle, respectively
= rolling and pitching angle of ship as specified in Table 1 respectively (deg) (see Fig
1)
= rolling and pitching cycle of ship as specified in Table 1 respectively (sec)
= vertical force to deck during rolling and pitching of ship (ton) (see Fig 1)
= force acting to transverse direction which is parallel to deck during rolling of ship
(ton) (see Fig 1)
= force acting to longitudinal direction which is parallel to deck during pitching of ship
(ton) (see Fig 1)
= overturing moments during rolling of ship (ton-m) (see Fig 2)
= forces acting on vehicle which is parallel to longitudinal and transverse deck re-
spectively (ton)
= full width of vehicle (m) (see Fig 2)
= spacing of wheels (m) (see Fig 2)
= height from deck to the center of gravity of the vehicle ( m) (see Fig 2)
= sum of the transverse and longitudinal horizontal component which movable securing
devices can withstand (ton)
= sum of the force to resist for vehicle overturning moment by movable securing de-
vices (ton)
= number of movable securing devices used for one vehicle
= transverse and longitudinal angle between movable securing devices and deck re-
spectively (deg) (see Fig 2)
= height from deck to the point of vehicle securing ( m) (see Fig 2)
= safety working load of movable securing devices which is divided breaking load with
safety factor of Table 1 (ton)
Guidance Relating to the Rules for the Classification of Steel Ships 2023 135
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= friction coefficients between vehicle and deck, as shown below
1)
tire(rubber) / non-slipped paint: 0.7
tire(rubber) / steel deck: 0.3
steel / steel deck: 0.1(when dry)
steel / steel deck: 0.0(when wet)
timber / steel deck: 0.3
1): The coefficient of friction of paints approved in accordance with the Guidance
for Approval of Manufacturing Process and Type Approval or coefficient of
friction of test report acceptable to the Society may be used. (2018)
(B) The loads acting on the securing device is to be determined in consideration of the move-
ments of ship which is described in the Table 1.
(C) Each component of the loads caused by motions of the ship is shown in Fig 1 and Table 2.
Fig 1 Motions of the ship
Table 1 Ship motion
Item Rolling Pitching
Safety
degree cycle 3) degree cycle factor
Classification
Ferries engaging over
25°
coastal area
cycle of
5° 5 sec 4 over
Ferries that voyaged ship
time is less one hour 10°
or smooth water area
(Note)
1. ′ is the value obtained from the following formula.
′
= the vertical position of the centric of the ship
= the vertical position of the buoyancy centric of the ship
2. The centric of pitching is to be longitudinal position of the centric of the ship.
3. The rolling cycle of the ship may be taken from the following formula.
136 Guidance Relating to the Rules for the Classification of Steel Ships 2023
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Annex 7-3 Guidance for Car Ferries Pt 7, Annex 7-3
Table 2 Load components
Load components (ton)
Type Horizontal force
Vertical force
transverse longitudinal
Rolling cos -
Static
Pitching cos -
load
Combination cos cos
Rolling -
Dynamic
load
Pitching -
Fig 2 Various dimensions during vehicle securing
(D) The forces caused by motions of the ship are as follows.
(a) Vertical force: the smallest among and
cos cos
cos
cos
(b) Transverse horizontal force:
sin
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Annex 7-3 Guidance for Car Ferries Pt 7, Annex 7-3
(c) Longitudinal horizontal force:
sin
(E) The loads to be considered as acting on the vehicle are to be determined according to fol-
lowing formula.
(a) Transverse horizontal force
(b) Longitudinal horizontal force
(c) Rolling overturing moments
× ×
(F) The forces caused by motions of the ship are as follows.
(a) Transverse horizontal component:
∙ cos ∙ cos
sin
(b) Longitudinal horizontal component:
∙ cos ∙ sin
sin
(c) overturing moments horizontal component:
∙
sin ∙ cos cos
(G) Movable securing devices are to be complied with following formula.
(a) Transverse horizontal component : ≤
(b) Longitudinal horizontal component : ≤
(c) overturing moments horizontal component : ≤
(5) Drawing guidance for vehicle and cargo loading plan
(A) The arrangement and loading method of vehicles intended to load among the vehicles as
specified in "Enforcement Regulations of the Automobile Management Act Appendix Table 1"
is to be indicated in the loading plan. In this case, where the total weight of the vehicle is
within the range of the total weight of the approved vehicle and fixation method and secur-
ing strength is suitable, other vehicles, construction machinery as specified in "Presidential
Decree for the Construction Machinery Management Act Appendix Table 1" and agricultural
machinery as specified in "Enforcement Regulations of the Agricultural Mechanization
Promotion Act Appendix Table 1" etc. are to be loaded in accordance with the loading plan.
(B) Notwithstanding the (A) above, where the vehicle type intended to load is decided by the
owner of car ferry especially, the vehicle loading plan reflected the arrangement and loading
method of the vehicle is to be approved.
(C) Where intended to load the vehicle other than (A) above, the vehicle loading plan reflected
the arrangement and loading method of the vehicle is to be approved additionally.
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(D) Vehicle and cargo loading plan is to be included following items.
(a) arrangement and detail of fixed securing devices(types, material, breaking strength etc.)
(b) detail of movable securing devices(material, breaking strength, instructions etc.)
(c) arrangement and securing details for the vehicles intended to load(position of securing
point of vehicle and ship, type of movable securing devices)
(d) specification of the vehicles intended to load(length and width of vehicle, vehicle weight
including cargo weight)
(e) fire-extinguishing appliances, drainage facilities and passageway
(f) notice in Par 6 (8) (D)
(g) when cargoes other than vehicles are loaded, the description of loading and securing
method
(6) Cargo loading other than vehicles
(A) In the vehicle area, unless it is approved by the Society, no cargoes other than vehicles may
be loaded. For the cargoes loading other than vehicles, the documents for the closure and
loading arrangements by the kinds of cargoes are to be submitted and approved by this
Society.
(B) For freight container in one tier, the container is to be secured at their lower 4 corners by
fixed securing devices(socket, D-ring, sliding base, lashing plate etc.) which is secured to the
ship. For freight container in more than two tiers, the container is to be secured at their
lower 4 corners to the upper 4 corners of below container by movable securing devices(twist
lock, stacker etc.) or the container is to be secured directly to ship by lashing rod or
turnbuckle. These fixed and movable securing devices are to comply with the requirement in
Guidance Annex 7-2.
(C) General cargoes(excluding passenger's personal belongings) except cargoes approved in ve-
hicle and cargo loading plan it's arrangement ∙ loading ∙ securing method is to be loaded in
storage facilities to made available for securing and is to be secured to comply with the re-
quirement in (4).
8. Bow door, etc
(1) General
(A) Bow and stern door, inner door, side door and ramp of all ferries are to be provided in the
upper freeboard deck.
(B) For the ferries engaged in coastal area and over, bow and stern door and side door is to be
weather tightness. However, when the inner door or ramp with weather tightness is provided
inside of bow door, closure of bow door may be properly considered.
(C) For the ferries having bow door, the structure and arrangement of lamp and inner door is to
be in accordance with Pt 3, Ch 14, 201 and 205 of the Rules.
(D) The strength of bow and stern door, inner door, side door and ramp are to be comply with
Pt 4, Ch 3. and have a strength larger than that of near members. Near parts of side door
is to be properly compensated.
(2) Strength of lamp (2018)
The strength of ramp is to be complied with the followings. When the stern and inner door are
used for ramp, the followings are to be satisfied.
(A) The thickness of deck to ramp is to be in accordance with the requirements in Ch 7, 301.
1.
(B) The section modulus of tripping brackets is to be in accordance with the requirements in
Ch 7, 301. 2.
(C) The dimensions of longitudinal and transverse girders of the lamp deck can be calculated by
assuming that the girder is a simple support beam or continuous beam. In this case, the
load should be the designed maximum vehicle load and the allowable deflection should be
less than 1/800 of the span. Alternatively the dimensions may be determined by direct
strength calculation method. In this case, the load is not less than the value calculated by
using 1.3 times of designed maximum vehicle load(ton) and permissible stress 177/K Nmm .
(D) The strength of ramp which is considered as one of shell for navigating is not less than that
of side shell or upper structure.
(3) Remotely controlled opening/closing systems
(A) Where the remotely controlled opening/closing systems devices, the followings are to be
complied with.
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(a) Control panel is so to be placed that controller may easily observe excepting that the
controller may observe opening/closing of the door at the position where the control
panel is placed.
(b) The indicating system for opening/closing systems of door is to be provided at the navi-
gation bridge.
(c) Locking device which is able to be stopped at each step is to be provided.
(B) Where the remote control panel is provided at the bow side of exposed deck, the door is to
be closed when the lever is pulled to the direction of stern side. The hinged steel cover is
to be provided for preventing damage due to the waves and so on.
(4) Closing devices (2018)
(A) For the car ferries, opening / closing systems and securing device (hereinafter as referred to
closing devices) are to be provided for bow door's perfectly securing. These are able to pre-
vent for easy opening of bow door due to vibration and ship's movement.
(B) In the above (A), closing device is provided with secondary means. If one device is dam-
aged, closing of door is to be maintained by the other one.
(C) Closing devices of bow door are to be easily confirmed the condition of closing at the bridge
or control station. They does not cause any inconvenience for passing of passengers during
navigation.
(D) Design load and permissible stress of securing devices are to be in accordance with Pt 4,
Ch 3.
(5) Notice
The approved operation method and any attention for vehicle door are to be noticed near to the
door or control panel.
9. Air pipe and sounding pipe
(1) Fuel tanks
(A) End of opening of air pipe in all fuel tanks is to be provided on safe area of exposed deck
which has not a capability of overflow or gas emitting and it is to be opened in closed ve-
hicle area.
(B) The upper parts of sounding pipe of fuel tanks are to be provided on safe area of exposed
deck. However, if it is not available, it may be provided at the space from a distance with
electrical equipments and other parts having high temperature. But in this case, cock or
sluice valve which is a automatically closed type are to be provided.
(C) For the wire gauze to prevent the passage of flame provided on the end of openings or in-
side of air pipe, it is to be complied with Pt 5, Ch 6, 201. of the Rules.
10. Electric equipment
(1) The electric equipment in closed vehicle area are to be complied with Ch 7, 402. of the Rules.
(2) Emergency electric equipment
Requirements and application of emergency power of passenger ferries are in accordance with
"Special Regulations for Car Ferries" in Korean Ship Safety Law.
(3) Installation and utilization of electricity supply cables to loaded vehicle
(A) A car ferry with enclosed vehicle loading space which carries live-fish transporting trucks
must be installed with reel lead electricity supply cables which satisfies the below require-
ments, readily available to supply electricity for every each vehicle it carries.
(a) Must have a circuit breaker for overload
(b) Cables must be fire resistant
(B) A live-fish transporting truck on board the ferry must have it's engine turned off during the
voyage and acquire the electricity necessary for oxygen supplier from the ferry.
11. Fire protection
The fire protection of car ferry is to comply with Ch 6 of "Regulations for Ship's Fire Protection" in
Korean Ship Safety Act.
12. Intact stability for car ferry
Intact stability of car ferries is to be complied with "stability criteria" in Korean Ship Safety Act.
140 Guidance Relating to the Rules for the Classification of Steel Ships 2023
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Annex 7-3 Guidance for Car Ferries Pt 7, Annex 7-3
13. Subdivision of passenger ferry and damage stability requirements
(1) Arrangement
(A) For the passenger ferries, compartments are to be so arranged that limit line is not to be
submerged under water, even though one compartment is flooded.
(B) For the passenger ferries having not less than 45 m in length, in addition to (A), compart-
ments are to be so arranged that limit line is not to be submerged under water, even
though two compartment, one compartment by the side of the other compartment are
flooded.
(C) For the passenger ferries having not less than 79 m in length, in addition to (A), compart-
ments are to be so arranged that limit line is not to be submerged under water, even
though any two compartments are flooded.
(2) Damage stability requirements
(A) Damage stability
(a) When the passenger ferries are damaged and any compartments described in (2) are
flooded and are treated for equilibrium, the followings are to be complied with.
(i) When compartments are symmetrically flooded, is greater than 0.05 m .
(ii) When compartments are unsymmetrically flooded, angle of inclination is not greater
than 7°, However, where any two adjacent compartments are flooded simultaneously,
it may be 15°
(iii)Limit line is not be under water.
(b) For all passenger ferries has a necessary stability for the compliance with the above (a)
for the all conditions.
(c) For the limit line is submerged under water during the flooding condition (a), ship has to
be accomplished proper treatments deemed necessary by this Society.
(d) When the equilibrium is accomplished, maximum angle of inclination is to be approved
by this Society.
(B) Damage stability calculation
(a) In damage stability calculation arrangement of flooding compartment, ship's ratio of di-
mension and property are to be considered in addition to (2) and the following (C), (D).
(b) For the ships having water-tightness deck, longitudinal bulkheads, inside shell, those are
to be considered for ship's safety due to heeling when the compartments the parts sur-
rounded by those are flooding.
(C) Flooding ratio of flooding compartment
Flooding ratio is 60 for the area of cargo, ore or stowage loaded, 90 for accommodation
area, 85 for machinery space, 0 or 95 for the area where the liquid cargo is loaded which-
ever is worse. However, when the ships are damaged, more critical calculation is to be con-
ducted for the area where the accommodation equipment or machinery equipment are not
provided in due to located in near the water line and cargoes or packages are not stowed.
(D) Damage assumption
(a) The assumed extent of damage should be:
(i) Longitudinal extent : m or 11 m , whichever is smaller.
(ii) Transverse extent : 0.2 m from the ship's side at right angles to the centerline at
the level of the summer load line.
(iii) Vertical extent : top of the keel
(b) If any damage of smaller extent than the maximum damage specified in (a) would result
in severer condition, such damage should be considered.
(E) Distance between transverse bulkhead
(a) When the distance between two neighbouring compartments, transverse bulkhead is less
than the smaller of the in the following formula or 11 m, (1) is applied by regarding
that one of them is not provided.
m
(b) For the bended area is provided in transverse bulkhead, it is to be in accordance with
Article 16(5) Par 2 of the "Standard for Construction and Appliances for Car Ferry" in
Korean Ship Safety Law.
(F) Unsymmetrical flooding
(a) Unsymmetrical flooding is to be avoided as possible.
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(b) The equipments for correction of large angle of inclination due to unsymmetrical flooding
is to be automatical as possible, and it is approved by the Society.
(c) When the equipments specified in above (b) is cross flooding equipment, they are to be
complied with the followings.
(i) When the control devices are provided, they may be controlled upper of bulkhead
deck.
(ii) Equilibrium is to be completed in 15 min. and scantlings are to be complied with
Res. MSC362(92).
(G) Equipment for pipe damage
In this case, where any part of the bilge pipe is close to ship's side than a distance of one
fifth of the width of the ship which is measured at right angles to the centerline at the level
of the summer load line, it is to be provided a non-return valve to the pipe inside the com-
partment having the open end of the pipe.
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Double Bottom Contents with Bulk Carriers Pt 7, Annex 7-4
Annex 7-4 Guidance for Calculating the Maximum Allowable and Minimum
Required Mass of Cargo and Double Bottom Contents with Bulk Carriers
1. The maximum allowable cargo mass and the minimum allowable cargo mass for the
each cargo hold which are to be described in Loading Manual as specified in Pt. 3, Annex 3-1, 2.
(4) (A) of the Guidance are to be given by the following as a function of draft in way of the con-
sidered cargo hold.
(1) Maximum allowable cargo mass
(A) In the case where the scantlings of structural members of double bottom are determined by
the formula prescribed in the requirements of the Rule
(a) The pressure which works on the ships bottom with mass of cargo or ballast water,
kNm is to be not greater than the obtained with the following formula.
max ⋯ ′
: Stowage height to the cargo surface from the tank top at the center line ( m). In
any case, the height of the cargo surface cannot exceed that of the upper deck.
: Design specific gravity of cargoes for the cargo hold which is to be taken as
: Maximum cargo mass of the cargo hold considered ( ton )
: Volume of the cargo hold considered excluding the hatchway ( m )
: Difference in pressure in loading condition No. i taken from a population with the
total of n loading conditions, which works on the center line of the ships bottom
with mass of cargo, ballast water and/or double bottom contents and by wave
and still water corresponding to the draft ( kNm ), which is obtained from the fol-
lowing formula. The difference in pressure cannot, however, exceed the design
pressure given to the local structural member of double bottom where the mem-
ber is reinforced to enable ship to carry such heavy cargoes as steel coils.
max ′ ′
: Pressure in loading condition No. i, which works on the center line of the ship's
bottom by the mass of cargo, ballast water and/or double bottom contents
( kNm )
: Draft in loading condition No. i, at mid-hold position of cargo hold length ( m)
: Length of cargo hold ( m) as defined in Ch 3, 301. 4 of the Rules.
′ : Length of ship ( m ). Where exceeds 230 m, is to be taken as 230 m.
: 1.0. However, on the water where there are small effects of ocean waves such as
port area, that may be reduced to 0.5.
: 0.9 in loading condition No. i, in the case where the considered hold and either of
the adjacent holds are loaded or empty simultaneously. In the other case, it is to
be 1.0.
: Draught at mid-hold position of cargo hold length ( m)
: Water heads of ballast water charged in the double bottom at the center line
( m). In any case, it cannot exceed height of the double bottom.
(b) The maximum allowable cargo mass, ( ton ), is to be not greater than the obtained
with the following formula.
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: The function with shows the relationship between the stowage height ( m) of
cargo at the center line and the volume ( m ) of cargo loaded in the hold. In this
case, the cargo may be uniformly supposed to be loaded under level surface.
(B) In the case where the scantlings of structural members of double bottom are determined by
direct calculations
(a) The pressure which works on the ships bottom with mass of cargo or ballast water,
kNm , is not to be greater than the obtained with the following formula.
max ⋯
, , and : as specified in (A)
: Difference in pressure in loading condition No. i taken from a population with the
total of n loading conditions, which works on the center line of the ships bottom
by mass of cargo, ballast water and/or double bottom contents and by wave and
still water corresponding to the draft ( kNm ), which is obtained from the follow-
ing formula. The difference in pressure cannot, however, exceed the design pres-
sure given to the local structural member of double bottom where the member is
reinforced to enable ship to carry such heavy cargoes as steel coils.
max
: The pressure, in loading condition No. i, which works on the center line of the
ships bottom by the mass of cargo, ballast water and/or double bottom contents
( kNm ). In calculating the pressure which arises by the mass of cargo, the den-
sity of cargo and the shape of cargo surface which were applied in direct calcu-
lations may be, however, taken into consideration.
: Draught in loading condition No. I, at mid-hold position of cargo hold length ( m)
: As obtained with the following formula.
where ≤ m
where m ≤ m
where m ≤ m
9.28 where m
: 1.0. On the waters where there are small effects of ocean waves such as the
bay , it may be, however, reduced to one-third.
(b) The maximum allowable cargo mass, ( ton ) , is to be not greater than the obtained
with the following formula.
: as specified in (A)
(2) Minimum allowable cargo mass
(A) In the case where the scantlings of structural members of double bottom are determined by
the prescribed formula in the requirements of the Rule
(a) The pressure which works on the ships bottom with mass of cargo or ballast water,
kNm , is not to be less than the obtained with the following formula.
max ⋯ ′
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Double Bottom Contents with Bulk Carriers Pt 7, Annex 7-4
, , , , , ′ , and : As specified in (1) (A)
(b) Minimum allowable cargo mass ( ton ) is to be not less than the obtained with the
following formulas.
: As specified in (1) (A)
(B) In the case where the scantlings of structural members of double bottom are determined by
direct calculations
(a) The pressure which works on the ships bottom with mass of cargo or ballast water,
kNm , is to be not less than the obtained with the following formula.
min ⋯
, , , , and : As specified in (1) (B)
: Difference in pressure in loading condition No. i taken from a population with the
total of loading conditions, which works on the center line of the ships bottom by
mass of cargo, ballast water and/or double bottom contents and by wave and still
water corresponding to the draft ( kNm ), which is obtained from the following
formula taking a downward force as a positive value. The difference in pressure
cannot, however, exceed the design pressure given to the local structural member
of double bottom where the member is reinforced to enable ship to carry such
heavy cargoes as steel coils.
min
and : As specified in (1) (B)
(b) Minimum allowable cargo mass ( ton ) is to be not less than the obtained with the
following formula.
: As specified in (1) (B)
2. The maximum allowable cargo mass and the minimum allowable cargo mass for the
cargo hold and the adjacent cargo hold (hereinafter referred to as "two adjacent holds") which are to
be described in Loading Manual as specified in Pt 3, Appendix 3-1, 2.(4)(D) of the Guidance are to
be given by the following as a function of draft in way of these holds.
(1) Maximum allowable cargo mass
(A) In the case where in the scantlings of structural members of double bottom are determined
by the formula prescribed in the requirements of the Rule
(a) In each hold, the pressure which works on the ships bottom with mass of cargo or bal-
last water is to be not greater than the obtained with the following formulas.
The pressure, kNm , which works on the considered hold is;
′
The pressure, ′ ′ kNm , which works on the adjacent hold is;
′ ′ ′
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and ′ : In each hold, stowage height to the cargo surface from the tank top at the
center line ( m). In any case, the height of the cargo surface cannot exceed that
of the upper deck.
and ′ : In each cargo hold, design specific gravity of cargoes for the cargo hold
which has the largest value under such loading conditions that two adjacent holds
are empty or loaded simultaneously.
and ′ : The case in which and ′ satisfy the relationship defined by the following
formula, and ′ take the absolute value of and ′ respectively. The absolute
value cannot, however, exceed the design pressure given to the local structural
member of double bottom where the member is reinforced to enable ship to car-
ry such heavy cargoes as steel coils.
′ max ′ ′ ⋯ ′
and ′ : Differences in pressure of the considered hold and the adjacent hold in
loading condition No. j taken from a population with the total of such m loading
conditions that two adjacent holds are empty or loaded simultaneously, which
work on the center line of the ships bottom by mass of cargo, ballast water
and/or double bottom contents and by wave and still water corresponding to the
draft ( kNm ). In loading condition No. j, and ′ take respectively and ′
as obtained with the following formula if each difference in pressure of the con-
sidered hold and the adjacent hold has the same sign (i.e. plus or minus) in both
cases where it added the pressure by wave to the pressure by still water and it
subtracted the pressure by wave from the pressure by still water. In any case, it
takes a downward force as a positive value.
′ max ′ ′
and ′ : Differences in pressure of the considered hold and the adjacent hold in
loading condition No. j which are obtained from the following formulas. In case
where the pressure by wave is added to the pressure by still water, they are de-
fined as and ′ respectively. The differences in pressure of the considered
hold and the adjacent hold in case where the pressure by wave is subtracted
from the pressure by still water are also defined as and ′ .
′
′ ′ ′ ′
′
′ ′ ′ ′
and ′ : In loading condition No. j, the pressure respectively in the considered
hold and in the adjacent hold which arises at the center line of the
ships bottom by the mass of cargo, ballast water and/or double bottom
contents ( kNm ).
and ′ : In loading condition No. j, draught at mid-hold position of cargo hold
length ( m ) of the considered hold and the adjacent hold respectively.
, ′ and : As specified in 1. (1) (A)
: The average value of and ′ ( m)
and ′ : In the considered hold and the adjacent hold respectively, water
heads of ballast water charged in the double bottom at the center line
( m). In any case, they cannot exceed the height of the double bottom
146 Guidance Relating to the Rules for the Classification of Steel Ships 2023
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Annex 7-4 Guidance for Calculating the Maximum Allowable and Minimum Required Mass of Cargo and
Double Bottom Contents with Bulk Carriers Pt 7, Annex 7-4
(b) The maximum allowable cargo mass, ( ton ), is to be not greater than the obtained
with the following formula.
′ ′
and ′ : Function, in the considered hold and the adjacent hold respectively,
which shows the relationship between the stowage height of the cargo ( m) at the
center line and the volume ( m ) of the cargo loaded in the hold. In this case, the
cargo may be uniformly supposed to be loaded under level surface.
(B) In the case where the scantlings of structural members of double bottom are determined by
direct calculations;
(a) In each hold, the pressure which works on the ships bottom with mass of cargo or bal-
last water is to be not greater than the obtained with the following formulas.
The pressure, kNm , which works on the considered hold is;
The pressure, ′ ′ kNm , which works on the adjacent hold is;
′ ′
, ′ , , ′ , , and ′ : As specified in (A)
and ′ : As specified in (A), in calculating the values of , ′ , and ′ the fol-
lowing formulas are applied respectively.
′ ′ ′
′ ′ ′
and ′ : As specified in (A). In calculating the pressure which arises by the mass of
cargo, the density of cargo and the shape of cargo surface which were
applied in direct calculations may be, however, taken into consideration.
and ′ : As specified in (A)
and : As specified in Par 1 (1) (A)
(b) The maximum allowable cargo mass, ( ton ), is to be not greater than that obtained
from the following formula.
′ ′
and ′ : As specified in (A)
(2) Minimum allowable cargo mass
(A) In the case where the scantlings of structural members of double bottom are determined by
the formula prescribed in the requirements of the Rule
(a) In each hold, the pressure which works on the ships bottom by mass of cargo or ballast
water is be not less than the obtained with the following formulas.
The pressure, kNm , which works on the considered hold is;
′
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The pressure, ′ ′ kNm , which works on the adjacent hold is;
′ ′ ′
, ′ , , ′ , , ′ , , ′ , , and ′ : As specified in (1) (B)
(b) The minimum allowable cargo mass, ( ton ), is to be not less than the obtained with
the following formula.
′ ′
and ′ : As specified in (1) (A)
(B) In the case where the scantlings of structural members of double bottom are determined by
direct calculations
(a) In each hold, the pressure which works on the ships bottom with mass of cargo or bal-
last water is to be not greater than the obtained with the following formulas.
The pressure, kNm , which works on the considered hold is;
The pressure, ′ ′ kNm , which works on the adjacent hold is;
′ ′
, ′ , , ′ , , , and ′ : As specified in (1) (B)
and ′ : In the case where and ′ satisfy the relationship defined by the following
formula, and ′ take the value of and ′ respectively. The absolute values of
and ′ cannot, however, exceed the design pressure given to the local structural
member of double bottom where the member is reinforced to enable ship to car-
ry such heavy cargoes as steel coils.
′ min′ ′ ⋯ ′
and ′ : Differences in pressure of the considered hold and the adjacent hold in
loading condition No. j taken from a population with the total of such m loading
conditions that two adjacent holds are empty or loaded simultaneously, which
works on the center line of the ships bottom by mass of cargo, ballast water
and/or double bottom contents and by wave and still water corresponding to the
draft ( kNm ). In loading condition No. j, and ′ take respectively and ′
as obtained with the following formulas if each difference in pressure of the con-
sidered hold and the adjacent hold has the same sign (i.e. plus or minus) in both
cases where it added the pressure by wave to the pressure by still water and it
subtracted the pressure by wave from the pressure by still water. In any case, it
takes a downward force as a positive value.
′ min′ ′
and ′ : Differences in pressure of the considered hold and adjacent hold in
loading condition No. j, which are obtained from the following formulas. In case
where the pressure by wave is added to the pressure by still water they are de-
fined as and ′ respectively. The differences in pressure of the considered
hold and the adjacent hold in case where the pressure by wave is subtracted
from the pressure by still water are also defined as and ′ .
148 Guidance Relating to the Rules for the Classification of Steel Ships 2023
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′ ′ ′
′ ′ ′
and ′ : As specified in (1) (B). In calculating the pressure which arises by the
mass of cargo, the density of cargo and the shape of cargo surface which were
applied in direct calculations may be, however, taken into consideration.
and ′ : As specified in (1) (B)
(b) The minimum allowable cargo mass, ( ton ), is to be not less than that obtained from
the following formula.
′ ′
and ′ : As specified in (1) (B)
3. Notwithstanding the provisions of Par 1 above, for ships of BC-A, BC-B and BC-C specified in Ch
3, 201. 3 of the Rules, the maximum allowable cargo mass and the minimum required cargo
mass for the cargo hold may be determined by the following formulae. (See Fig 1)
max ton
However, is in no case to be greater than maximum cargo mass ( ton )
min However, is in no case to be less than 0.
max max max
min min min
max , min : Maximum allowable cargo mass and minimum required cargo mass
corresponding to the draught, determined based on the loading
condition No. I of loading conditions applied in accordance with the
type of ship ( ton )
: Draught in the loading condition No. i, at mid-hold position of cargo hold length ( m)
: Volume of the cargo hold excluding volume of the hatchway part ( m )
: Vertical distance from the top of inner bottom plating to upper deck plating at the
ships centre line( m )
: As specified in Par 1 (1) (A)
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Fig 1 Maximum allowable cargo mass and minimum required cargo mass for a cargo
hold(example for a loaded hold in ships of BC-A)
4. Notwithstanding the provisions of Par 2 above, for ships of BC-A, BC-B and BC-C specified in Ch
3, 201. 3 of the Rules, the maximum allowable cargo mass and the minimum required cargo
mass for the adjacent two holds may be determined by the following formulae. (See Fig 2)
ton ,
However, is in no case to be greater than the maximum cargo mass for each cargo hold.
min
ton , However, is in no case to be less than 0.
: the cargo mass in a cargo hold corresponding to cargo with virtual density (homogeneous
mass/hold cubic capacity, minimum 1.0 1.0 tm ) filled to the top of the hatch coaming.
M Full is in no case to be less than the actual cargo mass( ) in a cargo hold corre-
sponding to a homogeneously loaded condition at maximum draught
and : Volume of the forward and after cargo hold excluding volume of the hatchway part
( m )
min : 0.75 or draught in ballast conditions with the two adjacent cargo holds empty, whichever
is greater( m)
5. In the case specified in Par 3 and 4, maximum allowable cargo mass and minimum required cargo
mass corresponding to draught for loading/unloading conditions in harbour may be increased or de-
creased by 15 % of the maximum allowable mass for the cargo hold (in case specified in Par 4 the
maximum allowable mass for the two adjacent cargo hold) at designed maximum load draught in
sea-going condition. However, maximum allowable mass is in no case to be greater than the max-
imum allowable cargo mass at designed maximum load draught for each cargo hold.
6. Where, notwithstanding Par 1 and 4 above, the scantling of the double bottom structure is de-
termined for the loading condition other than those given in Par 1 or 3 above, maximum allowable
and minimum required mass of cargo may be determined with that condition. Maximum allowable
and minimum required mass of cargo being greater or less than the values given in Par 1 and 2,
may be taken when the strength of the double bottom is determined by additional direct calcu-
lations and so on.
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Fig 2 Maximum allowable cargo mass and minimum required cargo mass
for two adjacent cargo holds(example)
7. In relation to Par 1 to 6 above, the following notice on referring to maximum allowable and mini-
mum required mass of cargo is to be described in loading manual.
"Where ship engages in a service to carry such hot coils or heavy cargoes that have some adverse
effect on the local strength of the double bottom and that the loading is not described as cargo in
Loading Manual, maximum allowable and minimum required mass of cargo are to be considered
specially."
8. Typical loading/unloading sequences required in Pt 3, Appendix 3-1, 3 (1) (F) of the Guidance, are
approved by the Society. Such sequences contain the following loading conditions. However, as for
the loading conditions except the following (2), only in case these are specified as ones of the de-
sign conditions, these may be included in the loading manual.
(1) Alternate loading condition regulated in Pt 3, Appendix 3-1, 3 (1) (F) (a) of the Guidance
(2) Homogeneous loading condition regulated in Pt 3, Appendix 3-1, 3 (1) (F) (b) of the Guidance
(3) Short voyage condition regulated in Pt 3, Appendix 3-1, 3 (1) (F) (d) of the Guidance
(4) Multiple port loading/unloading condition regulated in Pt 3, Appendix 3-1, 3 (1) (F) (e) of the
Guidance
(5) Deck cargo condition regulated in Pt 3, Appendix 3-1, 3 (1) (F) (f) of the Guidance
(6) Block loading (partial loading condition; loaded cargo in over two adjacent holds).
9. Each step of a sequence required in Par 8 above is specified as follows. A step is defined as each
time of changes of the loading equipment position to a new hold.
(1) Each step between commencement of cargo loading in the ballasted condition and the planed
loading condition in case of loading cargo.
(2) Each step between commencement of discharging cargo in the planed loading condition and the
ballast condition at departure in case of discharging cargo.
10. Each step of sequences specified in Par 8 above is acceptable within the allowable limits of longi-
tudinal bending moments and shear forces.
11. In addition to Par 7 above, loading manual is to contain the loading/unloading sequence summary
forms as specified in Pt 3, Appendix 3-1, 3 (1) (F) (g), Table 4 of Guidance, and to include the fol-
lowing notices.
"Where loading/unloading rather than those included in the design plans or in the loading manual,
new loading/unloading sequences are to be developed with the prescribed forms, paying attention to
loading rate, the deballasting capability, longitudinal strength, and maximum allowable and minimum
required mass of cargo and double bottom contents."
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Annex 7-5 Additional Requirements for Existing Bulk Carriers
1. Scantling of the transverse watertight corrugated bulkhead between cargo holds No.1 and 2, with
cargo hold No.1 flooded, for existing bulk carriers
(1) Application and definitions
(A) These requirements apply to all bulk carriers of 150 m in length( ) and above, in the fore-
most hold, intending to carry solid bulk cargoes having a density of 1.78 tm , or above, with
single deck, topside tanks and hopper tanks, fitted with vertically corrugated transverse wa-
tertight bulkheads between cargo holds No. 1 and 2 where:
(a) the foremost hold is bounded by the side shell only for ships which were contracted for
construction prior to 1 July 1998 and have not been constructed in compliance with Ch
3, Sec 12 of the Rules.
(b) the foremost hold is double side skin construction of less than 760 mm breadth meas-
ured perpendicular to the side shell in ships, the keels of which were laid, or which
were at a similar stage of construction, before 1 July 1999 and have not been con-
structed in compliance with Ch 3, Sec 12 of the Rules.
(B) The net scantlings of the transverse bulkhead between cargo holds Nos. 1 and 2 are to be
calculated using the loads given in (2), the bending moment and shear force given in (3) and
the strength criteria given in (4).
(C) Steel renewal and/or reinforcements are required as per (6).
(D) In these requirements, homogeneous loading condition means a loading condition in which
the ratio between the highest and the lowest filling ratio, evaluated for the two foremost
cargo holds, does not exceed 1.2 to be corrected for different cargo densities.
(2) Load model
(A) General
(a) The loads to be considered as acting on the bulkhead are those given by the combina-
tion of the cargo loads with those induced by the flooding of cargo hold No.1.
(b) The most severe combinations of cargo induced loads and flooding loads are to be used
for the check of the scantlings of the bulkhead, depending on the loading conditions in-
cluded in the loading manual:
(i) homogeneous loading conditions;
(ii) non homogeneous loading conditions.
(c) Non homogeneous part loading conditions associated with multiport loading and unloading
operations for homogeneous loading conditions need not to be considered according to
these requirements.
(B) Bulkhead corrugation flooding head
The flooding head (See Fig 1) is the distance ( m) measured vertically with the ship in the
upright position, from the calculation point to a level located at a distance ( m) from the
baseline equal to:
(a) For ships less than 50,000 tonnes deadweight with Type B freeboard :
(b) For ships other than shown in (a) :
(c) For ships to be operated at an assigned load line draught less than the permissible
load line draught , the flooding head defined in (a) and (b) above may be reduced by
.
(C) Pressure in the flooded hold
(a) Bulk cargo loaded hold
Two cases are to be considered, depending on the values of and , but, (See Fig
1) being a distance from the baseline given, in m, by:
m
where :
= mass of cargo, in hold No.1(ton)
= bulk cargo density ( tm )
= length of hold No. 1( m)
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= ship's breadth amidship ( m )
= volume of the bottom stool above the inner bottom ( m )
= height of the hopper tanks amidship from the baseline ( m)
= height of the double bottom ( m)
= breadth of the hopper tanks amidship ( m)
Fig 1 Measurement of , and
(i) for ≥
① At each point of the bulkhead located at a distance between and from the
baseline, the pressure is given by:
kNm
where :
= 1.025 tm , sea water density ( tm )
= 9.81 ms , gravity acceleration
= flooding head as defined in (B)
② At each point of the bulkhead located at a distance lower than from the base-
line, the pressure is given by:
tan kNm
, , = as given above ①
= bulk cargo density ( tm )
= permeability of cargo, to be taken as 0.3 for ore (corresponding bulk cargo
density for iron ore may generally be taken as 3.0 tm ),
= vertical distance ( m) from the calculation point to a level located at a distance
, as defined above, from the base line (See Fig 1)
= 45° - ( /2)
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= angle of repose of the cargo, in degrees, and may generally be taken as 35°
for iron ore and be taken as 25° for cement
③ The force acting on a corrugation is given by:
kN
where :
= spacing of corrugations( m) (See Fig 2)
and = as specified ② above
= as specified in (B)
= pressure at the lower end of the corrugation ( kNmm )
and = as specified in (a)
= height of the lower stool ( m) from the inner bottom.( m)
(ii) for
① At each point of the bulkhead located at a distance between and from the
baseline, the pressure is given by:
tan kNm
where :
, , and = as specified in (i)
② At each point of the bulkhead located at a distance lower than from the base-
line, the pressure is given by:
tan kNm
where :
, , , , , and = as specified in (i) above
③ The force acting on a corrugation is given by:
tan
tan kN
where :
, , , , and = as specified in (i) above
and = as specified in (a)
= as specified in (B)
(b) Pressure in the flooded empty hold
At each point of the bulkhead, the hydrostatic pressure induced by the flooding head
is to be considered.
kNm
The force acting on a corrugation is given by the following formulae:
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kN
where :
, , and = as specified in (i) above
and = as specified in (a)
= as specified in (B)
(D) Pressure in the non-flooded bulk cargo loaded hold
(a) At each point of the bulkhead, the pressure is given by:
tan kNm
where :
, , and = as specified in (C), (a) (i) above
(b) The force acting on a corrugation is given by the following formula:
tan kN
where :
, , , and = as specified in (C), (a) (i) above
and = as specified in (C), (a) above
(E) Resultant pressure and load
(a) Homogeneous loading conditions
(i) At each point of the bulkhead structures, the resultant pressure , to be considered
for the scantlings of the bulkhead is given by:
kNm
(ii) The resultant force acting on a corrugation is given by:
kN
(b) Non homogeneous loading conditions
(i) At each point of the bulkhead structures, the resultant pressure to be considered
for the scantlings of the bulkhead is given by:
kNm
(ii) The resultant force acting on a corrugation is given by:
kN
(iii) In case hold No.1, in non homogeneous loading conditions, is not allowed to be
loaded, the resultant pressure to be considered for the scantlings of the bulkhead
and the resultant force acting on a corrugation is given by:
kNm
kN
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(3) Bending moment and shear force in the bulkhead corrugations
The bending moment and the shear force in the bulkhead corrugations are obtained using
the formulae given in (A) and (B). The and values are to be used for the checks in (4).
(A) Bending moment
The design bending moment for the bulkhead corrugations is given by:
kNm
where :
= resultant force as specified in (2) (E)
= span of the corrugation ( m) (See Fig 2 and 3)
(B) Shear force
The shear force at the lower end of the bulkhead corrugations is given by:
kN
where :
and = as specified in (A) above
Fig 2 Measurement of and
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Fig 3 Measurement of corrugated span
(4) Strength criteria
(A) General
The following criteria are applicable to transverse bulkheads with vertical corrugations (See
Fig 2).
(a) Requirements for local net plate thickness are given in (B), (E), (F) and (G).
(b) Where the corrugation angle shown in Fig 2 is less than 50°, horizontal row of stag-
gered shedder plates is to be fitted at approximately mid depth of the corrugations to
help preserve dimensional stability of the bulkhead under flooding loads. The shedder
plates are to be welded to the corrugations by double continuous welding, but they are
not to be welded to the side shell.
(c) The thicknesses of the lower part of corrugations considered in the application of (B) and
(C) are to be maintained for a distance from the inner bottom (if no lower stool is fitted)
or the top of the lower stool not less than 0.15 .
(d) The thicknesses of the middle part of corrugations considered in the application of (B)
and (D) are to be maintained to a distance from the deck (if no upper stool is fitted) or
the bottom of the upper stool not greater than 0.3 .
(B) Bending capacity and shear stress
(a) The bending capacity is to comply with the following relationship:
× ≤
where :
= bending moment( kN m), as specified in (3) (A) above.
= section modulus of one half pitch corrugation at the lower end of corruga-
tions, as specified in (C) ( cm )
= section modulus of one half pitch corrugation at the mid-span of corrugations
as specified in (D) ( cm )
= allowable stress at the lower end of corrugations as specified in (E)
= allowable stress at the mid-span of corrugations as specified in (E).
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(i) In no case is to be taken greater than the lesser of 1.15 and 1.15 ′ for calcu-
lation of the bending capacity, ′ being defined below.
① In case effective shedder plates are fitted:
ⓐ Shedder plates are not knuckled;
ⓑ Shedder plates are welded to the corrugations and the top of the lower stool by
one side penetration welds or equivalent;
ⓒ Shedder plates are fitted with a minimum slope of 45° and their lower edge is in
line with the stool side plating;
② In case effective gusset plates are fitted:
ⓐ Gusset plates are fitted in line with the stool side plating;
ⓑ Gusset plates have material properties at least equal to those provided for the
flanges,
(ii) the section modulus , is to be taken not larger than the value ′ given by :
′ × cm
where:
= section modulus of one half pitch corrugation, according to (D), in way of the
upper end of shedder or gusset plates, as applicable
= shear force as given in (3) (B)
= height of shedder or gusset plates ( m ), as applicable (See Fig 4 (1), (2), (3)
and (4))
= as specified in (2) (C) (a)
= resultant pressure ( kNm ) as defined in (2) (E), calculated in way of the
middle of the shedder or gusset plates, as applicable
= allowable stress ( Nmm ) as specified in (E).
(b) Stresses are obtained by dividing the shear force by the shear area. The shear area
is to be reduced in order to account for possible non-perpendicularity between the cor-
rugation webs and flanges. In general, the reduced shear area may be obtained by mul-
tiplying the web sectional area by sin , where being the angle between the web and
the flange. (See Fig 2)
(c) When calculating the section moduli and the shear area, the net plate thicknesses are to
be used.
(d) The section moduli of corrugations are to be calculated on the basis of the requirements
given in (C) and (D).
(C) Section modulus at the lower end of corrugations
The section modulus is to be calculated with the compression flange having an effective
flange width , not larger than as given (F) (a).
If the corrugation webs are not supported by local brackets below the stool top (or below
the inner bottom) in the lower part, the section modulus of the corrugations is to be calcu-
lated considering the corrugation webs 30 effective.
(a) Provided that effective shedder plates, as defined in (B) are fitted (See Fig 4 (1) and (2)),
when calculating the section modulus of corrugations at the lower end (cross-section in
Fig 4 (1) and (2) ①), the area of flange plates ( cm ), may be increased by not to be
taken greater than
but, it is to be less than 2.5 .
= width (m) of the corrugation flange (See Fig 2)
= net shedder plate thickness ( mm)
= net flange thickness ( mm)
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= minimum upper yield stress ( Nmm ) of the material used for the shedder
plates
= minimum upper yield stress ( Nmm ) of the material used for the corrugation
flanges.
(b) Provided that effective gusset plates, as defined in (B), are fitted (See Fig 4 (3) and (4)),
when calculating the section modulus of corrugations at the lower end (cross-section in
Fig 4 (3) and (4) ①), the area of flange plates( cm ), may be increased by 7 .
= height of gusset plate (m) (See Fig 4 (3) and (4)), not to be taken greater
than
= width of the gusset plates( m)
= net gusset plate thickness( mm), not to be taken greater than
= net flange thickness based on the as built condition.( m )
Fig 4 Shedder plates and Gusset plates
(c) If the corrugation webs are welded to a sloping stool top plate, which is at an angle not
less than 45° with the horizontal plane, the section modulus of the corrugations may be
calculated considering the corrugation webs fully effective. In case effective gusset plates
are fitted, when calculating the section modulus of corrugations the area of flange plates
may be increased as specified in (b) above. No credit can be given to shedder plates
only. For angles less than 45° the effectiveness of the web may be obtained by linear
interpolation between 30 for 0° and 100 for 45°
(D) Section modulus of corrugations at cross-sections other than the lower end. The section
modulus is to be calculated with the corrugation webs considered effective and the com-
pression flange having an effective flange width, , not larger than as given in (F) (a).
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(E) Allowable stress check
The normal and shear stresses and are not to exceed the allowable values and ,
given by:
Nmm
Nmm
where :
= minimum upper yield stress of the material.( Nmm )
(F) Effective compression flange width and shear buckling check
(a) Effective width of the compression flange of corrugations
The effective width of the corrugation flange is given by:
m
where :
for :
for ≤ :
×
= net flange thickness ( mm)
= width of the corrugation flange ( m) (See Fig 2)
= minimum upper yield stress of the material ( Nmm )
= modulus of elasticity ( Nmm ), to be assumed equal to 2.06 × 105 Nmm for
steel
(b) Shear
The buckling check is to be performed for the web plates at the corrugation ends. The
shear stress is not to exceed the critical value obtained by the following:
when : ≤
when :
where :
= shear stress of the material ( Nmm )
= elastic buckling stress ( Nmm )
Nmm
where :
= 6.34
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= net thickness ( mm) of corrugation web ( mm)
= breadth of corrugation web (See Fig 2)
, = as specified in (a) above.
(G) Local net plate thickness
(a) The bulkhead local net plate thickness, ( mm) is given by:
mm
where :
= plate width ( m) to be taken equal to the width of the corrugation flange or
web, whichever is the greater (See Fig 2)
= resultant pressure ( kNm ), as defined in (2) (E), at the bottom of each strake
of plating; in all cases, the net thickness of the lowest strake is to be de-
termined using the resultant pressure at the top of the lower stool, or at the
inner bottom, if no lower stool is fitted or at the top of shedders, if shedder
or gusset/shedder plates are fitted.
= minimum upper yield stress of the material( Nmm )
(b) When the thicknesses of the flange and web are different :
(i) The net thickness of the narrower plating is not to be taken less than the following
values:
mm
where :
= the width of the narrower plating.( m)
and = as specified in (a) above.
(ii) The net thickness of the wider plating is not to be taken less than the maximum of the
following values:
mm ,
mm
where :
= the lesser value of the between actual net thickness of the narrower plating
and .
(5) Local details
(A) As applicable, the design of local details is to comply with the Society's requirements for the
purpose of transferring the corrugated bulkhead forces and moments to the boundary struc-
tures, in particular to the double bottom and cross-deck structures.
(B) In particular, the thickness and stiffening of gusset and shedder plates, installed for
Strengthening purposes, is to comply with the Society's requirements, on the basis of the
load model in (2). Unless otherwise stated, weld connections and materials are to be dimen-
sioned and selected in accordance with the Society's requirements.
(6) Corrosion addition and steel renewal
(A) Steel renewal is required where the gauged thickness is less than net mm , net being the
thickness used for the calculation of bending capacity and shear stresses as given in (4)(B)
or the local net plate thickness as given in (4) (G). Alternatively, reinforcing doubling strips
may be used providing the net thickness is not dictated by shear strength requirements for
web plates (See (4) (E) and (4) (F) (b)) or by local pressure requirements for web and flange
plates (See (4) (G)).
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(B) Where the gauged thickness is within the range net mm, net mm , coating (applied in
accordance with the coating manufacturer's requirements) or annual gauging may be adopted
as an alternative to steel renewal.
(C) Where steel renewal or reinforcement is required, a minimum thickness of net mm is to
be replenished for the renewed or reinforced parts.
(D) For ≥
= minimum upper yield stress( Nmm ) of the material used for the corrugation flanges
= minimum upper yield stress( Nmm ) of the material used for the lower stool side plat-
ing or floors (if no stool is fitted)
= flange thickness, in mm, which is found to be acceptable on the basis of the criteria
specified in (A) above or, when steel renewal is required, the replenished thickness
according to the criteria specified in (C) above. The above flange thickness dictated by
local pressure requirements (See (4) (G)) need not be considered for this purpose
= as built thickness of the lower stool side plating or floors (if no stool is fitted) ( mm)
(a) Gussets with shedder plates, extending from the lower end of corrugations up to 0.1l or
reinforcing doubling strips (on bulkhead corrugations and stool side plating) are to be
fitted.
(b) If gusset plates are fitted, the material of such gusset plates is to be the same as that
of the corrugation flanges. The gusset plates are to be connected to the lower stool
shelf plate or inner bottom (if no lower stool is fitted) by deep penetration welds. (See
Fig 5).
(E) Where steel renewal is required, the bulkhead connections to the lower stool shelf plate or
inner bottom (if no stool is fitted) are to be at least made by deep penetration welds.
(F) Where gusset plates are to be fitted or renewed, their connections with the corrugations and
the lower stool shelf plate or inner bottom (if no stool is fitted) are to be at least made by
deep-penetration welds (See Fig 5).
Fig 5 Deep penetration weld
(G) Guidance on renewal/reinforcement of vertically corrugated transverse watertight bulkhead
between cargo holds Nos. 1 and 2
(a) The need for renewal or reinforcement of the vertically corrugated transverse watertight
bulkhead between cargo holds Nos. 1 and 2 will be determined by the classification so-
ciety on a case by case basis using the criteria given in association with the most re-
cent gaugings and findings from survey.
(b) It will take into account the following:
(i) Scantlings of individual vertical corrugations will be assessed for reinforcement / re-
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newal based on thickness measurements obtained in accordance with Pt 1, Annex
1-5, Table 9 at their lower end, at mid-depth and in way of plate thickness changes
in the lower 70 . These considerations will take into account the provision of gus-
sets and shedder plates and the benefits they offer, provided that they comply with
(4) (B) and (A) to (F).
(ii) Permissible levels of diminution will be determined and appropriate measures taken
in accordance with (A) and (B).
(c) Where renewal is required, the extent of renewal is to be shown clearly in plans. The
vertical distance of each renewal zone is to be not less than 15 of the vertical dis-
tance between the upper and lower end of the corrugation measured at the ship's
centreline.
(d) Where the reinforcement is accepted by adding strips, the length of the reinforcing strips
is to be sufficient to allow it to extend over the whole depth of the diminished plating.
In general, the width and thickness of strips should be sufficient to comply with the (A)
to (F) requirements. The material of the strips is to be the same as that of the corruga-
tion plating. The strips are to be attached to the existing bulkhead plating by continuous
fillet welds. The strips are to be suitably tapered or connected at ends in accordance
with Class Society practice. (See Fig 6)
(e) Where reinforcing strips are connected to the inner bottom or lower stool shelf plates,
one side full penetration welding is to be used. When reinforcing strips are fitted to the
corrugation flange and are connected to the lower stool shelf plate, they are normally to
be aligned with strips of the same scantlings welded to the stool side plating and having
a minimum length equal to the breadth of the corrugation flange.
(f) A general arrangement of structural reinforcement is given by Fig 6.
(7) The flow chart to asses capability of carriage of high density cargoes on existing bulk carriers
according to the strength of transverse bulkhead between cargo holds Nos. 1 and 2 may refer
to the Fig 7. However, where the resultant pressure specified in above (2) (E) has the highest
value for cargo density( ) being 1.78 tm , this flow chart may not be applied.
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Fig 6 Example of general arrangement of structural reinforcement
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Fig 7 Flow chart to assess capability of carriage of high density cargoes on existing bulk carriers
according to the strength of transverse bulkhead
2. Evaluation of Allowable Hold Loading of Cargo Hold No. 1 with Cargo Hold No. 1 Flooded, for
Existing Bulk Carrier
(1) Application and definitions
(A) These requirements apply to all bulk carriers of 150 m in length and above, in the for most
hold, intending to carry solid bulk cargoes having a density of 1.78 tm , or above, with sin-
gle deck, topside tanks and hopper tanks, where:
(a) the foremost hold is bounded by the side shell only for ships which were contracted for
construction prior to 1 July 1998 and have not been constructed in compliance with Ch
3, Sec 11 of the Rules.
(b) the foremost hold is double side skin construction of less than 760 mm breadth meas-
ured perpendicular to the side shell in ships, the keels of which were laid, or which
were at a similar stage of construction, before 1 July 1999 and have not been con-
structed in compliance with Ch 3, Sec 11 of the Rules.
(B) Early completion of a special survey coming due after 1 July 1998 to postpone compliance is
not allowed.
(C) The loading in cargo hold No. 1 is not to exceed the allowable hold loading in flooded con-
dition, calculated as per (4), using the shear capacity of the double bottom given in (3).
(D) In no case, the allowable hold loading in flooding condition is to be taken greater than the
design hold loading in intact condition.
(2) Loading model
(A) General
(a) The loads to be considered as acting on the double bottom are considered by following
(i) the load by the external sea pressures
(ii) the combination of the cargo loads with those induced by the flooding of the hold.
(b) The most severe combinations of cargo induced loads and flooding loads are to be used,
depending on the loading conditions included in the loading manual:
(i) homogeneous loading conditions;
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(ii) non homogeneous loading conditions;
(iii) packed cargo conditions (such as steel mill products).
(c) For each loading condition, the maximum bulk cargo density to be carried is to be con-
sidered in calculating the allowable hold loading limit.
(B) Inner bottom flooding head
The flooding head (See Fig 8) is the distance, in , measured vertically with the ship in
the upright position, from the inner bottom to a level located at a distance , in m, from
the baseline equal to:
(a) for ships less than 50,000 tonnes deadweight with Type B freeboard : 0.95
(b) for ships except for (a) above :
Fig 8 Measurement of , and
(3) Shear capacity of the double bottom of hold No. 1
(A) The shear capacity of the double bottom of hold No. 1 is defined as the sum of the
shear strength at each end of:
(a) all floors adjacent to both hoppers, less one half of the strength of the two floors ad-
jacent to each stool, or transverse bulkhead if no stool is fitted (See Fig 9).
(b) all double bottom girders adjacent to both stools, or transverse bulkheads if no stool is
fitted.
(B) The strength of girders or floors which run out and are not directly attached to the boundary
stool or hopper girder is to be evaluated for the one end only.
(C) Note that the floors and girders to be considered are those inside the hold boundaries
formed by the hoppers and stools (or transverse bulkheads if no stool is fitted). The hopper
side girders and the floors directly below the connection of the bulkhead stools (or trans-
verse bulkheads if no stool is fitted) to the inner bottom are not to be included.
(D) When the geometry and/or the structural arrangement of the double bottom are such to
make the above (A) to (C) inadequate, to the Society's discretion, the shear capacity C of
double bottom is to be calculated according to the Society's criteria.
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Fig 9 Considering floor and girder
(E) In calculating the shear strength, the net thickness of floors and girders is to be used. The
net thickness , in mm, is given by:
mm
where :
= as built thickness of floors and girders.( mm)
= corrosion diminution, equal to 2 mm, in general ; a lower value of may be
adopted, provided that measures are taken, to the Society's satisfaction, to justify
the assumption made.
(F) Floor shear strength
The floor shear strength in way of the floor panel adjacent to hoppers and the floor
shear strength in way of the openings in the outmost bay (i.e. that bay which is closer to
hopper) are given by the following expressions:
× kN , × kN
where:
= sectional area of the floor panel adjacent to hoppers ( mm )
= net sectional area of the floor panels in way of the openings in the outmost
bay(i.e. that bay which is closer to hopper)( mm )
= allowable shear stress ( Nmm ), to be taken equal to
= minimum upper yield stress of the material ( Nmm )
= 1.1
= 1.2, may be reduced, as the Society's discretion, down to 1.10 where appro-
priate reinforcements are fitted to the Society's satisfaction
Guidance Relating to the Rules for the Classification of Steel Ships 2023 167
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Annex 7-5 Additional Requirements for Existing Bulk Carriers Pt 7, Annex 7-5
(G) Girder shear strength
The girder shear strength in way of the girder panel adjacent to stools (or transverse bulk-
heads, if no stool is fitted) and the girder shear strength in way of the largest opening
in the outmost bay (i.e. that bay which is closer to stool, or transverse bulkhead, if no stool
is fitted) are given by the following expressions:
× kN , × kN
where :
= minimum sectional area of the girder panel adjacent to stools(or transverse bulk-
heads, if no stool is fitted) ( mm )
= net sectional area of the girder panels in way of the largest opening in the out-
most bay (i.e. that bay which is closest to stool, or transverse bulkhead, if no
stool is fitted)( mm )
= allowable shear stress ( Nmm ), as given in (F) above.
= 1.10
= 1.15, may be reduced, at the Society's discretion, down to 1.10 where appro-
priate reinforcements are fitted to the Society's satisfaction
(4) Allowable hold loading
The allowable hold loading is given by:
(ton)
where :
= 1.05, however, 1.0 for steel mill products
= cargo density for bulk cargoes , for steel products, is to be taken as the density of
steel ( tm )
= volume occupied by cargo at a level ( m )
is as follows.
(A) for bulk cargoes the lesser of and given by:
,
= sea water density ( tm )
= 9.81 ms , gravity acceleration
= ship immersion for flooded hold condition,
= as specified in (2) (B)
= flooding head as defined in (2) (B)
= cargo permeability, to be taken as 0.3 for ore
= the lesser of and given by
168 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Annex 7-5 Additional Requirements for Existing Bulk Carriers Pt 7, Annex 7-5
,
= shear capacity of the double bottom as defined in (3), considering, for each
floor, the lesser of the shear strengths and (See (3) (F)) and, for
each girder, the lesser of the shear strengths and (See (3) (G))
= shear capacity of the double bottom as defined in (3), considering, for each
floor, the shear strength (See (3) (F)) and, for each girder, the lesser of
the shear strengths and (See (3) (G))
= number of floors between stools (or transverse bulkheads, if no stool is fit-
ted)
= space of ith-floor( m )
= for floors whose shear strength is given by (See (3) (F))
for floors whose shear strength is given by (See (3) (F))
= breadth of double bottom between hoppers ( m) (See Fig 10)
= distance between the two considered opening ( m) (See Fig 10)
= spacing of double bottom longitudinals adjacent to hoppers ( m)
(B) for steel products, may be taken as , using = 0
Fig 10 Measurement of and
3. Damage Stability
(1) Bulk carriers which are subject to compliance with Pars 1 and 2 shall, when loaded to the
summer loadline, be able to withstand flooding of the foremost cargo hold in all loading con-
ditions and remain afloat in a satisfactory condition of equilibrium, as specified in SOLAS regu-
lation XII 4.3 to 4.7.
(2) A ship having been built with an insufficient number of transverse watertight bulkheads to satisfy
this requirement may be exempted form the application of Pars 1 and 2 and this requirement
provided the ship fulfills the requirement in SOLAS XII Reg. 9.
Guidance Relating to the Rules for the Classification of Steel Ships 2023 169
Pt 7 Ships of Special Service
Annex 7-6 Water Level Detection & Alarms and Drainage & Pumping Systems for Bulk Carriers and
Single Hold Cargo Ships Pt 7, Annex 7-6
Annex 7-6 Water Level Detection & Alarms and Drainage & Pumping Systems
for Bulk Carriers and Single Hold Cargo Ships
I. Water level detection & alarms
1. General
(1) The plans containing details on installation, welding and electrical equipment of the water ingress
alarm system specified in this Annex to be submitted to the Society for approval.
After installation on board, this system is to be tested and inspected by the attending Surveyor.
(2) Any water level detection & alarm is to be approved by the Society in accordance with the re-
quirements of the relevant regulations.
(3) In order to avoid the inappropriate application of provisions of chapters II-1, III, IX, XI-1 and XII
to certain dedicated ship types, the following cargoes are excluded from the scope of cargoes
deemed, for the purpose of determining ship type, to be dry cargoes carried in bulk;
(A) woodchips; and
(B) cement, fly ash and sugar,
provided that loading and unloading is not carried out by grabs heavier than 10 tonnes, power
shovels and other means which frequently damage cargo hold structures. (2019)
2. Definitions
(1) Water level detector means a system comprising sensors and indication devices that detect and
warn of water ingress in cargo holds and other spaces as required in Ch 3, 1403. 1 and 3 of
the Rule.
(2) Sensor means a unit fitted at the location being monitored that activates a signal to identify the
presence of water at the location in Ch 3, 1403. 1 and 3 of the Rule
(3) Pre-alarm level means the lower level(0.5 m, single hold cargo ships : not less than 0.3 m ) at
which the sensor(s) in the cargo hold space will operate.
(4) Main alarm level means the higher level(0.15 and above, however not exceed the maximum 2
m, single hold cargo ships : not more than 0.15 ) at which the sensor(s) in the cargo hold
space will operate or the sole level in spaces other than cargo holds
(5) Overriding device means a device to make keeping the current function of an equipment, though
a set alarm signal in it would be taken place.
(6) Visual indication means indication by activation of a light or other device that is visible to the
human eye in all levels of light or dark at the location where it is situated.
(7) Audible indication means an audible signal that is detectable at the location where it is signalled.
(8) Depth of ship means the distance from bottom of cargo hold to hatch coaming. (See Fig 1)
Hatch Coaming
Upper Deck
Cargo Hold
Depth(D)
main alarm level
0.15D(max.2m)
pre-alarm level
0.5m
B.W.T
Fig 1 Depth of ship( )
170 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Annex 7-6 Water Level Detection & Alarms and Drainage & Pumping Systems for Bulk Carriers and
Single Hold Cargo Ships Pt 7, Annex 7-6
3. Installation requirements
(1) Bulk Carriers
(A) For cargo holds
(a) In each cargo hold, giving audible and visual alarms, one when the water level above the
inner bottom in any hold reaches a height of 0.5 m and another at a height not less
than 15 of the depth of the cargo hold but not more than 2 m. On bulk carriers to
which SOLAS Reg.XII/9.2 applies, detectors with only the latter alarm need be installed.
(b) The water level detectors are to be fitted in the aft end of the cargo hold. For cargo
holds which are used for water ballast, an alarm overriding device may be installed. The
visual alarms are to clearly discriminate between the two different water levels detected
in each hold. The illustrations for application and location of installation are showing in
Fig 2 to Fig 5.
(c) The sensors may be installed inside of stools, where the ship has stools in cargo hold.
In this case, the character of each sensor is to be considered in conjunction with
installation.
(d) In case where the direct contact type detectors will be used, the inspection holes or the
equivalent means are to be provided to remove the cargo/water mixture. The mesh size
of filter element on inspection holes is to be decided by considering of the diameter of
cargo particles and provided a spare filter element for each detector. Any filter element
fitted to detectors is to be capable of being cleaned before new loading.
(B) In any ballast tank forward of the collision bulkhead required, giving an audible and visual alarm
when the liquid in the tank reaches a level not exceeding 10 of the tank capacity. An alarm
overriding device may be installed to be activated when the tank is in use.
(C) In any dry or void space other than a chain cable locker, any part of which extends forward of
the foremost cargo hold, giving an audible and visual alarm at a water level of 0.1 m above the
deck. Such alarms need not be provided in enclosed spaces the volume of which does not ex-
ceed 0.1 of the ship's maximum displacement volume.
Fig 2 Installation position of water level detector
Guidance Relating to the Rules for the Classification of Steel Ships 2023 171
Pt 7 Ships of Special Service
Annex 7-6 Water Level Detection & Alarms and Drainage & Pumping Systems for Bulk Carriers and
Single Hold Cargo Ships Pt 7, Annex 7-6
Bulkhead
Cargo Hold
100A(S.80)
Support
Detector
Protector
50A(S.160) Filter
Blind Flange Manhole
0.15D(max.2m)
Lower Stool
Protector
0.5m
Tank Top
Fig 3 (Detail A) Fig 4 (Detail A)
E/R Bulkhead
Engine Room Cargo Hold
100A(S.80)
Support
Detector Protector
50A(S.160)
Filter
0.15D(max.2m)
Blind Flange
0.5m
Tank Top
Fig 5 (Detail B)
(2) Single Hold Cargo Ships
(A) Those are to be fitted in such space with water level detectors which give an audible and
visual alarm at the navigation bridge when the water level above the inner bottom in the
cargo hold reaches a height of not less than 0.3 m, and another when such level reaches
not more than 15 % of the mean depth of the cargo hold.
(B) Those are to be fitted at the aft end of the hold(above its lowest part where the inner
bottom is not parallel to the designed waterline). Where webs or partial watertight bulkheads
are fitted above the inner bottom, additional detectors are to be fitted.
4. Detector system requirements
(1) General
(A) This detecting system is to provide a reliable indication of water reaching a preset level.
The audible and visual alarms are to be suitable for location on the navigation bridge. Here,
one sensor capable of detecting both preset levels (pre-alarm level and main alarm level) is
allowed.
(B) Protection of the enclosures of electrical components installed in cargo holds, ballast tanks
and dry spaces are to be satisfied the requirements of IP68 in accordance with (KS C ) IEC
60529.
172 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Annex 7-6 Water Level Detection & Alarms and Drainage & Pumping Systems for Bulk Carriers and
Single Hold Cargo Ships Pt 7, Annex 7-6
(C) Protection of the enclosures of electrical components installed above ballast and cargo
spaces are to be satisfied the requirements of IP56 in accordance with (KS C ) IEC 60529.
(D) The water level detector system is to be capable of being supplied with electrical power
from two independent electrical supplies as follows. Failure of the primary electrical power
supply of them is to activate an alarm, both visual and audible.
(a) The electrical power supply is to be from two separate sources, one is to be the main
source of electrical power and the other is to be the emergency source, unless a con-
tinuously charged dedicated accumulator battery is fitted, having arrangement, location
and endurance equivalent to that of the emergency source (18h). The battery supply may
be an internal battery in the water level detector system.
(b) The changeover arrangement of supply from one electrical source to another need not be
integrated into the water level detector system.
(c) Where batteries are used for the secondary power supply, failure alarms for both power
supplies are to be provided.
(2) For cargo holds
An alarm, both visual and audible, is to be activated each when the level of water reaches the
pre-alarm level or main alarm level in the cargo hold being monitored. The visual alarm is to
identify the cargo hold and the audible main alarm is not to be the same as that for the
pre-alarm level.
(3) For compartments other than cargo holds
An alarm, both visual and audible, is to be activated when the level of water in the space being
monitored is detected on sensor. The characteristics of the visual and audible alarm is to be the
same as those for the main alarm level in a cargo hold.
5. Functional requirements
(1) Means of detecting water level
The method of detecting water level may be by direct or indirect means. A direct means de-
termines the presence of water by physical contact of the water with detection device and in-
direct means of detection include devices such as the air purge or ultrasonic type sensor.
(2) Functional requirements
(A) The system of detecting water level is to be capable of continuous operation while the ship
is at sea.
(B) Detection equipment is to be suitably corrosion resistant for all intended cargoes. Detection
equipment includes the sensor, any filter and protection arrangements for the detector in-
stalled in cargo holds and other spaces as required by Ch 3, 1403. 1 and 3 of the Rule.
(C) The detector indicating the water level is to be capable of activating to an accuracy of ±100
mm .
(D) The part of the system which has circuitry in the cargo area, is to be certified intrinsically
safe type and at least a IIB T3 in accordance with IEC 60079-11:2011 Where a ship is de-
signed only for the carriage of cargoes that cannot create a combustible or explosive at-
mosphere then the requirement for intrinsically safe circuitry is not to be insisted upon, pro-
vided the operational instructions included in the Manual specifically exclude the carriage of
cargoes that could produce a potential explosive atmosphere. Any exclusion of cargoes is to
be consistent with the ship's cargo book and any certification relating to the carriage of
specifically identified cargoes.
The maximum surface temperature of equipment installed within cargo spaces is to be ap-
propriate for the combustible dusts and explosive gasses likely to be encountered. Where
the characteristics of the dust and gases are unknown, the maximum surface temperature of
equipment is not to exceed 85 deg. C.
Where detector systems include intrinsically safe circuits, plans of the arrangements are to
be submitted and approved. (2022)
(E) Detectors serving a cargo hold is to be capable of being functionally tested in situation when
the hold is empty using either direct or indirect methods.
(3) Installation of sensors
(A) The sensors are to be located in a protected position that is communication with the aft part
of the cargo hold such that position of the sensor detects the level that is representative of
the levels in the actual hold space. These sensors are to be located either as close to the
centerline as practicable, or at both the port and starboard sides of the cargo hold.
(B) The detector installation should not inhibit the use of any sounding pipe or other water level
gauging device for cargo holds or other spaces and detectors and equipment are to be in-
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Annex 7-6 Water Level Detection & Alarms and Drainage & Pumping Systems for Bulk Carriers and
Single Hold Cargo Ships Pt 7, Annex 7-6
stalled where they are accessible for survey, maintenance and repair.
(C) Electrical cables and any associated equipment installed in cargo holds are to be protected
from damage by cargoes or mechanical handling equipment associated with bulk carrier op-
erations, such as in tubes of robust construction or in similar protected locations.
6. Alarm system requirements
(1) The visual and audible alarms are to be suitable for location on the navigation bridge. These
alarms are to be complied with the requirements of primary alarm in the Code on Alerts and
Indicators, 2009. The pre-alarm, as a primary alarm, is to indicate a condition that requires
prompt attention to prevent an emergency condition and the main alarm, as an emergency
alarm, is to indicate that immediate actions are to be taken to prevent danger to human life or
to the ship.
(2) Visual indication using a light of a distinct colour, or digital display that is clearly visible in all
expected light levels, which does not seriously interfere with other activities necessary for the
safe operation of the ship. The visual indication is to be capable of remaining visible until the
condition activating it has returned below the level of the relevant sensor. The visual indication
is not to be capable of being extinguished by the operator. In case of the system with a flick-
ering function, that flicker is to be capable of being muted by the operator, but, at that time,
the visual indication is not to be extinguished.
(3) In conjunction with the visual indication for the same sensor, the system is to be capable of
providing audible indication and alarms in the space in which the indicator is situated. The audi-
ble indication is to be capable of being muted by the operator.
(4) Time delays may be incorporated into the alarm system to prevent spurious alarms due to
sloshing effects associated with ship motions.
(5) The system may be provided with a capability of overriding indication and alarms for the de-
tection systems installed only in tanks and holds that have been designed for carriage of water
ballast. An override visual indication capability should be provided throughout deactivation of the
water level detector for the holds or tanks. However, where such an override capability is pro-
vided, cancellation of the override condition and reactivation of the alarm should automatically
occur after the hold or tank has been de-ballasted to a level below the lowest alarm indicator
level.
(6) Notwithstanding the provisions of (5) above, The water ingress alarm system is not to be capa-
ble of overriding the alarm of the spaces (e.g., dry spaces, cargo holds, etc.), that are neither
designed nor intended to carry water ballast.
(A) Enabling the facility to override alarms is to be customized for each specific ship prior to the
commissioning tests witnessed by the Surveyor. In this case, the related drawings are to be
submitted and approved before the work is commenced.
(B) A "Caution Plate", which prohibits personnel from overriding an alarm to any hold, is not an
acceptable alternative to the above provisions.
(7) Alarms are to continuously monitor the system and activate a visual and audible alarm on de-
tecting a fault. The audible alarm is to be capable of being muted by manual operation but the
visual indication should remain active until the malfunction is cleared. The alarm for malfunction
is distinguishable from the alarm for water level detecting, but it may be substituted the system
fail alarm. Here, faults associated with the system means faults such as open circuit, short cir-
cuit, loss of power supplies and CPU failure, etc.
(8) Alarm systems are to be complied with the requirements of (KS C ) IEC 60092-504. A test
switch for visual indication and audible alarm is to be fitted on alarm panel and the switch is to
be returned to the off position automatically after any use.
7. System test requirements
(1) Alarm system
(A) The visual indication is not to be extinguished by the operator.
(B) It is to be set at a level that alerts operators and tested, but does not interfere with the
safe operation of the ship.
(C) That they are distinguishable from other alarms.
(2) Water level detectors
(A) After installation on board, a functionality test for detectors is to be carried out. The test is
to be represented the presence of water at the detectors for every level monitored, but
simulation methods may be used where the direct use of eater is impracticable.
174 Guidance Relating to the Rules for the Classification of Steel Ships 2023
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Annex 7-6 Water Level Detection & Alarms and Drainage & Pumping Systems for Bulk Carriers and
Single Hold Cargo Ships Pt 7, Annex 7-6
(B) Each detector alarm should be tested to verify that the pre-alarm(0.5 m , single hold cargo
ships : not less than 0.3 m) and main alarm levels[0.15 (max. 2 m), single hold cargo
ships : not more than 0.15 ] operate for every space where they are installed and indicate
correctly. Also, the fault monitoring arrangements should be tested as far as practicable.
(C) Records of testing of alarm systems should be retained on board.
8. Manuals
Documented operating and maintenance procedures for water level detection containing the following
informations are to be kept on board and readily accessible and the procedures are to be written in
working language of the master and officers:
- A description of the equipment for detection and alarm arrangements
- Evidence that the equipment has been type tested
- Line diagrams of the detection and alarm system showing the positions of equipment.
- Installation instructions for setting, securing, protecting and testing.
- List of cargoes for which the detector is suitable for operating in a 50 seawater slurry mix-
ture
- Procedures to be followed in the event of equipment not functioning correctly.
- Maintenance requirements for equipment and system.
II. Drainage and pumping system
1. General
The plans containing piping diagram of drainage and pumping systems specified in this Annex are to
be submitted for approval by the Society and after installation on board, a functionality test for the
pumping system is to be carried out.
2. Position for installation
(1) Ballast tanks forward of the collision bulkhead
(2) Dry spaces other than chain lockers, any part of which extends forward of the foremost cargo
hold and the volume of which exceeds 0.1% of the ship's maximum displacement volume.
3. Requirements for installation
(1) The means for draining and pumping ballast tanks forward of the collision bulkhead and bilges of
dry spaces any part of which extends forward of the foremost cargo hold shall be capable of
being brought into operation from a readily accessible enclosed space, the location of which ac-
cessible from the navigation bridge or propulsion machinery control position without traversing
exposed freeboard or superstructure decks.
: Remote Control Valve S.W
Bosun Store
B.W
No.1
Cargo Hold
F.P.T
(B.W)
S.W
E/R B.W.T
Ballast Pump
Fig 6 Application example
(2) Where the piping arrangements for dewatering closed dry spaces are connected to the piping
arrangements for the drainage of water ballast tanks, two non-return valves are to be provided
to prevent the ingress of water into dry spaces from those intended for the carriage of water
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Annex 7-6 Water Level Detection & Alarms and Drainage & Pumping Systems for Bulk Carriers and
Single Hold Cargo Ships Pt 7, Annex 7-6
ballast. One of these non-return valves is to be fitted with shut-off isolation arrangement. The
non-return valves are to be located in readily accessible positions. The shut-off isolation ar-
rangement are to be capable of being controlled from the navigation bridge, the propulsion ma-
chinery control position or enclosed space which is readily accessible from the navigation bridge
or the propulsion machinery control position without travelling exposed freeboard or super-
structure decks. In this context, a position which is accessible via an under deck passage, a pipe
trunk or other similar means of access is not to be taken as being in the "readily accessible en-
closed space".
(3) Where pipes serving such tanks or bilges pierce the collision bulkhead, valve operation by means
of remotely operated actuators may be accepted provided that the location of such valve controls
complies with this regulation 3 (1).
(4) The remote control valve is not to move from the demanded position in the case of failure of
the control system power or actuator power.
(5) Positive indication is to be provided at the remote control station to show that the valve is fully
open or closed.
(6) The dewatering arrangements are to be such that when they are in operation, other systems
essential for the safety of the ship including fire-fighting and bilge systems remain available and
ready for immediate use. The systems for normal operation of electric power supplies, propulsion
and steering are not to be affected by the operation of the dewatering systems.
(7) Bilge wells in dry space are to be provided with gratings or strainers that will prevent blockage
of the dewatering system with debris.
(8) The enclosures of electrical equipment for the dewatering system installed in any of the forward
dry spaces are to provide protection to IPX8 standard as defined in Pt 6, Ch 1, 201. 1 (2) (A)
(b) of the Guidance, Table 6.1.3 and IEC 60529:1989/AMD2:2013/CORI:2019 for a water head
equal to the height of the space in which the electrical equipment is installed for a time dura-
tion of at least 24 hours. (2022)
(9) The dewatering system for ballast tanks located forward of the collision bulkhead and for bilges
of dry spaces any part of which extends forward of the foremost cargo hold is to be such that
any accumulated water can be drained directly by a pump or eductor and to be designed to re-
move water from the forward spaces at a rate of not less than the following formula.
×
where :
: Capacity of the dewatering system ( mh )
: Cross-sectional area of the largest air pipe or ventilator pipe connected from the
exposed deck to a closed forward space that is required to be dewatered by
these arrangements ( m )
176 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Annex 7-6-1 Water Level Detectors on Multiple Hold Cargo Ships other than
Bulk Carriers and Tankers Pt 7, Annex 7-6
Annex 7-6-1 Water Level Detectors on Multiple Hold Cargo Ships other than
Bulk Carriers and Tankers (2023)
1. Application
(1) Multiple hold cargo ships other than bulk carriers and tankers constructed on or after 1 January
20241 shall be fitted with water level detectors2 in each cargo hold intended for dry cargoes.
Water level detectors are not required for cargo holds located entirely above the freeboard deck.
(2) The water level detectors required by paragraph (1) shall:
(A) give audible and visual alarms at the navigation bridge, one when the water level above the
bottom of the cargo hold reaches a height of not less than 0.3 m, and another at a height
not less than 15% of the depth of the cargo hold but not more than 2 m; and
(B) be fitted at the aft end of the cargo holds. For cargo holds which are occasionally used for
water ballast, an alarm overriding device may be installed. The visual alarms shall clearly dis-
criminate between the two different water levels detected in each hold.
(3) As an alternative to the water level detector at a height of not less than 0.3 m as per
sub-paragraph (2). (A), a bilge level sensor2 serving the bilge pumping arrangements required by
SOLAS II-1 regulation 35-1 and installed in the cargo hold bilge wells or other suitable location
is considered acceptable, subject to:
(A) the fitting of the bilge level sensor at a height of not less than 0.3 m at the aft end of the
cargo hold; and
(B) the bilge level sensor giving audible and visual alarm at the navigation bridge which is clearly
distinctive from the alarm given by the other water level detector fitted in the cargo hold.
* Footnotes:
1. “constructed on or after 1 January 2024” means ships (SOLAS Reg. II-1/1.1.3.2):
.1 for which the building contract is placed on or after 1 January 2024; or
.2 in the absence of a building contract, the keel of which is laid or which are at a similar
stage of construction on or after 1 July 2024; or
.3 the delivery of which is on or after 1 January 2028.
2. For the performance standards, installation and testing requirements, Refer to Resolution MSC.
188(79)/Rev.2 as may be amended.
Guidance Relating to the Rules for the Classification of Steel Ships 2023 177
Pt 7 Ships of Special Service
Annex 7-7 Unified Interpretation of Convention Pt 7, Annex 7-7
Annex 7-7 Unified Interpretation of Convention
(Unless expressly specified otherwise, the requirements in these Annex apply in accordance
with keeling date based on SOLAS Convention)
1. UI SC 207 (Structural Strength of Bulk Carriers in case of Accidental Hold Flooding) (2020)
(1) This is to clarify the implementation between SOLAS XII/5.2 and IACS UR S17, S18 and S20,
these structural requirements are to be complied with in respect of the flooding of any cargo
hold of bulk carriers of 150 m in length and above, intending to carry solid bulk cargoes 1.0
tm density or above.
(2) Unified Interpretation
Regardless of the date of contract for construction, or the cargo hold cross section configuration,
of ships which shall comply with SOLAS XII/5.2, such ships are to comply with IACS Unified
Requirements(UR) S17, S18 for corrugated transverse bulkheads, where fitted, and S20, if they
do not comply with the IACS CSR for Bulk Carriers and Oil Tankers.
(3) This UI is to be applied to ships contracted for construction on or after 1 July 2015.
2. UI SC 208 (Protection of Cargo Holds Loading/Unloading Equipment) (2020)
(1) This is to clarify the implementation between SOLAS XII/6.4.1 (SLS. 14 / Circ. 250) and IACS
CSR for Bulk Carriers and Oil Tankers, in terms of protection of cargo holds from loading/dis-
charge equipment of bulk carriers of 150 m in length and above, intending to carry solid bulk
cargoes 1.0 tm density or above.
(2) Unified Interpretation
Bulk carriers which shall comply with SOLAS regulation XII/6.4.1 and which do not comply with
the IACS CSR for Bulk Carriers and Oil Tankers, are to comply with the following:
(A) The grab requirements of Pt 3, of the Rules.
(B) Wire rope grooving in way of cargo holds openings is to be prevented by fitting suitable
protection such as half-round bar on the hatch side girders(i.e. upper portion of top side
tank plates)/hatch end beams in cargo hold and upper portion of hatch coamings.
(3) The requirements of (A) and (B) are satisfied, "Grab" notation of our Society is to be imposed.
(4) This UI is to be applied to ships contracted for construction on or after 1 July 2015.
3. UI SC 209 (Failure of Cargo Hold Structural Members and Panels) (2020)
(1) This is to provide a standard for the transverse buckling of ordinary stiffeners for ships which
shall comply with SOLAS XII/6.4.3, but are not designed according to CSR for Bulk Carriers and
Oil Tankers.
(2) Unified Interpretation
Ships which shall comply with SOLAS XII/6.4.3 are to satisfy either (A) or (B) as given below.
(A) For ships subjected to CSR : Pt 13 Sub-part 1 Ch 3, Sec 1 “Material“ and Pt 13 Sub-part 1
Ch 8, Sec 5 Ch 6, Sec 3 “Buckling Capacity“.
(B) For ships not designed according to CSR (Pt 13 Sub-part 1 Ch 3, Sec 1 and Ch 8, Sec 5):
(a) For ships with single side structures the material grade shall not be less than grade
D/DH for :
- lower bracket of side frame
- side shell plate between two points located to 0.125 above and 0.125 below the
intersection of side shell and bilge hopper sloping plate or inner bottom plate. The
span of the side frame, , is defined as the distance between the supporting
structures.
In case of side frames built with multiple spans, the above requirements apply to
the lower part only. (See Fig 1)
(b) The safety factor with respect to lateral buckling of longitudinal and transverse ordinary
stiffeners is to be increased by a factor at least 1.15(allowable utilization factor to be re-
duced by at least 1/1.15=0.87) for the following areas.
- hatchway coaming
- inner bottom
178 Guidance Relating to the Rules for the Classification of Steel Ships 2023
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- sloped stiffened panel of topside tanks and hopper tanks (if any)
- inner side (if any)
- top stool and bottom stool of transverse bulkhead (if any)
- stiffened transverse bulkhead (if any)
- side shell (if directly bounding the cargo hold)
The lateral buckling requirements of ordinary stiffeners shall be in accordance with
the Rules of the Society.
(3) This UI is to be applied to ships contracted for construction on or after 1 July 2020.
Fig 1 Typical configuration
Guidance Relating to the Rules for the Classification of Steel Ships 2023 179
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Annex 7-8 Instruction for Use of Extremely Thick Steel Plates Pt 7, Annex 7-8
Annex 7-8 Instruction for Use of Extremely Thick Steel in Container Ships
(2021)
1. Application
(1) General
(A) This instruction is to be complied with for container ships incorporating extremely thick steel
plates having steel grade and thickness in accordance with (2) and (3) respectively.
(B) This Instruction identifies when measures for prevention of brittle fracture of extremely thick
steel plates are required for longitudinal structural menbers.
(C) This instruction gives the basic concepts for application of extremely thick steel plates to
longitudinal structural members in the upper deck.
(D) This instruction defines the following methods to apply to the extremely thick plates of con-
tainer ships for preventing the crack initiation and propagation:
a) Non-Destructive Testing(NDT) during construction detailed in 2
b) Welding to increase toughness in 3
c) Brittle crack arrest design detailed in 4
The application of the measures specified in 2, 3 and 4 of this instruction is to be in accord-
ance with 5.
(E) For the application of this instruction, the upper deck region means the upper deck plating,
hatch side coaming plating, hatch coaming top plating and their attached longitudinals.
(2) Steel Grade
(A) This instruction is to be applied to when any of YP36, YP40 and YP47 steel plates are used
for the longitudinal structure members in the upper deck region.
(B) YP36 YP40 and YP47 means the steel plates having the minimum specified yield points of
355, 390 and 460 Nmm , respectively.
(C) In case YP47 steel plates are used for longitudinal structural members in the upper deck re-
gion, the steel plates are to be EH47-H specified in Pt 2, Ch 1, Sec 3.
(3) Thickness
(A) For steel plates with thickness of over 50 mm and not greater than 100mm, the measures
for prevention of brittle crack initiation and propagation specified in 2, 3 and 4 are to be
taken.
(B) For steel plates with thickness exceeding 100 mm , appropriate measures for prevention of
brittle crack initiation and propagation are to be taken in accordance with the Society’s
procedures.
2. Non-Destructive Testing (NDT) during construction (Measure No.1 of 5)
Where NDT during construction is required in 5, the NDT is to be in accordance with (1) and (2).
Enhanced NDT as specified in 4 (3) (E) is to be carried out in accordance with an appropriate
standard.
(1) General
(A) Ultrasonic testing (UT) is to be carried out on all block-to-block butt joints of all upper
flange longitudinal structural members in the cargo hold region.
(B) Upper flange longitudinal structural members include the topmost strakes of the inner
hull/bulkhead, the sheer strake, main deck, coaming plate, coaming top plate, and all at-
tached longitudinal stiffeners. These members are defined in Fig 1.
(C) Testing procedure of UT not specified in this Instruction are to comply with the requirements
in Pt 2, Annex 2-7 of the Guidance.
(a) Scanning has to be performed from at least one surfaces and both sides of the welded
seam as shown in Fig 2. (Scanning from root face is recommended.)
(b) Testing has to be performed with two probes 70° and 45° or 70° and 60° depending on
the bevel preparation.
(c) Any possible differences in attenuation and surface character between the calibration
block and the welded seam to be tested are to be checked in accordance with KS B
0896 or equivalent.
(d) In case where the detected echo signal is suspicious as vertically oriented defect such
as lack of fusion(LF) based on the calculation of sound path, the length of the detected
echo signal is to be measured by 6 dB drop method and evaluated regardless of echo
height.(acceptance criteria : ≤25 mm)
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Fig 1 Upper Flange Longitudinal Structural Members
Fig 2 Scanning from root face and both sides
(e) For the NDE personnel engaged in UT of extremely thick steel plates welds, the shipyard
should give education and training related to the detecting and evaluation of vertically
oriented defect.
(f) In order to detect transverse defects, scanning to be made with an angle probe angled
about 15 degree from weld axis on at least one surface and both sides or with an angle
probe along the centre line of the weld as shown in Fig 3.
Fig 3 UT scanning examples for detecting the transverse defects
(2) Acceptance criteria of UT
(A) Acceptance criteria of UT not specified in this Instruction are to comply with the require-
ments in Pt 2, Annex 2-7 of the Guidance.
(B) The acceptance criteria may be adjusted under consideration of the appertaining brittle crack
initiation prevention procedure and where this is more severe than that found in Pt 2, Annex
2-7 of the Guidance, the UT procedure is to be amended accordingly to a more severe
sensitivity.
3. Welding to increase toughness(Measure No.2 of [5])
3.1 Welding to increase toughness is to be carried out when B option in [5] is selected as a safety
measure to identify and prevent brittle fracture.
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3.2 Impact specimens are to be taken in accordance with 3.2.1.
3.2.1 Impact specimens are to be taken from the weld center “WM”, fusion line “FL”, heat af-
fected zone of 2mm from fusion line, heat affected zone of 5mm from fusion line.
3.3 Impact specimens are to meet the criteria for absorbed energy of base material at impact test
temperature of base material.
4. Brittle crack arrest design (Measure No. 3, 4 and 5 of 5)
(1) General
(A) The brittle crack arrest steel method detailed in 4 may be used when the measures No. 3,
4, and 5 of 5 are applied and the steel grade material of the upper deck is not higher than
YP40. Otherwise other means for preventing the crack initiation and propagation shall be
agreed with the Society.
(B) Measures for prevention of brittle crack propagation are to be taken within the cargo hold
region. A brittle crack arrest design means a design using these measures.
(C) The measures given in this section generally apply to the block-to-block joints but it should
be noted that cracks can initiate and propagate away from such joints. Therefore, appropriate
measures should also be considered for the cases specified in (2)(B)(b).
(D) Brittle crack arrest steels are defined in Pt 2, Ch 1, Sec 3.
(2) Functional requirements of brittle crack arrest design
The purpose of the brittle crack arrest design is aimed at arresting propagation of a crack at a
proper position and to prevent large scale fracture of the hull girder.
(A) The locations of most concern fro brittle crack initiation and propagation are the
block-to-block butt weld joints either on hatch side coaming or on upper deck plating. Other
locations in block fabrication where joints are aligned may also present higher opportunity for
crack initiation and propagation along butt weld joints.
(B) Both of the following cases are to be considered:
(a) where the brittle crack runs straight along the butt joint, and
(b) where the brittle crack initiates in the butt joint but deviates away from the weld and in-
to the plate, or where the brittle crack initiates from any other weld and propagates into
the plate.
(c) “Other weld” in (b) includes the following(refer to Fig 4):
Fillet weld between hatch side coaming plating, including top plating, and longi-
tudinals;
Fillet weld between hatch side coaming plating, including top plating and longitudinals,
and attachments. (e.g., Fillet welds between hatch side top plating and hatch cover
pad plating.);
Fillet weld between hatch side coaming top plating and hatch side coaming plating;
Fillet weld between hatch side coaming plating and upper deck plating;
Fillet weld between upper deck plating and inner hull/bulkheads;
Fillet weld between upper deck plating and longitudinals; and
Fillet weld between sheer strakes and upper deck plating.
attachment
(e.g. pad plate)
3
attachment
2
7 6
Fig 4 Other weld areas
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(3) Concept examples of brittle crack arrest design
The followings are considered to be acceptable examples of measures that can be used on a
brittle crack arrest-design to prevent brittle crack propagations. The detail design arrangements
are to be submitted to the Society for their approval. Other measures may be considered and
accepted for review by the Society.
(A) Brittle crack arrest design for (2) (B) (b):
(a) Brittle crack arresting steel is to be used for the upper deck along the cargo hold region
in a way suitable to arrest a brittle crack initiating from the coaming and propagating into
the structure below.
(B) Brittle crack arrest design for (2) (B) (a):
(a) Where the block to block butt welds of the hatch side coaming and those of the upper
deck are shifted, this shift is to be greater than or equal to 300 mm . Brittle crack arrest
steel is to be provided for the hatch side coaming.
Fig 5 An example of block to block butt-shift
(C) Where crack arrest holes are provided in way of the block-to-block butt welds at the region
where hatch side coaming weld meets the deck weld, the fatigue strength of the lower end
of the butt weld is to be assessed. Additional countermeasures are to be taken for the pos-
sibility that a running brittle crack may deviate from the weld line into upper deck or hatch
side coaming. These countermeasures are to include the application of brittle crack arrest
steel in hatch side coaming.
(a) Arrest welding type (b) Arrest hole type
Fig 6 An example of joint arrangement for arresting the brittle crack propagation
(D) Where Arrest Insert Plates of brittle crack arrest steel or Weld Metal Inserts with high crack
arrest toughness properties are provided in way of the block-to-block butt welds at the re-
gion where hatch side coaming weld meets the deck weld, additional countermeasures are
to be taken for the possibility that a running brittle crack may deviate from the weld line in-
to upper deck or hatch side coaming. These countermeasures are to include the application
of brittle crack arrest steel in hatch side coamings.
(E) The application of enhanced NDT particularly time of flight diffraction (TOFD) technique using
stricter defect acceptance in lieu of standard UT technique specified in 2 can be an alter-
native to (B), (C) and (D) above.
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(4) Selection of brittle crack arrest steels
(A) The brittle crack arrest steels fitted in the upper deck region of container ships are to com-
ply with Table 1 where suffixes BCA1 and BCA2 are defined in Rule Part 2.
(B) The brittle crack arrest steel property is to be selected for each individual structural member
with thickness above 50mm according to Table 1.
Table 1 Brittle crack arrest steel requirement in function of structural members and thickness
Structural Members plating(1) Thickness(mm) Brittle crack arrest steel requirement
Upper deck ≤ Steel grade YP36 or 40 with suffix BCA1
≤ Steel grade YP40 or 47 with suffix BCA1
Hatch coaming side
≤ Steel grade YP40 or 47 with suffix BCA2
Note
(1)Excluding their attached longitudinals
(C) When brittle crack arrest steels as specified in Table 1 are used, the weld joints between
the hatch coaming side and the upper deck are to be partial penetration weld details ap-
proved by the Society.
In the vicinity of ship block joints, alternative weld details may be used for the deck and
hatch coaming side connection provided additional means for preventing the crack propagation
are implemented and agreed by the Society in this connection area.
5. Measures for Extremely Thick Steel Plates
The thickness and the yield strength shown in the Table 2 apply to the hatch coaming top plating
and side plating, and are the controlling parameters for the application of countermeasures. These
controlling parameters are not applicable for the upper deck.
If the as built thickness of the hatch coaming top plating and side plating is below the values con-
tained in the table, countermeasures are not necessary regardless of the thickness and yield
strength of the upper deck.
6. Application of YP47 Steel Plates
These requirements apply to YP47 steel plates specified in Pt 2, Ch 1, 311..
(1) Hull structures (design)
(A) HT factor (Material factor of high tensile steel, K) for the assessment of hull girder strength
is to be taken as 0.62.
(B) Fatigue assessment on the longitudinal structural members is to be performed in accordance
with Pt 3, Annex 3-3. In addition to the structural members of container carriers for the fa-
tigue strength assessment specified in Pt 3, Annex 3-3, Table 6, butt welds in the hatch
side coaming and fillet welded joints for fixing outfitting items, etc. are to be included in the
locations for the fatigue strength assessment.
(C) Butt welds in the hatch side coaming and fillet welded joints for fixing outfitting items are to
be set at an adequate distance from the hatch corners so that effects of stress concen-
tration are to be avoided.
(D) The free edge including hatch corner of the hatch side coaming should not have any defects
such as notch that could be harmful against fatigue strength. Appropriate edge treatment in-
cluding treatment of corner edge (as an example, see Fig 7) is to be performed so that the
edges should have adequate fatigue strength.
(E) In case of fitting of outfitting items such as hatch cover pads and container pads, taper is to
be provided on the edge of the outfitting item so that a very large difference in rigidity does
not occur between outfitting items and the hull structure. Measures such as increasing the
thickness of plating at the fitted location are also to be adopted.
(F) Special consideration is to be paid to the construction details where extremely thick steel
plates are applied as structural members such as connections between outfitting and hull
structures.
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Annex 7-8 Instruction for Use of Extremely Thick Steel Plates Pt 7, Annex 7-8
Table 2 Measures for extremely thick steel plates
Yield Strength Thickness Measures
Option
(kgf/mm2) (mm) 1 2 3+4 5
50<t≤85 - N.A. N.A. N.A. N.A.
36
85<t≤100 - O N.A. N.A. N.A.
50<t≤85 - O N.A. N.A. N.A.
40 A O N.A. O O
85<t≤100
B O* O** N.A. O
A O N.A. O O
47 (FCAW) 50<t≤100
B O* O** N.A. O
47 (EGW) 50<t≤100 - O N.A. O O
Measures:
No. Measures
1 NDT other than visual inspection on all target block joints (during construction) 2.
2 Welding to increase toughness(during construction) See 3.
Brittle crack arrest design against straight propagation of brittle crack along weld line
3
to be taken (during construction) See 4 (3) (B), (C) or (D) of this Instruction.
Brittle crack arrest design against deviation of brittle crack from weldline (during con-
4
struction) See 4 (3) (A).
Brittle crack arrest design against propagation of cracks from other weld such as fillets
5
and attachment welds. (during construction) See 4 (3) (A).
Symbols:
(a) “O” means “To be applied”.
(b) “N.A.” means “Need not to be applied”.
(c) Selectable from option “A” and “B”.
Note:
* : See 4 (3) (E)
** : See 3.
Fig 7 An example of appropriate edge treatment including corner edge
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Annex 7-9 Guidance for the Longitudinal Strength of Container Ships
The requirements of this Annex are to be used for calculation of shear flow, buckling capacity and hull
girder ultimate bending capacity of container ships.
Appendix 1 - Calculation of shear flow
1. General
(1) This annex describes the procedures of direct calculation of shear flow around a ship’s cross
section due to hull girder vertical shear force.
(2) The shear flow at each location in the cross section, is calculated by considering the cross
section is subjected to a unit vertical shear force of 1 N .
(3) The unit shear flow per mm , ( Nmm) is to be taken as:
where:
: Determinate shear flow, as defined in 2.
: Indeterminate shear flow which circulates around the closed cells, as defined in 3.
(4) In the calculation of the unit shear flow, , the longitudinal stiffeners are to be taken into
account.
2. Determinate shear flow
(1) The determinate shear flow, ( Nmm) at each location in the cross section is to be obtained
from the following line integration
where:
: Coordinate value of running coordinate along the cross section ( m)
: Net moment of inertia of the cross section ( m )
: Net thickness of plating ( mm)
: Z coordinate of horizontal neutral axis from baseline ( m )=
(2) It is assumed that the cross section is composed of line segments as shown in Fig A1.1: where
each line segment has a constant plate net thickness. The determinate shear flow is obtained by
the following equation.
×
where:
, : Determinate shear flow at node and node respectively ( Nmm)
: Length of line segments ( m)
, : Y coordinate of the end points and of line segment ( m), as defined in Fig
A1.1
, : Z coordinate of the end points and of line segment ( m), as defined in Fig
A1.1
(3) Where the cross section includes closed cells, the closed cells are to be cut with virtual slits, as
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shown in Fig A1.2: in order to obtain the determinate shear flow. These virtual slits must not
be located in walls which form part of another closed cell.
(4) Determinate shear flow at bifurcation points is to be calculated by water flow calculations, or
similar, as shown in Fig A1.2.
Fig A1.1 Definition of line segment
Fig A1.2 Placement of virtual slits and calculation of
determinate shear flow at bifurcation points
3. Indeterminate shear flow
(1) The indeterminate shear flow around closed cells of a cross section is considered as a constant
value within the same closed cell. The following system of equation for determination of in-
determinate shear flows can be developed. In the equations, contour integrations of several pa-
rameters around all closed cells are performed.
where:
: Number of common walls shared by cell and all other cells
: Common wall shared by cells and
, : Indeterminate shear flow around the closed cell and respectively ( Nmm)
(2) Under the assumption of the assembly of line segments shown in Fig A1.1 and constant plate
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thickness of each line segment, the above equation can be expressed as follows:
×
where:
: Number of line segments in cell
: Number of line segments on the common wall shared by cells and
: Determinate shear flow ( Nmm) calculated according to Appendix 1, 2
(3) The difference in the directions of running coordinates specified in Appendix 1, 2 and in this
section has to be considered
Fig A1.3 Closed cells and common wall
4. Computation of sectional properties
(1) Properties of the cross section are to be obtained by the following formulae where the cross
section is assumed as the assembly of line segments.
where:
, : Area of the line segment and the cross section respectively ( m )
, : First moment of the line segment and the cross section about the
baseline ( m )
, : Moment of inertia of the line segment and the cross section about the
baseline ( m )
(2) The height of horizontal neutral axis is to be obtained as follows:
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( m)
(3) Inertia moment about the horizontal neutral axis is to be obtained as follows:
( m )
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Appendix 2 - Buckling Capacity 【See Rule】
Symbols
axis : Local axis of a rectangular buckling panel parallel to its long edge
axis : Local axis of a rectangular buckling panel perpendicular to its long edge
: Membrane stress applied in x direction ( Nmm )
: Membrane stress applied in y direction ( Nmm )
: Membrane shear stress applied in xy plane ( Nmm )
: Axial stress in the stiffener ( Nmm )
: Bending stress in the stiffener ( Nmm )
: Warping stress in the stiffener ( Nmm )
, , : Critical stress defined in 2.1.1 ( Nmm )
: Specified minimum yield stress of the stiffener ( Nmm )
: Specified minimum yield stress of the plate ( Nmm )
: Length of the longer side of the plate panel as shown in Table 2 ( mm )
: Length of the shorter side of the plate panel as shown in Table 2 ( mm)
: Length of the side parallel to the axis of the cylinder corresponding to the curved plate
panel as shown in Table 3 ( mm)
: Elastic buckling reference stress ( Nmm )
• For the application of plate limit state according to 2.1.2 :
• For the application of curved plate panels according to 2.2 :
: Poisson’s ratio to be taken equal to 0.3
: Net thickness of plate panel ( mm)
: Net stiffener web thickness ( mm )
: Net flange thickness ( mm)
: Breadth of the stiffener flange ( mm)
: Stiffener web height ( mm)
: Distance ( mm) from attached plating to centre of flange to be taken as
, for flat bar profile.
, for bulb profile
, for angle and Tee profiles
: Aspect ratio of the plate panel, to be taken as
: Coefficient taken as
: Edge stress ratio to be taken as
: Maximum stress ( Nmm )
: Minimum stress ( Nmm )
: Radius of curved plate panel ( mm)
: Span of stiffener equal to the spacing between primary supporting members ( mm)
: Spacing of stiffener to be taken as the mean spacing between the stiffeners of the
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considered stiffened panel ( mm )
1. Elementary Plate Panel (EPP)
1.1 Definition
An Elementary Plate Panel (EPP) is the unstiffened part of the plating between stiffeners and/or pri-
mary supporting members. All the edges of the elementary plate panel are forced to remain straight
(but free to move in the in-plane directions) due to the surrounding structure/neighbouring plates
(usually longitudinal stiffened panels in deck, bottom and inner-bottom plating, shell and longitudinal
bulkheads).
1.2 EPP with different thicknesses
1.2.1 Longitudinally stiffened EPP with different thicknesses
In longitudinal stiffening arrangement, when the plate thickness varies over the width, ( mm) of a
plate panel, the buckling capacity is calculated on an equivalent plate panel width, having a thick-
ness equal to the smaller plate thickness, . The width of this equivalent plate panel, is defined
by the following formula:
( mm)
where:
: Width of the part of the plate panel with the smaller plate thickness, ( mm) as de-
fined in Fig A2.1
: Width of the part of the plate panel with the greater plate thickness, , ( mm) as de-
fined in Fig A2.1
Fig A2.1 Plate thickness change over the width
1.2.2 Transversally stiffened EPP with different thicknesses
In transverse stiffening arrangement, when an EPP is made of different thicknesses, the buckling
check of the plate and stiffeners is to be made for each thickness considered constant on the EPP.
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2. Buckling capacity of plates
2.1 Plate panel
2.1.1 Plate limit state
The plate limit state is based on the following interaction formulae:
a) Longitudinal stiffening arrangement:
b) Transverse stiffening arrangement
where:
: Applied normal stress to the plate panel ( Nmm ) as defined in 4.4 at load cal-
culation points of the considered elementary plate panel
: Applied shear stress to the plate panel ( Nmm ) as defined in 4.4 at load cal-
culation points of the considered elementary plate panel
: Ultimate buckling stress ( Nmm ) in direction parallel to the longer edge of the
buckling panel as defined in 2.1.3
: Ultimate buckling stress ( Nmm ) in direction parallel to the shorter edge of the
buckling panel as defined in 2.1.3
: Ultimate buckling shear stress ( Nmm ) as defined in 2.1.3
: Plate slenderness parameter taken as:
2.1.2 Reference degree of slenderness
The reference degree of slenderness is to be taken as:
where:
: Buckling factor, as defined in Table 2 and Table 3.
2.1.3 Ultimate buckling stresses
The ultimate buckling stress of plate panels ( Nmm ) is to be taken as:
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The ultimate buckling stress of plate panels subject to shear ( Nmm ) is to be taken as:
₋
where:
: Reduction factors, as defined in Table 2
The boundary conditions for plates are to be considered as simply supported (see cases 1, 2 and
15 of Table 2). If the boundary conditions differ significantly from simple support, a more appro-
priate boundary condition can be applied according to the different cases of Table 2 subject to the
agreement of the Society
2.1.4 Correction Factor,
The correction factor, depending on the edge stiffener types on the longer side of the buckling
panel is defined in Table 1. An average value of is to be used for plate panels having different
edge stiffeners. For stiffener types other than those mentioned in Table 1, the value of is to be
agreed by the Society. In such a case, value of higher than those mentioned in Table 1 can be
used, provided it is verified by buckling strength check of panel using non-linear FE analysis and
deemed appropriate by the Society
Table 1 Correction Factor ( )
Structural element types
Unstiffened Panel 1.0 N/A
Stiffener not fixed at both ends 1.0 N/A
(1)
Flat bar 0.10
Bulb profile 0.30
for ≻
Stiffene
d Panel Stiffener fixed
Angle profile for ≤ 0.40
at both ends
T profile 0.30
Girder of high rigidity
1.4 N/A
(e.g. bottom transverse)
(1)
is the net web thickness ( mm) without the correction defined in 4.3.5
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Table 2 Buckling Factor and reduction factor for plane plate panels
Case Stress ratio () Aspect ratio ( ) Buckling factor ( ) Reduction factor ( )
1
≥≥
, for ≤
, for >
where:
≤ 1.25
≤
2
≤6
≥≥
>6
,
(continued)
But not greater than
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Table 2 Buckling Factor and reduction factor for plane plate panels (continued)
Stress ratio
Case Aspect ratio () Buckling factor ( ) Reduction factor ( )
()
2.
,
> But not greater than
≤ ≤
where:
≤ 1.25
, for <
≤
,
for ≥
≥
≥ 0
• For : , 1 ≤ ≤ 3
≥
≥
≤
• For ≤ :
Min
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Table 2 Buckling Factor and reduction factor for plane plate panels (continued)
Stress ratio
Case Aspect ratio () Buckling factor ( ) Reduction factor ( )
()
2.
≥
≤
Min
where:
Max
3
1≥ ≥0
0 > ≥ -1
4
, for ≤ 0.7
1 ≥ ≥-1
, for > 0.7
5
≥ 1.64
-
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Table 2 Buckling Factor and reduction factor for plane plate panels (continued)
Case Stress ratio () Aspect ratio () Buckling factor ( ) Reduction factor ( )
6.
≥≥
≥
7.
for ≤
≥ ≥
for
8.
-
-
for ≤ 0.83
10.
for > 0.83
-
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Table 2 Buckling Factor and reduction factor for plane plate panels (continued)
Case Stress ratio () Aspect ratio () Buckling factor ( ) Reduction factor ( )
11
≥
for ≤ 0.83
for > 0.83
12.
for
- determined as per case 2
for ≥
= determined as per case 2
13.
≥
for ≤ 0.83
-
for > 0.83
14.
for ≤ 0.83
-
for > 0.83
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Table 2 Buckling Factor and reduction factor for plane plate panels (continued)
Case Stress ratio () Aspect ratio ( ) Buckling factor ( ) Reduction factor ( )
15
-
16
-
17 ′ , for ≤
, for
′ = according to case 15
: opening reduction factor taken as
-
with
≤ and ≤
18.
-
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Table 2 Buckling Factor and reduction factor for plane plate panels (continued)
Case Stress ratio () Aspect ratio () Buckling factor ( ) Reduction factor ( )
19.
-
Edge boundary conditions:
------ Plate edge free.
Plate edge simply supported.
Plate edge clamped.
Notes:
1) Cases listed are general cases. Each stress component( ) is to be understood in local coordinates.
2.2 Curved plate panels
This requirement for curved plate limit state is applicable when ≤ . Otherwise, the requirement for plate limit state given in 2.1.1 is applicable.
where,
: Applied axial stress( Nmm ) to the cylinder corresponding to the curved plate panel, In case of tensile axial stresses, = 0.
: Reduction factor of the curved plate panel, as defined in Table 3.
The stress multiplier factor, of the curved plate panel needs not be taken less than the stress multiplier factor, for the expanded plane panel accord-
ing to 2.1.1.
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Table 3 Buckling Factor and reduction factor for curved plate panel with ≤
Case Aspect ratio Buckling factor ( ) Reduction factor ( )
1 For general application:
, for ≤
≤
for ≺ ≤
, for ≺ ≤
, for ≻
For curved single fields, e.g. bilge strake, which are
≥
bounded by plane panels:
≤
2
≤
, for ≤
, for ≺ ≤
, for ≻
≻
Explanations for boundary conditions:
Plate edge simply supported
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3. Buckling capacity of overall stiffened panel
The elastic stiffened panel limit state is based on the following interaction formula:
where:
and are defined in 4.4.3.
4. Buckling capacity of longitudinal stiffeners
4.1 Stiffeners limit states
The buckling capacity of longitudinal stiffeners is to be checked for the following limit states:
• Stiffener induced failure (SI)
• Associated plate induced failure (PI)
4.2 Lateral pressure
The lateral pressure is to be considered as constant in the buckling strength assessment of longi-
tudinal stiffeners.
4.3 Stiffener idealization
4.3.1 Effective length of the stiffener
The effective length of the stiffener, ( mm)is to be taken equal to:
• for stiffener fixed at both ends.
• for stiffener simply supported at one end and fixed at the other
• for stiffener simply supported at both ends.
4.3.2 Effective width of the attached plating,
The effective width of the attached plating of a stiffener, ( mm) without the shear lag effect is
to be taken equal to:
where:
: Reduction factor defined in Table 2 calculated for the EPP1 and EPP2 on each side
of the considered stiffener according to case 1.
: Width ( mm) of plate panel on each side of the considered stiffener
4.3.3 Effective width of attached plating,
The effective width of attached plating of stiffeners, ( mm ) is to be taken as:
Minbeff s s
where:
: Effective width coefficient to be taken as:
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Min
eff
s
for
≥
for
4.3.4 Net thickness of attached plating
The net thickness of plate, ( mm) is to be taken as the mean thickness of the two attached plating
panels.
4.3.5 Effective web thickness of flat bar
For accounting the decrease of stiffness due to local lateral deformation, the effective web thick-
ness ( mm) of flat bar stiffener is to be used for the calculation of the net sectional area, the net
section modulus, and the moment of inertia, I of the stiffener and is taken as:
(mm)
4.3.6 Net section modulus Z of a stiffener
Net section modulus, Z of a stiffener including effective width of plating, is to be taken equal
to:
• the section modulus calculated at the top of stiffener flange for stiffener induced failure (SI).
• the section modulus calculated at the attached plating for plate induced failure (PI).
4.3.7 Net moment of inertia, I of a stiffener
The net moment of inertia, I ( cm ) of a stiffener including effective width of attached plating, to
comply with the following requirement:
≥
×
4.3.8 Idealization of bulb profile
Bulb profiles may be considered as equivalent angle profiles. The net dimensions of the equivalent
built-up section are to be obtained from the following formulae.
′
′ ( mm)
′
′
( mm)
′
( mm)
′ ( mm)
where:
′ ′ : Net height and thickness ( mm) of a bulb section as shown in Fig A2.2.
: Coefficient equal to:
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′
for ′ ≤ 120
for ′ >120
Fig A2.2 Idealization of bulb stiffener
4.4 Ultimate buckling capacity
4.4.1 Longitudinal stiffener limit state
When the ultimate buckling capacity for stiffeners is to be checked according to the
following interaction formula:
where:
: Effective axial stress ( Nmm ) at mid-span of the stiffener, defined in 4.4.2
: Bending stress ( Nmm ) in the stiffener, defined in 4.4.3
: Stress ( Nmm ) due to torsional deformation, defined in 4.4.4
: Specified minimum yield stress ( Nmm ) of the material
• for stiffener induced failure (SI)
• for plate induced failure (PI)
4.4.2 Effective axial stress,
The effective axial stress ( Nmm ) at mid-span of the stiffener, acting on the stiffener with its at-
tached plating is to be taken equal to:
where:
: Nominal axial stress ( Nmm ) acting on the stiffener with its attached plating, calculated
according to 4.4.1 at load calculation point of the stiffener
: Net sectional area ( mm ) of the considered stiffener
4.4.3 Bending stress,
The bending stress in the stiffener ( Nmm ) is to be taken equal to:
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×
where:
: Bending moment ( Nmm) due to the lateral load,
for continuous stiffener
×
for sniped stiffener
×
: Lateral load ( kNm ) to be taken equal to the static pressure at the load calculation
point of the stiffener.
: Pressure coefficient
= for stiffener induced failure (SI)
= for plate induced failure (PI)
: Plate induced failure pressure coefficient
= 1 if the lateral pressure is applied on the side opposite to the stiffener
= -1 if the lateral pressure is applied on the same side as the stiffener
: Stiffener induced failure pressure coefficient
= -1 if the lateral pressure is applied on the side opposite to the stiffener
= 1 if the lateral pressure is applied on the same side as the stiffener
: Bending moment ( Nmm) due to the lateral deformation, of stiffener
with
: Ideal elastic buckling force ( N ) of the stiffener
: Nominal lateral load ( Nmm ) acting on the stiffener due to stresses and , in the
attached plating in way of the stiffener mid span:
but not less than 0
but not less than 0
, : Coefficients taken equal to:
, for ≥
, for
: Deformation of stiffener ( mm) taken equal to:
: Assumed imperfection (mm), taken equal to:
in general
for stiffeners sniped at both ends, considering stiffener induced failure (SI)
for stiffeners sniped at both ends, considering plate induced failure (PI)
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: Distance ( mm) from the mid-point of attached plating to the neutral axis of the stiff-
ener calculated with the effective width of the attached plating,
: Deformation ( mm) of stiffener at midpoint of stiffener span due to lateral load, . In
case of uniformly distributed load, is to be taken as:
, in general
×
, for stiffener sniped at both ends
: Elastic support provided by the stiffener ( Nmm ) to be taken equal to:
: Coefficient to be taken as:
:
for ≥
for
4.4.4 Stress due to torsional deformation,
The stress due to torsional deformation, ( Nmm ) is to be taken equal to:
for stiffener induced failure (SI)
for plate induced failure (PI)
where:
: Distance ( mm) from centroid of stiffener cross-section to the free edge of stiffener
flange, to be taken as:
, for flat bar
, for angle and bulb profiles
for Tee profile
: Reference stress for torsional buckling ( Nmm )
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: Net polar moment of inertia ( cm ) of the stiffener about point C as shown in Fig
A2.3, as defined in Table 4
: Net St. Venant’s moment of inertia ( cm ) of the stiffener, as defined in Table 4
: Net sectional moment of inertia ( cm ) of the stiffener about point C as shown in Fig
A2.3, as defined in Table 4
: Degree of fixation
Table 4 Moments of inertia
Flat bars Bulb, angle and Tee profiles
×
×
×
×
×
: for bulb and angle profiles
×
, : for Tee profiles
×
: Net web area ( mm )
: Net flange area ( mm )
Fig A2.3 Stiffener cross sections
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Appendix 3 - Hull girder ultimate bending capacity
Symbols
: Net moment of inertia ( m ) of the hull transverse section around its horizontal
neutral axis
, : Section moduli. ( m ) at bottom and deck, respectively
: Minimum yield stress ( Nmm ) of the material of the considered stiffener
: Minimum yield stress ( Nmm ) of the material of the considered plate
: Minimum yield stress ( cm ) of the material of the considered plate
: Net sectional area ( cm ) of attached plating
1. General Assumptions
1.1
The method for calculating the ultimate hull girder capacity is to identify the critical failure modes of
all main longitudinal structural elements.
1.2
Structures compressed beyond their buckling limit have reduced load carrying capacity. All relevant
failure modes for individual structural elements, such as plate buckling, torsional stiffener buckling,
stiffener web buckling, lateral or global stiffener buckling and their interactions, are to be considered
in order to identify the weakest inter-frame failure mode.
2. Incremental-iterative method
2.1 Assumptions
In applying the incremental-iterative method, the following assumptions are generally to be made:
• The ultimate strength is calculated at hull transverse sections between two adjacent transverse
webs
• The hull girder transverse section remains plane during each curvature increment.
• The hull material has an elasto-plastic behaviour.
• The hull girder transverse section is divided into a set of elements, see 2.2.2, which are con-
sidered to act independently.
According to the iterative procedure, the bending moment, acting on the transverse section at
each curvature value, is obtained by summing the contribution given by the stress, acting on
each element. The stress, corresponding to the element strain, is to be obtained for each curva-
ture increment from the non-linear load-end shortening curves, of the element.
These curves are to be calculated, for the failure mechanisms of the element, from the formulae
specified in 2.3. The stress, is selected as the lowest among the values obtained from each of
the considered load-end shortening curves, .
The procedure is to be repeated until the value of the imposed curvature reaches the value
m in hogging and sagging condition, obtained from the following formula:
±
where:
: Lesser of the values and ( kNm)
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If the value is not sufficient to evaluate the peaks of the curve, the procedure is to be re-
peated until the value of the imposed curvature permits the calculation of the maximum bending
moments of the curve
2.2 Procedure
2.2.1 General
The curve is to be obtained by means of an incremental-iterative approach, summarized in the
flow chart in Fig A3.1.
In this procedure, the ultimate hull girder bending moment capacity, is defined as the peak val-
ue of the curve with vertical bending moment, versus the curvature, of the ship cross section
as shown in Fig A3.1. The curve is to be obtained through an incremental-iterative approach.
Each step of the incremental procedure is represented by the calculation of the bending moment,
which acts on the hull transverse section as the effect of an imposed curvature, .
For each step, the value, is to be obtained by summing an increment of curvature, ∆ to the
value relevant to the previous step . This increment of curvature corresponds to an increment of
the rotation angle of the hull girder transverse section around its horizontal neutral axis.
This rotation increment induces axial strains, in each hull structural element, whose value depends
on the position of the element. In hogging condition, the structural elements above the neutral axis
are lengthened, while the elements below the neutral axis are shortened, and vice-versa in sagging
condition.
The stress, induced in each structural element by the strain, is to be obtained from the
load-end shortening curve, of the element, which takes into account the behaviour of the ele-
ment in the non-linear elasto-plastic domain.
The distribution of the stresses induced in all the elements composing the hull transverse section
determines, for each step, a variation of the neutral axis position due to the nonlinear ,
relationship. The new position of the neutral axis relevant to the step considered is to be obtained
by means of an iterative process, imposing the equilibrium among the stresses acting in all the hull
elements on the transverse section.
Once the position of the neutral axis is known and the relevant element stress distribution in the
section is obtained, the bending moment of the section, round the new position of the neutral
axis, which corresponds to the curvature, imposed in the step considered, is to be obtained by
summing the contribution given by each element stress.
The main steps of the incremental-iterative approach described above are summarized as follows
(see also Fig A3.1):
a) Step 1 : Divide the transverse section of hull into stiffened plate elements
b) Step 2 : Define stress-strain relationships for all elements as shown in Table 1
c) Step 3 : Initialize curvature, and neutral axis for the first incremental step with the value of
incremental curvature (i.e. curvature that induces a stress equal to 1% of yield
strength in strength deck) as:
∆
where:
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: Z coordinate ( m) of strength deck at side
: Z coordinate ( m) of horizontal neutral axis of the hull transverse section with respect to
the reference coordinate system defined in 1.2.3
d) Step 4 : Calculate for each element the corresponding strain, and the corre-
sponding stress,
e) Step 5 : Determine the neutral axis, at each incremental step by establishing force
equilibrium over the whole transverse section as:
(i-th element is under compression, j-th element under tension)
f) Step 6 : Calculate the corresponding moment by summing the contributions of all elements
as:
g) Step 7 : Compare the moment in the current incremental step with the moment in the
previous incremental step. If the slope in relationship is less than a negative
fixed value, terminate the process and define the peak value, . Otherwise, increase
the curvature by the amount of, ∆ and go to Step 4.
2.2.2 Modelling of the hull girder cross section
Hull girder transverse sections are to be considered as being constituted by the members con-
tributing to the hull girder ultimate strength. Sniped stiffeners are also to be modelled, taking ac-
count that they do not contribute to the hull girder strength. The structural members are categorized
into a stiffener element, a stiffened plate element or a hard corner element. The plate panel includ-
ing web plate of girder or side stringer is idealized into a stiffened plate element, an attached plate
of a stiffener element or a hard corner element.
The plate panel is categorized into the following two kinds:
• Longitudinally stiffened panel of which the longer side is in ship’s longitudinal direction, and
• Transversely stiffened panel of which the longer side is in the perpendicular direction to
ship’s longitudinal direction.
a) Hard corner element
Hard corner elements are sturdier elements composing the hull girder transverse section,
which collapse mainly according to an elasto-plastic mode of failure (material yielding); they
are generally constituted by two plates not lying in the same plane.
The extent of a hard corner element from the point of intersection of the plates is taken
equal to on a transversely stiffened panel and to on a longitudinally stiffened pan-
el, see Fig A3.2.
: thickness of the plate ( mm)
: Spacing of the adjacent longitudinal stiffener ( m)
Bilge, sheer strake-deck stringer elements, girder-deck connections and face plate-web con-
nections on large girders are typical hard corners.
b) Stiffener element
The stiffener constitutes a stiffener element together with the attached plate.
The attached plate width is in principle:
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Fig A3.1 Flow chart of the procedure for the evaluation of the curve
• Equal to the mean spacing of the stiffener when the panels on both sides of the stiffener are lon-
gitudinally stiffened, or
• Equal to the width of the longitudinally stiffened panel when the panel on one side of the stiffener
is longitudinally stiffened and the other panel is of the transversely stiffened, see Fig A3.2.
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c) Stiffened plate element
The plate between stiffener elements, between a stiffener element and a hard corner ele-
ment or between hard corner elements is to be treated as a stiffened plate element, see Fig
A3.2.
The typical examples of modelling of hull girder section are illustrated in Fig A3.3.
Notwithstanding the foregoing principle, these figures are to be applied to the modelling in
the vicinity of upper deck, sheer strake and hatch coaming.
Fig A3.2 Extension of the breadth of the attached plating and hard corner element
Fig A3.3 Examples of the configuration of stiffened plate elements, stiffener elements and
hard corner elements on a hull section
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• In case of the knuckle point as shown in Fig A3.4, the plating area adjacent to knuckles in the
plating with an angle greater than 30 degrees is defined as a hard corner. The extent of one
side of the corner is taken equal to 20 on transversely framed panels and to 0.5 s on lon-
gitudinally framed panels from the knuckle point.
• Where the plate members are stiffened by non-continuous longitudinal stiffeners, the non-
continuous stiffeners are considered only as dividing a plate into various elementary plate
panels.
• Where the opening is provided in the stiffened plate element, the openings are to be consid-
ered in accordance with the requirements of the Society.
• Where attached plating is made of steels having different thicknesses and/or yield stresses, an
average thickness and/or average yield stress obtained from the following formula are to be
used for the calculation
where, , , , , , and are shown in Fig A3.5.
Fig A3.4 Plating with knuckle point
Fig A3.5 Element with different thickness and yield strength
2.3 Load-end shortening curves
2.3.1 Stiffened plate element and stiffener element
Stiffened plate element and stiffener element composing the hull girder transverse sections may
collapse following one of the modes of failure specified in Table 1.
• Where the plate members are stiffened by non-continuous longitudinal stiffeners, the stress of
the element is to be obtained in accordance with 2.3.2 to 2.3.7, taking into account the non-con-
tinuous longitudinal stiffener
• Where the opening is provided in the stiffened plate element, the considered area of the stiffened
plate element is to be obtained by deducting the opening area from the plating in calculating the
total forces for checking the hull girder ultimate strength.
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• For stiffened plate element, the effective width of plate for the load shortening portion of the
stress-strain curve is to be taken as full plate width, i.e. to the intersection of other plate or lon-
gitudinal stiffener – neither from the end of the hard corner element nor from the attached plat-
ing of stiffener element, if any. In calculating the total forces for checking the hull girder ultimate
strength, the area of the stiffened plate element is to be taken between the hard corner element
and the stiffener element or between the hard corner elements, as applicable.
Table 1 Modes of failure of stiffened plate element and stiffener element
Element Mode of failure Curve defined in
Lengthened stiffened plate ele-
Elasto-plastic collapse 2.3.2
ment or stiffener element
Beam column buckling 2.3.3
Torsional buckling 2.3.4
Shortened stiffener element 2.3.5
Web local buckling of flanged profiles
Web local buckling of flat bars 2.3.6
Shortened stiffened plate element Plate buckling 2.3.7
2.3.2 Elasto-plastic collapse of structural elements (Hard corner element)
The equation describing the load-end shortening curve, for the elasto-plastic collapse of struc-
tural elements composing the hull girder transverse section is to be obtained from the following
formula
where:
: Equivalent minimum yield stress ( Nmm ) of the considered element, obtained by the fol-
lowing formula:
: Edge function, equal to:
= -1 for < -1
= for -1 ≤ ≤ 1
= 1 for > 1
: Relative strain, equal to:
: Element strain
: Strain at yield stress in the element, equal to:
2.3.3 Beam column buckling
The positive strain portion of the average stress–average strain curve, based on beam col-
umn buckling of plate-stiffener combinations is described according to the following:
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where:
: Edge function, as defined in 2.3.2
: Critical stress ( Nmm ) equal to:
for ≤
for
: Equivalent minimum yield stress ( Nmm ) of the considered element, obtained by
the following formula:
: Effective area ( cm ) equal to:
: Distance ( mm) measured from the neutral axis of the stiffener with attached plate
of width, to the bottom of the attached plate
: Distance ( mm) measured from the neutral axis of the stiffener with attached plate
of width, to the top of the stiffener
: Relative strain, as defined in 2.3
: Euler column buckling stress ( Nmm ) equal to:
: Net moment of inertia of stiffeners ( cm ) with attached plate of width,
: Net area ( cm ) of stiffeners with attached plating of width,
: Effective width corrected for relative strain ( m) of the attached plating, equal to:
for
for ≤
: Net area ( cm ) of attached plating of width, , equal to:
: Effective width ( m) of the attached plating, equal to:
for
for ≤
2.3.4 Torsional buckling
The load-end shortening curve, for the flexural-torsional buckling of stiffeners composing
the hull girder transverse section is to be obtained according to the following formula:
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where:
: Edge function, as defined in 2.3.2
: Critical stress ( Nmm ) equal to:
for ≤
for
: Relative strain, as defined in 2.3.2
: Column buckling stress ( Nmm ) taken as defined in Appendix 2 4.4.4
: Buckling stress of the attached plating ( Nmm ) equal to:
for
for ≤
: Coefficient, as defined in 2.3.3
2.3.5 Web local buckling of stiffeners made of flanged profiles
The load-end shortening curve, for the web local buckling of flanged stiffeners composing
the hull girder transverse section is to be obtained from the following formula:
where:
: Edge function, as defined in 2.3.2
: Effective width ( m) of the attached plating, as defined in 2.3.3
: Effective height ( mm) of the web, equal to:
for
for ≤
: Relative strain, as defined in 2.3.2
2.3.6 Web local buckling of stiffeners made of flat bars
The load-end shortening curve, for the web local buckling of flat bar stiffeners composing
the hull girder transverse section is to be obtained from the following formula:
where:
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: Edge function, as defined in 2.3.2
: Buckling stress of the attached plating ( Nmm ) as defined in 2.3.4
: Critical stress ( Nmm ) equal to:
for ≤
for
: Local Euler buckling stress ( Nmm ) equal to
: Relative strain, as defined in 2.3.2
2.3.7 Plate buckling
The load-end shortening curve, for the buckling of transversely stiffened panels composing
the hull girder transverse section is to be obtained from the following formula:
MinReH p
s ReH p
R
eH p
E E s
E
where:
: Edge function, as defined in 2.3.2
: Coefficient as defined in 2.3.3
: Plate breadth ( m) taken as the spacing between the stiffeners
: Longer side of the plate ( m)
3. Alternative methods
3.1 General
3.1.1
Application of alternative methods is to be agreed by the Society prior to commencement.
Documentation of the analysis methodology and detailed comparison of its results are to be sub-
mitted for review and acceptance. The use of such methods may require the partial safety factors
to be recalibrated.
3.1.2
The bending moment-curvature relationship ( ) may be established by alternative methods. Such
models are to consider all the relevant effects important to the non-linear response with due con-
siderations of:
a) Non-linear geometrical behaviour
b) Inelastic material behaviour
c) Geometrical imperfections and residual stresses (geometrical out-of-flatness of plate and stiff-
eners
d) Simultaneously acting loads:
• Bi-axial compression.
• Bi-axial tension.
• Shear and lateral pressure
e) Boundary conditions
f) Interactions between buckling modes
g) Interactions between structural elements such as plates, stiffeners, girders, etc.
h) Post-buckling capacity
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i) Overstressed elements on the compression side of hull girder cross section possibly leading to
local permanent sets/buckle damages in plating, stiffeners etc. (double bottom effects or sim-
ilar)
3.2 Non-linear finite element analysis
3.2.1
Advanced non-linear finite element analyses models may be used for the assessment of the hull
girder ultimate capacity. Such models are to consider the relevant effects important to the non-line-
ar responses with due consideration of the items listed in 3.1.2.
3.2.2
Particular attention is to be given to modelling the shape and size of geometrical imperfections. It is
to be ensured that the shape and size of geometrical imperfections trigger the most critical failure
modes.
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Annex 7-10 Guidance for Direct Strength Assessment for Ore Carriers
(2020) 【See Rule】
(1) General
The direct strength calculation of the ore carrier is in accordance with following (1) to (9) and
proceeds according to the structural analysis flow chart in Fig 1. The members that can de-
termine the scantling by direct strength calculation are as follows. Bottom transverse, deck
transverse, side transverse, longitudinal bulkhead transverse, cross-tie, floor, inner bottom, bot-
tom shell, side shell, cross deck and girder. Gross thickness is applied for the direct strength
calculation. The buckling strength is evaluated for net thickness considering the corrosion margin
defined in following (7).
Fig 1 Structural analysis flow of cargo hold and froe/aft structure
(2) Modelling
The procedure of structural modelling for mid cargo hold(or tank)is to be as follows:
(A) Range of analysis
(a) The analysis of the mid-cargo hold structure should be carried out to reflect the struc-
tural strength assessment from the No. 2 cargo hold to the No. n-1 cargo hold. In addi-
tion, the bow structure analysis should be carried out to reflect the structural strength
evaluation of No.1 cargo hold, and the stern structure analysis should be carried out to
reflect the structural strength evaluation of the No. n cargo hold.
(b) The longitudinal extent of the finite element model of the mid-hold is to include three
cargo holds and four transverse bulkheads as shown in Fig 2. The transverse bulkheads
at both ends of the model range should be included with the connected stool. Both
ends of the model shall form a vertical plane and, if applicable, shall include all trans-
verse web frames on the plane. The model should be made in both port and starboard.
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(c) The Fwd and Aft models should be extend to the fore peak for the Fwd part and after
end transverse bulkhead for Aft part including the full length of the cargo hold, as
shown in Fig 3 to Fig 5. The range of analysis should be determined taking into consid-
eration the cargo/ the ballast conditions and the longitudinal/lateral symmetry of the
bulkhead/the girders attached to the bulkheads. In the Fwd model, from the center of
the collision bulkhead and fore peak to the fore peak, the forward hull form and cross
section can be modeled with a simplified geometry. In the Aft model, from middle of
machinery space to the after end transverse bulkhead can be modelled with a simplified
geometry.
Fig 2 Model and evaluation range
Fig 3 Example of structural modelling
Fig 4 Example of Fwd modelling
220 Guidance Relating to the Rules for the Classification of Steel Ships 2023
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Fig 5 Example of Aft model
(B) Structural modelling
The following (a) to (g) apply to element meshing of structural model.
(a) In meshing, proper sizes of meshes are to be selected by predicting the stress dis-
tribution in the model, and the aspect ratio should not exceed 3.
(b) Girders and similar members having stress gradients along their depth are to be so
meshed as to enable their discrimination.
(c) The length of the short side of each mesh is to be restricted to longitudinal spacing or
thereabouts.
(d) All stiffeners are to be modeled as beam elements with axial, torsional, shear, bending
stiffness. Also, an offset beam considering the eccentricity of the stiffener should be
used.
(e) The flanges of primary support members and brackets are to be modeled using rods or
beam elements.
(f) The coordinate system of the model is used as shown in Table 1.
(g) The method of indicating openings in the web of primary supporting members is to be in
accordance with Table 2. If the openings are not modeled, the shear stresses near the
openings shall be modified in accordance with the reduction of the shear area along the
actual openings. And the modified shear stress should be used to calculate the equiv-
alent stress of the element for verification of the yield criterion.
Table 1 Co-ordinate system
Direction Direction Remark
X Longitudinal Positive forward
Y Transverse Positive to port
Z Vertical Positive upwards from the baseline
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Table 2 Representation of openings in web of primary support member
and No need to model the openings
≥ and ≥ Need to model the openings
Where :
: The length of the opening parallel to the longitudinal direction of the primary support member
web. ( m, see Fig 6) For continuous openings where the distance between openings is
less than , the length should be the length across the opening as shown in Fig 7
: Height of opening parallel to the depth direction of the web ( m , see Fig 6 and Fig 7)
: Height of primary support member web where opening is located ( m, see Fig 6 and Fig 7)
Fig 6 Opening in the web Fig 7 Opening in the web
(3) Boundary condition
(A) The boundary conditions and supporting conditions of the structural model should be able to
reasonably implement the behavior of the structural model according to the range of the
model. Both ends of the model are simply supported in accordance with Table 3 and 4. The
joints on the longitudinal strength members at both ends should be rigidly connected to the
independent joints on the neutral axis on the ship's centerline as shown in Table 3. The in-
dependent nodes at both ends should be fixed as shown in Table 4.
Table 3 Rigid connections at both ends of the model
Displacement Rotation
Rigid - connection
Longitudinal strength member
- - -
nodes of front end of model
Longitudinal strength member
- - -
nodes of after end of model
means that the related degrees of freedom of independent nodes are
rigidly connected.
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Table 4 Support conditions at model independent nodes
Displacement Rotation
Location of independent nodes
Independent nodes of front end
- Fix Fix Fix - -
of model
Independent nodes of after end
- Fix Fix Fix - -
of model
Intersection of centerline and
Fix
inner bottom plate
(4) Applied loads
(A) Internal loads
(a) Loads due to ore cargo, grain cargo, etc. are as follows;
(i) The height and surface of the cargo are to be determined in accordance with below
(see Fig 8, 9 and 10)
- The shape of cargo surface is assumed to be horizontal longitudinally and trans-
versely and sloped down straight to the ship's sides with the half angle of repose
( ). (If the hold is not uniformed in longitudinally and transversely by hopper sloped
angle, it is assumed that the middle section of the cargo hold is uniformed in
longitudinally.)
- The width of the horizontal part is assumed to be equal to 1/4 of the breadth
of the hold.
- The loading height is determined in accordance with the mass, angle of repose
and density of the cargo to be loaded. The shape of cargo surface may be as-
sumed to be unchanged for the whole breadth above.
- The density and repose angel of cargo should be considered as follows.
Density of cargo ( tonm ) Repose angle ()
Low density cargo ′ (≥1.0) 35
High density cargo 3.0 351)
1)
If there is a repose angle other than 35°, this angle should be additionally
considered.
′ : Cargo weight of the cargo hold. The following formula is applied.
′ ( )
: Maximum permissible bulk cargo weight of the cargo hold ( )
: Minimum number of loading in one cargo hold
: Volume, in , of cargo hold up to level of the intersection of the
main deck with the hatch coaming excluding the volume enclosed
by hatch coaming.
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Fig 8 Assumed cargo surface (low density)
(ii) The loads on the vertical walls of the hold are to be determined by the following
formula.
( kNm )
where;
: Density of cargo( kgm )
: Vertical distance from the panel in consideration to the surface of the cargo
right above the panel ( m)
: cos sinsin
: Angle between slant plating of the bilge hopper and inner bottom plating(see
Fig 8)
: Repose angle (see Fig 9)
- The load of low density cargo on the inner wall of the cargo hold is given by the fol-
lowing formula.
where;
: Vertical distance ( m) between inner bottom and lower intersection of top
side tank and side shell or inner side
: Shaded area ( m ) above the lower intersection of top side tank and side
shell or inner side and up to the upper deck level
: Volume ( m ) enclosed by the hatch coaming
- The load of high density cargo on the inner wall of the cargo hold is given by the
following formula.
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if ≥ (see Fig 9)
Fig 9 Assumed cargo surface (high density, ≥ )
Where;
: Vertical distance between inner bottom plate and top intersection of hopper
tank and inner plate( m)
: Vertical distance(m) is as follows;
′
tan
Where;
: Breadth of cargo hold( m)
: Length of cargo hold( m)
: Breadth of double bottom( m )
: The total volume( m ) of the transverse stool at the bottom of the
transverse bulkhead within the cargo hold length, considered. In
this volume, the volume of the portion of the hopper tank passing
through the transverse bulkhead is excluded.
: The height( m) of the upper surface of the bulk cargo along the width, as fol-
lows;
tan , if ≦ ≦
tan , if ≦ ≦
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if (see Fig 10)
Fig 10 Assumed cargo surface(high density, )
Where;
: Vertical distance(m) is as follows;
: Vertical distance(m) is as follows;
tan
∙
′
tan
tan
- In order to evaluate the total force in the vertical direction, shear loads acting on
the slope plate of the bilge hopper tank and lower stool by bulk dry bulk cargo are
to be taken into account. The shear load acting on the sloped members by the ore
cargo in the still water is given by the following formula.
( kNm )
tan
where;
: vertical distance from inner bottom plate to considered point
(b) Loads due to ballast water
The water head of the each location in ballast hold is to be determined by the following
formula.
Maxh ∆h h ( m)
where;
: Vertical distance measured from the position under consideration to 1/2 of
overflow pipes( m)
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∆ : The value is to be obtained from following formula;
∆
: tank length ( m). however, where it is less than 10 ( m), it is to be taken as
10.
: tank breadth ( m ). however, where it is less than 10 ( m), it is to be taken as
10.
(c) Load under hydrostatic test
The water head of the tank to be subjected to the hydrostatic test should be the tank
top + 2.4 m
(B) Hydrostatic pressure
The hydrostatic pressure is to be in accordance with Pt. 3 Annex 3-2, III 1 (8).
(C) Wave loads
The wave loads are to be in accordance with Pt. 3 Annex 3-2, III 1 (9).
(D) Hull weight
Consider the self weight of the hull considering gravitational acceleration.
(E) Load due to upper structure
If the upper structure is included in structural model, the load considered with acceleration of
gravity are to be considered. If the upper structure is not included in structural model, loads
on upper structure are to be distributed on relevant deck nodes.
Fig 11 Loads due to upper structure
(F) Load due to the main engine
The loads due to the main engine are to be distributed on relevant nodes of M/E foundation.
Fig 12 Loads due to main engine
(G) Consideration of hull girder shear force
(a) The hull girder shear force is to be calculated at the position of the transverse bulkhead
of the mid hold, and the target value is determined as follows. In addition, the sign in
each transverse bulkhead is applied in the same way as the loading conditions in Table
5, 6 and 7.
where:
: shear force in still water ( kN )
: wave shear force according to Pt 3, Ch. 3, 301.
(b) For mid hold, shear force is to comply with Pt 13, Sub-Pt. 1, Ch. 7 Sec. 2. For Fwd and
Aft hold, shear force is to comply with Pt 13, Sub-Pt. 1, Ch. 7 Sec. 2.
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(c) The direct calculation of the shear flow is to comply with Pt 13, Sub-Pt. 1, Ch. 5, Annex
1.
(H) Considering of hull girder vertical bending moment
(a) The hull girder vertical bending moment is adjusted after adjusting the shear force.
(b) In the analysis of the vertical bending moment, the target hull girder vertical bending
moment is the maximum vertical bending moment that can occur at the center of the
mid hold in the finite element model. The target value of the hull girder vertical bending
moment is obtained as follows.
where;
: vertical bending moment in still water ( kNm )
: wave vertical bending moment according to Pt 3, Ch. 3 Table 3.3.1
(c) The distribution of hull girder vertical bending moments caused by local loads applied to
the model is calculated using simple beam theory in accordance with Pt. 13, Sub-Pt. 1,
Ch. 7, Sec. 2.
(d) If the target vertical bending moment has to be reached, an additional vertical bending
moment should be applied to both ends of the hold model to generate this target value
in the center hold of the model. These end vertical bending moments are as follows.
_
where
: Longitudinal position where maximum bending moment occurs due to local
load in mid hold( m)
: additional vertical bending moments applied to the forward end of the fi-
nite element model ( kNm)
: additional vertical bending moments applied to the after end of the finite
element model ( kNm )
: maximum or minimum bending moments in the mid hold by local load
and shear force adjustment ( kNm )
(e) The vertical bending moment adjustment procedure for the fore and aft part structural
analysis is to comply with the requirements in Pt. 13, Sub-Pt. 1, Ch. 7 Sec. 2. and
4.4.9.
(I) Load case
The loading conditions to be considered are based on loading (high / low density), ballast
loading, multi port loading and port loading. If special load cases are to be expected, such
loading conditions are also included in the calculation. The load case for mid hold, aft hold
and fwd hold are shown in Table 5, 6 and 7. Load cases may be changed according to
loading manual, loading sequence and compartment layout. If there is no multi port cases in
the loading manual, the multi port cases in Table 5, 6 and 7 can be omitted and is given
the no MP notation.
228 Guidance Relating to the Rules for the Classification of Steel Ships 2023
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Table 5 Load case of Mid hold
Target bending moment
Cond Wave Internal Loading and shear force
No Description Draft
ition load load pattern % of % of % of % of
Ms Mw Fs Fw
at High/Low 100% 100%
1 Full load (1) Ts Trough - -
sea density (Sag) (Sag)
at High/Low 100%
2 Full load (2) Ts Crest 0%11) - -
sea density (Hog)
at Ballast 100% 100%
3 Tbal Crest - - -
sea (Normal) (Hog) (Hog)
at Ballast 100% 100%
4 Tbar-H Crest - - -
sea (Heavy) (Hog) (Hog)
at High/Low 100% 100%
5 Multi port (1) Tmulti-min1) Trough - -
sea density (Sag) (Sag)
at High/Low 100%
6 Multi port (2) Tmulti-min1) Crest 0%11) - -
sea density (Hog)
at High/Low 100%
7 Multi port (3) Tmulti-max2) Trough 0%11) - -
sea density (Sag)
at High/Low 100% 100%
8 Multi port (4) Tmulti-max2) Crest - -
sea density (Hog) (Hog)
Fore5) : Fore5) :
at Multi port High/Low 100% 100% +100% +100%
9 Tmulti-min1) Trough
sea (5)7) density (Sag) (Sag) Aft6) : Aft6) :
-100% -100%
Fore5) : Fore5) :
at Multi port High/Low 100% 100% -100% -100%
10 Tmulti-max2) Crest
sea (6)8) density (Hog) (Hog) Aft6) : Aft6) :
+100% +100%
at Multi port High/Low 100% 100%
11 Tmulti-min1) Trough - -
sea (7) density (Sag) (Sag)
at Multi port High/Low 100%
12 Tmulti-min1) Crest 0%11) - -
sea (8) density (Hog)
at Multi port High/Low 100% 100%
13 Tmulti-min1) Trough - -
sea (9) density (Sag) (Sag)
at Multi port High/Low 100%
14 Tmulti-min1) Crest 0%11) - -
sea (10) density (Hog)
at Multi port High/Low 100%
15 Tmulti-max2) Trough 0%11) - -
sea (11) density (Sag)
at Multi port High/Low 100% 100%
16 Tmulti-max2) Crest - -
sea (12) density (Hog) (Hog)
at Multi port High/Low 100%
17 Tmulti-max2) Trough 0%11) - -
sea (13) density (Sag)
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Table 5 Load case of Mid hold (continued)
Target bending moment
Cond Descripti Internal Loading and shear force
No Draft Wave load
ition on load pattern % of % of % of % of
Ms Mw Fs Fw
at Multi port High/Low 100% 100%
18 Tmulti-max2) Crest - -
sea (14)7) density (Hog) (Hog)
Hydrostatic High/Low 100%
port 19 Port (1) Tharbour-min3) - - -
pressure density (Sag)
Hydrostatic High/Low 100%
port 20 Port (2) Tharbour-max4) - - -
pressure density (Hog)
Fore5) :
-
Hydrostatic High/Low 100% +100%
port 21 Port (3)9) Tharbour-min3) -
pressure density (Sag) Aft6) :
-
-100%
Fore5) :
-
Hydrostatic High/Low 100% -100%
port 22 Port (4)10) Tharbour-max4) -
pressure density (Hog) Aft6) :
-
+100%
Hydrostatic High/Low 100%
port 23 Port (5) Tharbour-min3) -
pressure density (Sag)
Hydrostatic High/Low 100%
port 24 Port (6) Tharbour-min3) - - -
pressure density (Sag)
Hydrostatic High/Low 100%
port 25 Port (7) Tharbour-max4) - - -
pressure density (Hog)
Hydrostatic High/Low 100%
port 26 Port (8) Tharbour-max4) - - -
pressure density (Hog)
Tank test Hydrostatic
tank 27 Tsc/3 - - - - -
(1) pressure
Tank test Hydrostatic
tank 28 Tsc/3 - - - - -
(2) pressure
(Note)
The load cases can be changed / added in accordance with the loading manual. If there is no multi port cas-
es in the loading manual, the multi port cases in Table 5 can be omitted and is given the no MP notation.
1) : meet the maximum allowable cargo mass (see(9))
2) : meet the minimum required cargo mass (see(9))
3) : meet the maximum allowable cargo mass (see(9))
4) : meet the minimum allowable cargo mass (see(9))
5) Fore : The sign of the target shear force of forward transverse bulkhead of the center hold
6) Aft : The sign of the target shear force of aftward transverse bulkhead of the center hold
7) If this loading condition is not taken into account, it should be evaluated in the loading condition of the
Multi port (1) condition.
8) If this loading condition is not taken into account, it should be evaluated in the loading condition of the
Multi port (4) condition.
9) If this loading condition is not taken into account, it should be evaluated in the loading condition of the
Port (1) condition.
10) If this loading condition is not taken into account, it should be evaluated in the loading condition of the
Port (2) condition.
11) 0%* : Refer to loading manual.
230 Guidance Relating to the Rules for the Classification of Steel Ships 2023
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Annex 7-10 Guidance for Direct Strength Assessment for Ore Carriers Pt 7, Annex 7-10
Table 6 Load case of Aft hold
Target bending moment
Cond Descripti Internal Loading and shear force
No Draft Wave load
ition on load pattern % of % of % of % of
Ms Mw Fs Fw
at Full load High/Low 100% 100%
1 Ts Trough - -
sea (1) density (Sag) (Sag)
at Full load High/Low 100%
2 Ts Crest 0%9) - -
sea (2) density (Hog)
at Ballast 100% 100%
3 Tbal Crest - - -
sea (Normal) (Hog) (Hog)
at Ballast 100% 100%
4 Tbal-H Crest - - -
sea (Heavy) (Hog) (Hog)
at Multi port High/Low 100% 100%
5 Tmulti-min1) Trough - -
sea (1) density (Sag) (Sag)
at Multi port High/Low 100%
6 Tmulti-min1) Crest 0%9) - -
sea (2) density (Hog)
at Multi port High/Low 100%
7 Tmulti-max2) Trough 0%9) - -
sea (3) density (Sag)
at Multi port High/Low 100% 100%
8 Tmulti-max2) Crest - -
sea (4) density (Hog) (Hog)
Fore5): Fore5):
at Multi port High/Low 100% 100% +100% +100%
9 Tmulti-min1) Crest
sea (5)7) density (Sag) (Sag) Aft6) : Aft6) :
-100% -100%
at Multi port High/Low 100% 100%
10 Tmulti-max2) Crest - -
sea (6) density (Hog) (Hog)
Hydrostatic High/Low 100%
port 11 Port (1) Tharbour-min3) - - -
pressure density (Sag)
Hydrostatic High/Low 100%
port 12 Port (2) Tharbour-max4) - - -
pressure density (Hog)
Fore5):
-
Hydrostatic High/Low 100% +100%
port 13 Port (3)8) Tharbour-min3) -
pressure density (Sag) Aft6):
-
-100%
Hydrostatic High/Low 100%
port 14 Port (4) Tharbour-max4) - - -
pressure density (Hog)
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Table 6 Load case of Aft hold (continued)
Target bending moment
Cond Internal Loading and shear force
No Description Draft Wave load
ition load pattern % of % of % of % of
Ms Mw Fs Fw
Tank test Hydrostatic
tank 15 Tsc/3 - - - - -
(1) pressure
Tank test Hydrostatic
tank 16 Tsc/3 - - - - -
(2) pressure
(Note)
The load cases can be changed / added in accordance with the loading manual. If there is no multi
port cases in the loading manual, the multi port cases in Table 6 can be omitted and is given the no
MP notation.
1) : meet the maximum allowable cargo mass (see(9))
2) : meet the minimum required cargo mass (see(9))
3) : meet the maximum allowable cargo mass (see(9))
4) : meet the minimum allowable cargo mass (see(9))
5) Fore : The sign of the target shear force of forward transverse bulkhead of the center hold
6) Aft : The sign of the target shear force of aftward transverse bulkhead of the center hold
7) If this loading condition is not taken into account, it should be evaluated in the loading condition
of the Multi port (1) condition.
8) If this loading condition is not taken into account, it should be evaluated in the loading condition
of the Port (1) condition.
9) 0%* : Refer to loading manual.
232 Guidance Relating to the Rules for the Classification of Steel Ships 2023
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Table 7 Load case of Fwd hold
Target bending moment
Cond Descripti Internal Loading and shear force
No Draft Wave load
ition on load pattern % of % of % of % of
Ms Mw Fs Fw
at Full load High/Low 100% 100%
1 Ts Trough - -
sea (1) density (Sag) (Sag)
at Full load High/Low 100%
2 Ts Crest 0%9) - -
sea (2) density (Hog)
at Ballast 100% 100%
3 Tbal Crest - - -
sea (Normal) (Hog) (Hog)
at Ballast 100% 100%
4 Tbal-H Crest - - -
sea (Heavy) (Hog) (Hog)
at Multi port High/Low 100% 100%
5 Tmulti-min1) Trough - -
sea (1) density (Sag) (Sag)
at Multi port High/Low 100%
6 Tmulti-min1) Crest 0%9) - -
sea (2) density (Hog)
at Multi port High/Low 100%
7 Tmulti-max2) Trough 0%9) - -
sea (3) density (Sag)
at Multi port High/Low 100% 100%
8 Tmulti-max2) Crest - -
sea (4) density (Hog) (Hog)
Fore5) :
-
at Multi port High/Low 100% +100%
9 Tmulti-min1) Trough -
sea (5)7) density (Sag) Aft6) :
-
-100%
at Multi port High/Low 100%
10 Tmulti-max1) Crest - - -
sea (6) density (Hog)
Hydrostatic High/Low 100%
port 11 Port (1) Tharbour-min3) - - -
pressure density (Sag)
Tharbour-max4 Hydrostatic High/Low 100%
port 12 Port (2) ) - - -
pressure density (Hog)
Fore5) :
-
Hydrostatic High/Low 100% +100%
port 13 Port (3)8) Tharbour-min3) -
pressure density (Sag) Aft6) :
-
-100%
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Table 7 Load case of Fwd hold (continued)
Target bending moment
Cond Descripti Internal Loading and shear force
No Draft Wave load
ition on load pattern % of % of % of % of
Ms Mw Fs Fw
Hydrostatic High/Low 100%
port 14 Port (4) Tharbour-max4) - - -
pressure density (Hog)
Tank Hydrostatic
tank 15 Tsc/3 - - - - -
test (1) pressure
Tank Hydrostatic
tank 16 Tsc/3 - - - - -
test (2) pressure
(Note)
The load cases can be changed / added in accordance with the loading manual. If there is no multi
port cases in the loading manual, the multi port cases in Table 7 can be omitted and is given the no
MP notation.
1) : meet the maximum allowable cargo mass (see(9))
2) : meet the minimum required cargo mass (see(9))
3) : meet the maximum allowable cargo mass (see(9))
4) : meet the minimum allowable cargo mass (see(9))
5) Fore : The sign of the target shear force of forward transverse bulkhead of the center hold
6) Aft : The sign of the target shear force of aftward transverse bulkhead of the center hold
7) If this loading condition is not taken into account, it should be evaluated in the loading condition of
the Multi port (1) condition.
8) If this loading condition is not taken into account, it should be evaluated in the loading condition of
the Port (1) condition.
9) 0%* : Refer to loading manual.
(5) Consideration of dynamic shear loads in beam sea condition
(A) General
(a) In order to verify the structural integrity of transverse members under dynamic shear load
due to rolling motion and high GM in beam sea condition, BSR and BSP load cases are
to be applied as shown in Table 8 and Table 9. BSR and BSP load cases means as fol-
lows;
- BSR-1P and BSR-2P : Beam sea EDWs that minimise and maximise the roll motion
downward and upward on the port side respectively with
waves from the port side.
- BSR-1S and BSR-2S : Beam sea EDWs that maximise and minimise the roll motion
downward and upward on the starboard side respectively with
waves from the starboard side.
- BSP-1P and BSP-2P : Beam sea EDWs that maximise and minimise the hydro-
dynamic pressure at the waterline amidships on the port side
respectively.
- BSP-1S and BSP-2S : Beam sea EDWs that maximise and minimise the hydro-
dynamic pressure at the waterline amidships on the starboard
side respectively.
(b) These BSR and BSP load cases are to be applied to homogeneous loading with
( tonm ) of high density cargo for mid hold model only. The loading pattern described in
No. 1 condition of Table 5. should be applied.
(B) Applied loads
(a) The symbol’s definitions in BSR and BSP load cases are following;
: The roll period, in s, is to be taken as;
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.
where;
: Roll radius of gyration, in m, in the considered loading condition. 0.25B is to
be adopted unless provided in the loading manual.
: Metacentric height, in m, in the considered loading condition. 0.20B is to be
adopted unless provided in the loading manual.
: The roll angle, in deg, is to be taken as ;
where;
: To be taken as:
for ships without bilge keel.
for ships with bilge keel.
: The pitch period, in s, is to be taken as:
: The pitch angle, in deg, is to be taken as:
: Acceleration parameter, to be taken as:
: , and coordinates, in m, of the considered point at the intersection
among the longitudinal plane of symmetry of ship, the aft end of L and the
baseline.
: Vertical coordinate, in m, of the ship rotation centre, to be taken as:
min
: Scantling draught
: Heading correction factor, to be taken as:
for BSR and BSP load cases for the extreme sea loads design load
scenario.
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Table 6 Ship responses for BSR and BSP load cases
Loadcase BSR-1P BSR-2P BSR-1S BSR-2S BSP-1P BSP-2P BSP-1S BSP-2S
EDW BSR BSP
Heading Beam Beam
Effect Max. roll Max. pressure at waterline
VWBM Sagging Hogging Sagging Hogging Sagging Hogging Sagging Hogging
Negative-aft Positive-aft Negative-aft Positive-aft Negative-aft Positive-aft Negative-aft Positive-aft
VWSF
Positive-fore Negative-fore Positive-fore Negative-fore Positive-fore Negative-fore Positive-fore Negative-fore
HWBM Stbd tensile Port tensile Port tensile Stbd tensile Stbd tensile Port tensile Port tensile Stbd tensile
Surge - - - - To bow To stern To bow To stern
- - - -
Sway To starboard To Portside To Portside To starboard To Portside To starboard To starboard To Portside
Heave Down Up Down Up Down Up Down Up
Starboard Starboard
Roll Portside down Portside up Starboard up Portside up Portside down Starboard up
down down
Pitch Bow up Bow down Bow up Bow down Bow up Bow down Bow up Bow down
Note)
VWBM & VWSF : Vertical bending moment and shear force are to be taken as defined in Pt. 3, Ch 3.
HWBM : Horizontal bending moment is to be taken as defined in (B)
: Weather side, side of the ship exposed to the incoming waves.
: Lee side, sheltered side of the ship away from the incoming waves.
(b) The accelerations due to ship motion are follows;
Surge acceleration due to surge, in ms , is to be taken as:
Sway acceleration due to sway, in ms , is to be taken as:
Heave (vertical) acceleration due to heave, in ms , is to be taken as:
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Table 9 Load combination factors, LCFs for BSR and BSP load cases
Load component LCF BSR-1P BSR-2P BSR-1S BSR-2S BSP-1P BSP-2P BSP-1S BSP-2S
-0.1 0.1 -0.1 0.1 -0.4 0.4 -0.4 0.4
Hull girder
0.1 -0.1 0.1 -0.1 0.3 -0.3 0.3 -0.3
loads
0.4 -0.4 -0.4 0.4 0.4 -0.4 -0.4 0.4
0.0 0.0 0.0 0.0 -0.15 0.15 -0.15 0.15
Longitudinal 0.4 -0.4 0.4 -0.4 0.45 -0.45 0.45 -0.45
accelerations
-0.3 0.3 -0.3 0.3 -0.25 0.25 -0.25 0.25
0.5 -0.5 -0.5 0.5 0.4 -0.4 -0.4 0.4
Transverse
1.0 -1.0 -1.0 1.0 1.0 -1.0 -1.0 1.0
accelerations
-1.0 1.0 1.0 -1.0 -0.9 0.9 0.9 -0.9
-0.25 0.25 -0.25 0.25 0.5 -0.5 0.5 -0.5
Vertical
accelerations
1.0 -1.0 1.0 -1.0 1.0 -1.0 -1.0 1.0
0.4 -0.4 0.4 -0.4 0.45 -0.45 0.45 -0.45
Roll acceleration, , in rads , is to be taken as:
.
Pitch acceleration, , in rads , is to be taken as:
The accelerations used to derive the inertial loads at any position are defined with
respect to the ship fixed coordinate system. Hence the acceleration values include
the gravitational acceleration components due to the instantaneous roll angles.
The longitudinal acceleration at any position for each dynamic load case, in ms , is
to be taken as:
sin
The transverse acceleration at any position for each dynamic load case, in ms , is to
be taken as:
sin
The vertical acceleration at any position for each dynamic load case, in ms , is to
be taken as:
(c) Hull girder loads
The wave induced vertical bending moment and shear force are to be taken as defined in
(G) and (H) in (4). The horizontal wave bending moment at any longitudinal position, in
kNm, is to be taken as:
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where:
: Coefficient considering nonlinear effect to be taken as:
: Distribution factor is to be taken as;
: Wave coefficient, in m, to be taken as:
for ≤ ≤
for ≤
for ≤
(d) Hydrodynamic pressure for BSR load cases
The wave pressures, , for BSR-1 and BSR-2 load cases, at any load point, in kNm ,
are to be obtained from Table 10, Fig 13 and 14. Total external pressure is to be cal-
culated by ,, means still water hydrostatic pressure for considered loading
condition.
Table 10 Hydrodynamic pressures for BSR load cases
Wave pressure, in kNm
Load case ≤ ≤
BSR-1P max
BSR-2P max
BSR-1S max
BSR-2S max
where;
For BSR-1P and BSR-2P load cases:
sin
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For BSR-1S and BSR-2S load cases:
sin
: Factor related to the operational profile, to be taken as :
: Coefficient considering non-linear effect, to be taken as :
Phase coefficient, , , and are to be taken as following; Intermediate
values are to be interpolated.
- Port side of BSR-1P and BSR-2P or starboard side BSR-1S and BSR-2S
0.0 0.2 0.35 0.5 0.7 1.0
0.4 0.9 1.05 1.0 0.9 0.6
0.0 0.15 0.3 0.6 0.85 1.0
2.0 2.0 1.6 1.0 1.0 -1.0
- Port side of BSR-1S and BSR-2S or starboard side BSR-1P and BSR-2P
0 0.3 0.5 0.65 0.8 1.0
0.2 0.75 1. 1.1 1.0 0.8
0.0 0.1 0.2 0.4 0.6 0.8 1.0
0.95 0.9 0.7 1.0 1.0 0.9 1.0
- Center line
0.0 0.2 0.4 0.6 0.85 1.0
1.5 1.5 1.0 1.0 2.0 2.0
0.0 0.2 0.5 0.7 1.0
-0.5 -0.5 1.0 1.0 1.0
: Ratio between X-coordinate of the load point and L, to be taken as:
, but not to be taken less than 0.0 or greater than 1.0.
: Ratio between -coordinate of the load point and , to be taken as:
, but not greater than 1.0.
: Ratio between -coordinate of the load point and , to be taken as:
, but not greater than 1.0.
, when
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: Moulded breadth at the waterline, in m, at the considered cross section.
: Wave length of the BSR load case, in m, to be taken as:
: Wave pressure at the waterline, kNm , for the considered dynamic load
case. for and
: Water head equivalent to the pressure at waterline, in m, to be taken as:
Fig 13 Transverse distribution of dynamic pressure for BSR-1S(left)와 BSR-1P(right)
load cases
Fig 14 Transverse distribution of dynamic pressure for BSR-2S(left)와 BSR-2P(right)
load cases
(e) Hydrodynamic pressure for BSP load cases
The wave pressures, , for BSP-1 and BSP-2 load cases, at any load point, in kNm ,
are to be obtained from Table 11, Fig 16 and 17. Total external pressure is to be calcu-
lated by , means still water hydrostatic pressure for considered loading
condition.
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Table 11 Hydrodynamic pressures for BSP load cases
Wave pressure, in kNm
Load
≤ ≤
case
BSP-1P max
BSP-2P max
BSP-1S max
BSP-2S max
where;
: Factor related to the operational profile, is defined in (d)
: Coefficient considering non-linear effect, to be taken as :
- For extreme sea loads design load scenario :
at
at
at
at
Transverse Position BSP-1P and BSP-2P BSP-1S and BSP-2S
≥
: Wave length of the BSP load case, in m , to be taken as:
Phase coefficient, , , and are to be taken as following;
Intermediate values are to be interpolated.
- Port side of BSP-1P and BSP-2P or starboard side BSP-1S and BSP-2S
0.0 0.2 0.35 0.5 0.6 0.8 0.9 1
0.3 0.9 1.1 1.0 0.9 0.9 0.7 0.5
0.0 0.2 0.4 0.9 1.0
1.0 0.9 1.0 1.0 0.5
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- Port side of BSP-1S and BSP-2S or starboard side BSP-1P and BSP-2P
0 0.1 0.2 0.3 0.5 0.7 0.8 1.0
0.2 0.3 0.5 0.8 1.0 1.15 1.1 0.9
0.0 0.05 0.2 0.3 0.4 0.5 0.6 0.8 0.9 1.0
0.5 1.2 -0.4 -0.1 0.6 1.0 0.9 0.3 0.8 1.0
- Center line
0.0 0.2 0.4 0.6 0.85 1.0
1.0 1.0 1.0 1.0 2.0 2.0
0.0 0.35 0.5 0.8 1.0
1.6 1.6 1.0 1.5 1.0
: Wave pressure at the waterline, kNm , for the considered dynamic load
case. for and
Other parametric symbols are defined in (d).
Fig 15 Transverse distribution of dynamic pressure for BSP-1P(left)와 BSP-1S(right)
load cases
Fig 16 Transverse distribution of dynamic pressure for BSP-2P(left)와 BSP-2S(right)
load cases
(f) Internal cargo loads
The cargo pressure due to ore cargo acting on any load point of a cargo hold boun-
dary, in kN/m2, is to be taken as:
Static pressure, in kN/m2, due to ore cargo is defined in (4), (A), (a) (ii). Dynamic
pressure, in kN/m2, due to ore cargo for BSR load cases is to be taken as:
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for
for
where;
: Longitudinal, transverse and vertical accelerations, in m/s2, at .
: X, Y and Z coordinates, in m, of the volumetric centre of gravity of fully
filled cargo hold, i.e. , considered with respect to the reference
coordinate system. In case of partially filled cargo hold, to
be taken as follows;
: Volumetric centre of gravity of the cargo hold.
, and are defined in (4), (A), (a).
: Volume, in , of cargo hold up to top of the hatch coaming, taken as:
, and are defined in (4), (A), (a).
: Height of the upper surface of the cargo above the baseline in way of the
load point, in m, to be taken as:
: Coefficient is defined in (4), (A), (a) (ii).
The shear load pressures, , are to be considered for the hopper tank
and the lower stool plating in addition to the ore cargo pressures when the load
point elevation, , is lower or equal to . Static shear load, , due to gravita-
tional forces acting on hopper tanks and lower stools plating, is defined as of
(4), (A), (a) (ii).
The dynamic shear load pressure, (positive downward to the plating) due to ore
cargo forces on the hopper tank and lower stool plating, in kN/m2, is to be taken
as:
tan
Additionally, the dynamic shear load pressures, and , due to ore cargo
forces acting along the inner bottom plating, in kN/m2, are to be taken as:
, in the longitudinal direction (positive to bow)
, in the transverse direction (positive to port)
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(6) Allowable stresses
The stress calculated by the direct strength analysis using the dimension including the corrosion
margin should meet the following criteria, and the evaluation range is shown in Fig 17.
≺
Nmm
where;
: Yield strength correction factor
: for longitudinal strength member of port condition and sea going
condition defined in (4) and for all structural members of load
conditions defined in (5).
: transverse strength member of port condition and sea going con-
dition except load cases defined in (5).
: Material factor (see Pt.3 Annex 3-2 Table 5)
: Normal stress in x-direction of element coordinate system
: Normal stress in y-direction of element coordinate system\
: Shear stress on the face in x-y direction of element coordinate system
Fig 17 Evaluation range
(7) Buckling
The plate panel of hull structure is to be modelled as stiffened panel, SP or unstiffened panel,
UP. Method A and Method B as defined in Pt. 13, Sub-Pt 1, Ch. 8 are to be used according
to Fig 18 to Fig 19. The detailed calculation of buckling strength is to be in accordance with Pt.
13, Sub-Pt 1, Ch. 8. Sec 4 ~ 5 and the corrosion addition and judgments of buckling strength
for buckling evaluation are as shown in Table 12 and 13. The 1.0 of buckling factor should be
applied to all structural members for load cases to reflect dynamic shear loads in beam sea
condition defined in (5).
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Fig 18 Longitudinal plate panel in VLOC
Fig 19 Plate panel of transverse web frame in VLOC
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Fig 20 Plate panel of transverse bulkhead in VLOC
Table 12 Corrosion addition
Location Corrosion addition
When both sides are in contact with seawater 2.5 mm
When one side is in contact with seawater 2.0 mm
When both sides are not in contact with seawater 1.5 mm
Table 13 Judgement of buckling strength
Member Buckling factor
Cross Deck, Hatch End Beam and Upper Stool 0.8
Others 1.0
(8) Local fine mesh analysis
(A) Application
(a) The list of structural details of the fine mesh analysis are as follows.
- hopper knuckle
- openings
- connection between transverse bulkhead and longitudinal stiffener of deck and double
bottom
- connection of corrugated bulkhead and the adjacent structure
- hatch corner
(b) For other high stress areas in which the stress ( ) calculated by direct strength analy-
sis is greater than 95% of the allowable stress ( ), additional analysis should be per-
formed at the discretion of the Society.
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(B) Fine mesh of the structure
(a) The range of the local fine mesh analysis should be at least 10 elements in all directions
from the area under consideration.
(b) All plates and stiffeners within the local fine mesh analysis range should be represented
by shell elements.
(c) For element corners, crooked elements less than 45 degrees or greater than 135 degrees
should be avoided.
(d) The aspect ratio of the element should be kept as close as possible to 1, and should be
less than 3.
(e) Mesh size of local fine mesh analysis should be such that it is capable of expressing the
structure well and is less than the longitudinal spacing.
(f) When performing local fine mesh analysis for openings, the elements of the first two
layers of the perimeter elements of the opening should be modeled to a size of 50 x 50
mm or less. End stiffeners directly welded to the opening end should be modeled as
shell elements. The web stiffener near the opening is located at least 50 mm from the
end of the opening and can be modeled using a rod or beam element.
(C) Allowable stress for local fine mesh analysis
(a) Allowable stresses for local fine mesh analysis should meet the following criteria.
_ ≺ _
_ _ _ __
_ _
_ ( Nmm )
where;
: Yield strength correction factor as defined in (6)
: Local fine mesh analysis correction factor
, element size ≤ longitudinal spacing ( mm)
, element size ≤ 200 x 200 ( mm)
, element size ≤ 100 x 100 ( mm)
, element size ≤ 50 x 50 ( mm)
: Material factor (see Pt 3, Annex 3-2, Table 5)
_ : Normal stress in x-direction of element coordinate system ( Nmm )
_ : Normal stress in y-direction of element coordinate system ( Nmm )
: Shear stress on the face in x-y direction of element coordinate system
( Nmm )
(b) When evaluating the corner of the opening, the average stress can be evaluated as
follows.(see Fig 21)
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Fig 21 Opening
≺
where;
: Allowable stresses in direct strength analysis ( Nmm )
: Mean stress in the considered range ( Nmm )
: Each element stress in the considered range( Nmm )
: Each element area in the considered range ( mm )
: Number of elements in the considered range
(9) Cargo Mass Curves
(A) The maximum and minimum drafts which are satisfied with maximum allowable cargo mass
and the minimum required cargo mass for the each cargo hold are to be given by the fol-
lowing equations. In finite element analysis of middle cargo hold, holds No. 2 to n-1 are to
be satisfied. The draft of fore end part is to be satisfied with maximum allowable cargo
mass and the minimum required cargo mass of No. 1 cargo hold and the draft of aft end
part is to be satisfied with maximum allowable cargo mass and the minimum required cargo
mass of No. n cargo hold. (see Fig 22)
Maximum allowable cargo mass
Curve 1 : ≤ (ton)
Curve 2 : ≤ (ton)
Minimum required cargo mass
Curve 3 : (ton)
Curve 4 : ≥ (ton)
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: Maximum allowable mass with draft, TLC at sea going condition (ton)
: Maximum allowable mass with draft, TLC at harbour (ton)
: Minimum required mass with draft, TLC at sea going condition (ton)
: Minimum required mass with draft, TLC at harbour (ton)
: Maximum allowable mass of considered cargo hold (ton)
: Minimum draft ( m) at sea going condition which the maximum allowable car-
go weight of the cargo hold is applied. But minimum draft at multi port con-
dition subtracting 0.2 m (considering the trim)
: Maximum draft ( m) at sea going condition which the minimum allowable car-
go weight of the cargo hold is applied. But maximum draft at multi port
condition including 0.2 m (considering the trim)
: Minimum draft ( m) at the port state to which the maximum allowable cargo
weight( ) of the cargo hold is applied. If the minimum draft in the port
condition is not ascertained, an evaluation of the strength should be made by
the following formula
: length of the considered cargo hold ( m)
: mean breadth of the considered cargo hold ( m )
: Maximum draft ( m) at port condition to which the minimum allowable cargo
weight ( ) of cargo holds is applied
(B) The maximum and minimum drafts which are satisfied with maximum allowable cargo mass
and the minimum required cargo mass for adjacent 2 cargo hold are to be given by the fol-
lowing equations. In finite element analysis of middle cargo hold, holds No. 2 and 3 to n-2
and n-1 are to be satisfied. The draft of fore end part is to be satisfied with maximum al-
lowable cargo mass and the minimum required cargo mass of No. 1 and 2 cargo holds and
the draft of aft end part are to be satisfied with maximum allowable cargo mass and the
minimum required cargo mass of No. n-2 and n-1 cargo holds. (see Fig 19)
Maximum allowable cargo mass
Curve 1: _ _ ≤ (ton)
Curve 2: _ _ ≤ (ton)
Minimum required cargo mass
Curve 3: _ _ ≥ (ton)
Curve 4: _ _ ≥ (ton)
_ : Maximum allowable mass of adjacent 2 cargo holds with draft,
TLC at sea going condition (ton)
_ : Maximum allowable mass of adjacent 2 cargo holds with draft,
TLC at port (ton)
_ : Required cargo mass of adjacent 2 cargo holds with draft, TLC
at sea going condition (ton)
_ : Required cargo mass of adjacent 2 cargo holds with draft, TLC
at port (ton)
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_ : Minimum draft ( m) in the sea going condition to which the max-
imum allowable cargo weight ( ) of adjacent 2 cargo holds is
applied
_ : Maximum draft ( m) in the sea going condition to which the mini-
mum allowable cargo weight ( ) of adjacent 2 cargo holds is ap-
plied
_ : Minimum draft ( m ) at the port state to which the maximum allow-
able cargo weight( ) of the cargo hold is applied. If the mini-
mum draft in the port condition is not ascertained, an evaluation of
the strength should be made by the following formula.
_ _ _
: Maximum allowable mass of adjacent 2 cargo holds (ton)
: length of the considered cargo holds ( m)
: mean breadth of the considered cargo holds ( m)
_ : Maximum draft ( m) at port condition to which the minimum allowable
cargo weight ( ) of adjacent 2 cargo holds is applied
Fig 22 Cargo mass curves
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Annex 7-11 Guidance on providing safe working conditions for securing of
containers on open deck Pt 7, Annex 7-11
Annex 7-11 Guidance on Providing Safe Working Conditions for Securing of
Containers on Open Deck (2019)
1. General
(1) Objective
The objective of the additional special feature notation CSAP should provide safe working con-
ditions in safe access and safe places of work, when they are worked in container securing oper-
ations on open deck.
(2) Scope
The scope of the additional special feature notation CSAP should ensure safer working conditions
in container securing operations. This guidelines describe requirements covering design and ar-
rangement of working areas, container top working, fencing and fall protection, marking of ob-
stacles and openings, design of walkways, ladders, steps and other means of access, design and
arrangement of power supplies for reefer containers and lightings of working and transit areas.
(3) Application
Ships complying with this guidelines will be assigned the additional special feature notation CSAP.
The additional special feature notation CSAP is applicable to ships designed for carrying containers
on open deck. The additional special feature notation CSAP can be applied to other ships upon
request.
(4) Definitions
(A) Definitions used in this guidelines are given as following.
- working area : any positions or spaces used for operating container securing devices, e.g. in
between container stows on hatch covers; lashing bridges and platforms
- transit area : passage ways, stairs, decks and other areas used for moving about the ship
- fencing : a generic term for guardrails, safety rails, safety barriers and similar structures that
provide protection against the falls of people
- stringers : the uprights or sides of a ladder
- rungs : the bars that form the steps of a ladder
2. Documentation
(1) CSAP should be submitted for approval and includes following.
- Arrangement and detail of working area and transit area
- Lighting arrangement and illumination in working and transit area
- Location and detail of reefer container power outlet and adjacent working area
3. Design requirements
(1) General
(A) The cargo safe access plan should be developed at the design stage to ensure that securing
operations can be carried out safely for all intended container stowage configurations.
(B) Typically the cargo safe access plan should be developed based on a risk assessment includ-
ing following hazards:
- slips, trips,
- falls from height,
- injuries whilst manually handling lashing gear,
- being struck by lashing gear or other objects,
- potential damage due to container operations(High-risk areas should be identified in order t
o develop appropriate protection or other methods of preventing significant damage),
- adjacent electrical risks (temperature controlled unit cable connections etc.),
- adequate access to all areas that is necessary to safely perform container securing oper-
ations
- ergonomics (e.g., size and weight of equipment) of lashing equipment,
- implications of lashing high cube (9’6”) containers and mixed stows of 40’ and 45’
containers.
(2) Transit area
(A) The minimum clearance for transit areas should be at least 2.0 m high and 600 mm wide.
(Table 1 B, J and F1)
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(B) Transit area should have non-slip surfaces.
(C) Where necessary for safety, walkways on deck should be delineated by painted lines or oth-
erwise marked by pictorial signs.
(D) All protrusions in access ways in transit area, such as cleats, ribs and brackets that may
give rise to a trip hazard, should be highlighted in a contrasting colour.
(E) As far as practicable, access ladders and walkways should be free of permanent obstructions
and designed so that workers do not have to climb over piping.
(3) Working area
(A) Working areas should be designed to eliminate the use of three high lashing bars and be
positioned in close proximity to lashing equipment stowage areas.
(B) Working areas should be designed to provide a clear work area which is unencumbered by
obstructions such as deck piping, storage bins and guides to reposition hatch covers.
(C) The horizontal distance from the lashing securing points to the containers should not exceed
1,100 mm, and not less than 220 mm for lashing bridges and 130 mm for other positions.
(Table 1, C1, C2 and C3.) For container bays with foundations designed for 40’ and 45’ con-
tainer stowage, the dimension C1 may be increased to 1,300 mm when measured to 40’
containers depending on the approval of Flag state.
(D) The width of working areas should not be less than 750 mm. In addition, the width of per-
manent lashing bridges should not be less than 750 mm between top rails of fencing and
should provide a minimum clear distance of 600 mm between stowage racks, lashing cleats
and other obstructions. (Table 1, A, GL, GT, I, F and F1.)
(E) Platforms should be provided on the end of hatches and outboard lashing positions. Platforms
on the end of hatches and outboard lashing positions should preferably be at the same level
as the top of the hatch covers. (2022)
(F) Working areas which contain removable sections should be capable of being temporarily
secured.
(G) Working on the top of containers should be avoided, e.g. through use of semi-automatic or
fully automatic twistlocks.
(H) Toe boards of 150 mm in height should be provided around the sides of elevated working
areas, to prevent securing equipment from falling and injuring people. In cases where toe
board obstructs the stowage of containers, the height of toe board may be reduced to 100
mm.
(4) Fencing design
(A) Lashing bridges, platforms and other working area from which persons may fall should be
provided with fencing satisfying the requirements given in (D). (2020)
(B) If necessary, a mobile fencing may be allowed.
(C) Athwartships cargo securing walkways should be protected by fencing satisfying the require-
ments given in (D), if the edges of walkways are not protected when the hatch cover is
removed.
(D) Fencing should have a minimum of three courses. The height of the uppermost course
should be at least 1.0 m, measured from the base. The opening below the lowest course of
the guardrails should not exceed 230 mm. The other courses should not be more than 380
mm apart. A horizontal unfenced gap of fencing should not be greater than 300 mm.
(E) An alternative arrangement of the lower two courses may be accepted by the Society, as
necessary, taking position of container securing device into consideration. (2022)
(5) Access openings
(A) Access openings in working area with a potential should be either protected by fencing in
accordance with (4)(D) or possible to be closed by access covers. (2020)
(B) Openings that are necessary for the operation of the ship, which are not protected by fenc-
ing, should be closed during cargo securing work. Any necessarily unprotected openings in
work platforms (i.e. those with a potential fall of less than 2m), and gaps and apertures on
deck should be properly highlighted. (2022)
(C) Access openings in working area and transit area should be highlighted in contrasting colour
around the rim of the openings.
(D) Access openings at different levels of lashing bridges should not be located directly below
one another.
(6) Ladders
(A) Where a fixed ladder gives access to the outside boundary of a working area, the stringers
should be connected at their extremities to the guardrails of the working area, irrespective
of whether the ladder is sloping or vertical. The stringers of shell also be opened above the
252 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Annex 7-11 Guidance on providing safe working conditions for securing of
containers on open deck Pt 7, Annex 7-11
working area level to give a clear width of 700 ~ 750 mm to enable a person to pass
through the stringers. (2022)
(B) Where a fixed ladder gives access to a working area through an opening in the working
area, handholds extending at least 1.0 m above the working area should be provided, to en-
sure safe access through the opening.
(C) A fixed ladders should not slope at angle greater than 25° from vertical. Where the slope of
a ladder exceeds 15° from vertical, the ladder should be provided with suitable handrails
positioned not less than 540 mm from the stringers, measured horizontally.
(D) A fixed ladders should provide a foothold at least 150 mm deep.
(E) A fixed ladders with a vertical height exceeding 3.0 m, and any fixed ladders, from which a
person may fall into a hold, should be fitted with a guard hoops satisfying the requirements
given in (F) to (G).
(F) The distance between the rungs and the back of the safety cage should be min. 750 mm.
Safety cage hoops should be uniformly spaced at intervals not exceeding 900 mm and be
connected by vertical bars inside the hoop uniformly spaced around the circumference of the
hoops.
(G) The stringers should be extended at least 1.0 m above the working area, and the ends of
the stringers should be given lateral support. The top step or rung should be at the same
level of the working area.
(7) Container securing equipment arrangement
(A) The lashing rod’s length in conjunction with the length and design of the turnbuckle should
be such that the need of extension is eliminated when lashing high cube (9’6”) containers.
In the container securing arrangement document, typical lashing patterns for 9’6” containers
should be shown, if such containers are stowed on board.
(B) During tightening or loosening motions on turnbuckles, the risk for hand injury should be
minimised, e.g., by keeping sufficient distance between turnbuckles. During tightening or
loosening motions, the distance between turnbuckles is typically not less than 70mm. (2020)
(C) Storage bins should be provided for container securing equipment
(8) Power supply
(A) Reefer power outlets should provide a safe, watertight electrical connection.
(B) Reefers should feature a heavy-duty, interlocked and circuit-breaker protected electrical pow-
er outlets. This should ensure the outlet can not be switched on until a plug is fully en-
gaged and the actuator rod is pushed to the “ON” position. Pulling the actuator rod to the
“OFF” position should manually de-energize the circuit.
(C) Reefer power outlets should de-energize automatically if the plug is accidentally withdrawn
while in the “On” position. Also, the interlock mechanism should break the circuit while the
pin and sleeve contacts are still engaged.
(D) Reefer power outlets should be positioned and designed so as not to require the operator to
stand directly in front of the socket when switching takes place.
(E) The positioning of reefer power outlets should not be such that the flexible cabling needs to
be laid out in such a way as to cause a tripping hazard.
(9) Lighting
(A) Working areas and transit areas should be provided with lighting.
(B) The lighting should be designed as a permanent installation adequately guarded against
breakage. Temporary lighting may be accepted by the Society, as necessary, basis at loca-
tions where permanent lighting is not practical.
(C) Light intensity levels should not be less than 10 lux for transit area and 50lux for working
area.
Guidance Relating to the Rules for the Classification of Steel Ships 2023 253
Pt 7 Ships of Special Service
Annex 7-11 Guidance on providing safe working conditions for securing of
containers on open deck Pt 7, Annex 7-11
Table 1 Working and transit area dimension
Dimension Requireme
Description
(see Fig) nt (mm)
A Width of work area between container stacks (Fig 1) min. 750
B Distance between lashing plates on deck or on hatch covers (Fig 1) min. 600
C1 Distance from lashing bridge fencing to container stack (Fig 2) max 1,100*
C2 Distance from lashing plate to container stack (lashing bridge) (Fig 2) min. 220
C3 Distance from lashing plate to container stack (elsewhere) (Fig 1) min. 130
F Width of lashing bridge between top rails of fencing (Fig 2) min. 750
Width of lashing bridge between storage racks, lashing cleats and any
F1 min. 600
other obstruction (Fig 2)
GL Width of working platform for outboard lashing – fore/aft (Fig 3) min. 750
GT Width of working platform for outboard lashing – transverse (Fig 3) min. 750
Width of work platform at end of hatch cover or adjacent to super-
I min. 750
structure (Fig 4)
J Distance from edge of hatch cover to fencing (Fig 4) min. 600
K Width of lashing bridge between top rails of fencing (Fig 2) min. 750
K1 Width of lashing bridge between the pillars of the lashing bridge (Fig 2) min. 600
(Notes)
B Measured between the centers of the lashing plates.
C1 Measured from inside of fencing.
C2, C3 Measured from center of lashing plate to end of container.
F, K Measured to inside of fencing.
GL Measured from end of container to inside of fencing.
GT Measured to inside of fencing.
I Measured to inside of fencing.
J Measured to inside of fencing.
* may be increased to 1,300 mm depending on the approval of Flag state.
254 Guidance Relating to the Rules for the Classification of Steel Ships 2023
Pt 7 Ships of Special Service
Annex 7-11 Guidance on providing safe working conditions for securing of
containers on open deck Pt 7, Annex 7-11
Fig 1 Work area between container stacks Fig 2 Lashing bridge
Fig 3 Lashing platforms on outboard stanchions Fig 4 Work area between hatch covers
Fig 3 Toe boards
Guidance Relating to the Rules for the Classification of Steel Ships 2023 255
Rules for the Classification of Steel Ships
Guidance Relating to the Rules for the
Classification of Steel Ships
PART 7 SHIPS OF SPECIAL SERVICE
Published by
KR
36, Myeongji ocean city 9-ro, Gangseo-gu,
BUSAN, KOREA
TEL : +82 70 8799 7114
FAX : +82 70 8799 8999
CopyrightⒸ 2023, KR
Reproduction of this Rules and Guidance in whole or in
parts is prohibited without permission of the publisher.
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