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CSR BulkCarriers
CSR BulkCarriers
CSR BulkCarriers
Ballast Holds and Adjacent Ballast Tanks in Heavy Ballast Conditions ............................................. 11
Weld Toe Grinding and Heavy Duty Work on Double Bottom ......................................................... 20
Primary Notations
Applicable Service Features
BC-A BC-B BC-C
Neither BC-B nor BC-C ships allow empty holds at • {no MP} for BC-A, BC-B and BC-C ships:
the maximum draught of cargo conditions, but they it is assigned to a ship that has not been
do allow empty holds at a shallow draught of cargo designed for loading and unloading in
conditions if loading and unloading in multiple multiple ports. Loading and unloading in
ports is a service feature of the ship. multiple ports are assumed permissible
unless this class notation is assigned.
Table 2 compares the applicable service features
• GRAB[X] mandatory for BC-A and BC-B
of the three primary class notations. In addition
ships: it indicates an unladen grab weight up
to the three primary class notations, there are four
to X tons. The minimum grab weight is 20
more class notations that place limitations on bulk
tons for this class notation.
carrier designs:
• {allowed combination of specified empty holds} Table 3 shows the applicability of the
for BC-A ships: it specifies which cargo holds additional class notations. There is no
can be empty in alternate loading conditions. additional class notation to be assigned for a
• {maximum cargo density (in t/m3)} for BC-A maximum cargo density greater than 3.0 t/m3
and BC-B ships: it signifies the maximum cargo in CSR-BC. CSR-H (draft version) contains
density if it is less than 3.0 t/m3. a change to this. As long as a design cargo
ÀA1 indicates that the hull and equipment POT, or Protection of Fuel and Lubricating Oil
have been built under ABS survey in accordance Tanks, is assigned to vessels having an aggregate
with the hull requirements of the ABS rules fuel oil capacity of 600 m3 (21,190 ft3) and above
or their equivalent for unrestricted ocean with fuel oil and lubricating oil tanks arranged
service. in accordance with the requirements specified
in 4-6-4/17.5 of the ABS Rules for Building and
ÀAMS indicates that machinery has been Classing Steel Vessels.
built under ABS survey in accordance with
the ABS Rules. PMA is assigned to bulk carriers of 20,000 gross
tonnage and over constructed on or after 1 January
Á indicates that the equipment of anchors 2006 to signify that the vessel’s means of access
and chain cables is in compliance with the meets IMO Resolutions MSC.151(78) – “Adoption
requirements of the Rules. of Amendments to the International Convention for
Strength Check
• Application conditions: all bulk carriers are
to have multiple port conditions included
Figure 4. Block Loading Condition in their loading manual unless the notation
{no MP} is assigned to a vessel, i.e., when
multiple port loading and unloading are
Multiple Port Conditions allowed, while block loading conditions are
and Block Loading Conditions required only if they are included in the loading
manual of a BC-A vessel.
CSR-BC, Chapter 4, Section 7 specifies the loading
• Cargo weights: multiple port conditions use
conditions to be considered in the structural
light cargo weight MFULL, while block loading
analysis. Multiple port conditions are specified in
conditions use the actual heavy cargo masses
[3.3.3] and [3.3.4], and block loading conditions
MBLK specified in the loading manual.
are specified in [3.4.3]. Chapter 4, Appendix 2
specifies standard multiple port and block loading • Cargo densities: light cargo density is applied
conditions for direct strength analysis. to multiple port conditions, while heavy cargo
density is applied to block loading conditions.
Although multiple port conditions and block
loading conditions have similar loading patterns, As an example for the direct strength analysis,
i.e., they are both non-homogeneous cargo loading Figure 3 shows the two adjacent loaded and empty
conditions with various alternate block loading cargo holds of multiple port conditions, and Figure
patterns, it is important to understand that many 4 below shows the two adjacent loaded cargo holds
differences exist between them per the definitions of a block loading condition. The cargo holds in the
in CSR-BC. figures from the left to right-hand sides represent
the holds from aft to forward in a three-hold length
General finite element model.
• Additional service features: multiple port The combination of multiple port and block
conditions are applicable to all three primary loading conditions leads to four possible cases,
notations BC-A, BC-B and BC-C, while block as shown in Table 4. The draughts, cargo hold
loading conditions are only applicable to masses and primary notations of the four cases
BC-A vessels. can be found in Table 5.
• Draughts: multiple port conditions are
partial load conditions defined at partial THB in the table is the deepest ballast draught
draughts which are fractions of the scantling when the two adjacent holds are empty, and the
draught TS (0.67 TS and 0.75 TS for maximum TE means that the draught depends on the envelope
allowable and minimum required cargo hold of Cases #2 and #3. Because the block loading
masses, respectively), while block loading conditions do not reflect the loading case of two
conditions are full load conditions defined at adjacent empty holds, the minimum required cargo
scantling draught TS for maximum allowable
cargo hold masses. Table 4. Combination Case Numbers
• Loading patterns: multiple port conditions
can reflect two basic loading patterns, i.e., two Block Loading
adjacent cargo holds are loaded (Chapter 4, Without With
{no MP}
Section 7, [3.3.3]) and two adjacent cargo holds
are empty (Chapter 4, Section 7, [3.3.4]), while With 1 2
block loading conditions only reflect one basic
loading pattern, i.e., two adjacent cargo holds Without 3 4
are loaded (Chapter 4, Section 7, [3.4.3]).
hold masses are defined through heavy ballast It can readily be seen from Figure 5 that:
condition and its draught THB as shown in the table. Case #1 Establishes the lowest strength
requirements for both loaded and empty
Figure 5 combines cargo hold mass curves cargo holds.
(not drawn to scale) of two adjacent holds in
seagoing conditions for the four cases, and clearly Case #2 Establishes the highest requirement
demonstrates the cargo carrying capacities of the for loaded cargo holds at scantling draught
four cases. There are two curves for each case. The TS, but its requirement of loaded cargo
upper curve represents the maximum allowable holds at 0.67 TS may be lower than that
cargo mass in the two adjacent holds, and the of Case #3, and its requirement for empty
lower curve represents the minimum required cargo holds is the same as that in Case #1.
cargo mass in the two adjacent holds. The higher Case #3 May establish the highest requirement
the upper curve is, the higher the requirement is, of loaded cargo holds at 0.67 TS, and
and the lower the lower curve is, the higher the establishes the highest requirement for
requirement is. empty cargo holds.
Category
CSR-BC
Description
Selection
Label Requirement
Chapter 4, Still water bending moment and shear force for steel mill product cargoes
Section 3 [2.4.2] in flooded conditions (For BC-A, BC-B and BC-C ships).
Hull-Girder
A
Strength
Chapter 5, Permissible still water bending moment and shear forces in
Section 1 [5.3] flooded conditions (For BC-A and BC-B ships).
Chapter 6, Inner bottom and bilge hopper slope (or inner hull) plate requirements
Section 1 [2.7] under steel coil cargo loadings in intact conditions.
Local Chapter 6, Inner bottom and bilge hopper slope (or inner hull) stiffener requirements
B
Scantlings Section 2 [2.5] under steel coil cargo loadings in intact conditions.
Chapter 6,
Double bottom capacity and allowable hold loading in flooded condition.
Section 4 [3.1]
Loading Chapter 4, Assertion of still water bending moment and shear force in
D
Instruments Section 8 [3.1.2] flooded conditions.
weight for these products is not normally where ρ is seawater density, ρC is dry cargo
registered in the loading manuals. There are density, p is dry cargo permeability, and VTOTAL
instances where charterers request the loading is the volume of the hold below the flooded
of such cargoes to the full deadweight. However, line. According to CSR-BC, ρC = 3.00 t/m3 and
if these cargo conditions are checked under p = 0.3 for ore cargo, and ρC = 7.85 t/m3 and
damaged flooding criteria, as per UR S17, they p = 0.0 for steel mill product cargo.
may not comply with the hull-girder strength
requirements, as the still water bending moment It can be concluded from the above formulas
and shear force may exceed their permissible that if the dry cargo mass (MHD) is the same
values for the flooded condition. for the two cases, i.e., if the same amount of
dry cargo weight is loaded into the hold for ore
The problem of overloading is mainly due to the and steel mill products, the mass of the ingress
fact that dry cargoes with higher densities will seawater will be about 0.109*MHD greater in the
generally result in higher amounts of ingress case of the steel mill product cargo. This extra
seawater during flooding. This unfavorable effect amount of seawater can impose additional hull-
can be demonstrated through a comparison of two girder scantling requirements.
types of dry cargo cases in the same flooded cargo
hold: a typical ore cargo; and a steel mill product Looking at this in another way, if the total mass
cargo. In both cases, the total mass MTOTAL in the (MTOTAL) of cargo and flooding is to be the same
cargo hold can be written as the sum of dry cargo for the two cases, there must be about 12.5
mass MHD and ingress seawater mass MWATER percent less dry cargo mass in the case of the
MTOTAL = MHD + MWATER steel mill product cargo. This means that if the
hull-girder strength requirements under flooded
And the seawater mass MWATER can be expressed as: conditions are based on typical ore cargo
loading conditions, the steel mill product cargo
MWATER = ρ[VTOTAL – (1-p) MHD/ρC] cannot be loaded to the full deadweight.
In some cases, loading manuals include deadweight. It will be highly beneficial for the
instructions to the Master of the ship on how design loop if curves are drawn depicting the
to assess strength using the onboard loading increase of bending moments and shear forces
computer in flooded conditions for loading cases after flooding as a function of the density of
involving steel mill products. However, these are the dry cargo. Figure 8 and Figure 9 show the
complicated calculations that cannot be easily sample still water bending moment and
performed on board by the Master of the ship. shear force curves in a flooded condition for
three different cargo densities. These curves
In the design specifications, a clause for adequate are made under the assumption that the total
hull girder strength can be included for the carriage cargo weights for different cargo densities
of steel coils and steel mill products at maximum remain the same.
Figure 10. Sample Summary Sheet from Steel Coil Calculator Program
Inner Bottom Plating Hopper Tank Sloping Plate, Inner Hull and etc.
the collision bulkhead and the engine room At the time this Advisory was prepared, the
bulkhead. An exception to this is the webs on draft paragraphs in the CSR-H that are relevant
the corrugation of a transverse bulkhead. Due to grabs remained the same, with the exception
to their configuration, grabs usually do not of using a grab weight of not less than 40 tons
contact corrugation webs. Therefore, the grab for ships above 70,000 deadweight tons. It is
requirements are not applicable in such a case. well recognized that the additional class notation
GRAB[X] for a mass of unladen grab in excess
Since most of the vessels are being designed to of 20 tons is an important design parameter
operate with 20 tons of grab weight, attention in the specifications to be agreed on by an
should be paid to heavier grabs, e.g., 25 ton owner and a shipyard.
or 30 ton grabs. Chapter 12 states that “this
additional class notation does not negate the
use of heavier grabs, but the owner and operators
Ballast Water Exchange Procedures
are to be made aware of the increased risk of Ballast water exchange (BWE) can be a far
local damage and possible early renewal of reaching topic. ABS published Advisory Notes
inner bottom plating if heavier grabs are used on Ballast Water Exchange Procedures and
regularly or occasionally to discharge cargo.” a Guide for Ballast Water Exchange. The following
The additional scantling requirements for heavier section includes excerpts from these two
grabs should also be noted. To increase the mass documents.
of unladen grab from 20 tons to 25 tons, the
required plate thickness increase for concerned Ballast water exchange can be accomplished
structural members is between 7 percent and 8 by either ‘sequential method’ or ‘flow through
percent, which is expected to reflect a thickness method’. The sequential method entails completely
addition between 1.0 mm and 1.25 mm. Table emptying ballast tanks and refilling them with
7 compares the required net thicknesses for six open-ocean water. The flow through method
combinations of inner bottom and lower hopper involves pumping open-ocean water into a full
configurations. ballast tank.
In the design specifications, a clause can be added leading to additional fatigue damage. The technical
for evaluating all of the openings in double bottom background provided by IACS for RCN #3 includes
floors, girders and stools by very fine mesh FE the surveyed damage data (see Table 9) of 3,015
models (minimum 1/10 longitudinal spacing). Note ships constructed between 1958 and 2007.
that this additional analysis should not be expected
to lead to extensive scantling increases, and may be According to this data, more than 99 percent of the
used by a designer to optimize structure in way of damage cases were in ballast holds, among which
the openings. more than 70 percent of damages occurred at inner
bottom plating connections. The technical reason
behind RCN #3 is to align the known damage
CSR-BC Fatigue Criteria Change record for dry cargo holds with the mismatched
RCN #3 to CSR-BC 2006 entered into force on fatigue results of CSR-BC. It has been observed
12 September 2008, revising the fatigue criteria from FE analysis results that the weld residual stress
for notch stress range calculation as indicated in does not affect the mean stress correction factor
Chapter 8, Section 2 [2.3]. The impact of RCN #3 for ballast hold under heavy ballast condition due
is explained in its Technical Background. The to the high tensile stress experienced by the hold,
first change in the RCN was the inclusion of the but the same may have an unfavorable effect on
weld grinding effect. Two additional values dry cargo holds. Therefore, the RCN removes the
(1.10 and 1.15) for the fatigue notch factor Kf effect of the weld residual stress on the mean stress
are introduced. This change is primarily based correction factor for all cases except that of ordinary
on two recommendation documents of the stiffeners.
International Institute of Welding.
In its technical background, the RCN compares the
The second change in the RCN is the revision of calculated fatigue damage factors before and after
the weld residual stress effect on the mean stress the RCN for capesize, panamax and handymax
correction factor fmean,j. This change was made designs. The chart in Figure 11 for a single side
to better match the fatigue calculation with the skin panamax design reproduced from the technical
historical damage record of dry cargo holds. background compares the results before and after
The damage record of bulk carriers has shown the RCN modification. CSR-B represents the results
that the majority of damages caused by cracks occur before the RCN modification, mod_1 represents the
in way of inner bottom connections in ballast holds. results after the RCN without the grinding effect,
The reason is that under heavy ballast conditions, and mod_1(G) represents the results after the RCN
the inner bottom tank boundaries are subject to with the grinding effect. The calculated fatigue
high internal pressure due to ballast water, but damage factor reduction due to the RCN can be
the external pressure is relatively low. As a result, clearly seen and it is expected that the RCN will
these structural members are subject to high tensile allow scantling reductions for the double bottom
stresses in addition to fluctuating stress ranges, insert plates at locations outside ballast holds.
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