IACS

Common Structural Rules

Bulk Carriers
MTPNO876 Bulk Carriers and Container Ships
01 March 2006

What is CSR?

Rules covering structural requirement for Bulk Carriers and Tankers, both
newbuilding and in service

A Rule set applied in a systematic manner utilising state of the art

computational methods for more extensive direct calculations
Vessels built to CSR shall have overall safety of the hull structure
equivalent to or better than that currently achieved in relation to life,
environment and property

Safety level exceeding any IACS members existing Rules.

IACS CSR

Safety level

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Individual society
Rules

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Why CSR?

To eliminate competition between class societies with respect to

structural requirements and standards

To employ the combined experience and recourses of all IACS societies

to develop a single standard, or set of Rules

To ensure that a vessel meeting this new standard will be recognised by

the industry as being at least as safe and robust as would have been
required by any of the existing Rules

To fully embrace the intentions of the anticipated IMO requirements for

goal based new construction standards.

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CSR - Benefits to the industry

Greater transparency of the technical background to the Rules

Reduced cost for ship yards by relating to one set of structural Rules only

All IACS societies will cooperate to maintain a single Rule set

Competition will be focused on service level covering

-

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pre-contract,
plan approval,
newbuilding supervision
Ability to quick and efficient problem solving during ship in operation (SIO)

No competition on scantling requirements and Rule standard

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DNV - Ambitions

To be the best software supplier for CSR. The CSR Bulk software will
reflect the experienced gained by the successful CSR Tank Software
already recognized by users worldwide.

To be the preferred discussion partner for owners seeking to contract

CSR vessels.

To be the preferred partner for yards and designers developing CSR

vessels. Introducing ship yards and designers world wide to the new
rules, where among extensive software training and rule background
explanation are offered.

To be perceived as the most proactive and problem solving class society

through genuine interest and gained knowledge about owners
operational challenges.

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IACS Common Structural Rules

IACS Common Structural Rules for Bulk
Carriers L 90m and above

IACS Common Structural Rules for Double Hull

Oil Tankers L 150m and above

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Slide 6

DNV CSR Bulk - Implementation schedule

1 Apr 2006
14. Dec 2005

CSR
adopted by
IACS
Council

1 Jan 2005

15 Feb 2006

DNV
software
release CSR
Tanker Rules

DNV
software test
release CSR
Bulk carrier
Rules

3 Apr 2006

CSR
Effective
DNV offer design review
according to CSR
DNV
software
release CSR
Bulk carrier
Rules

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CSR - harmonization

Short term harmonization prior to adoption by IACS

Long term harmonization

Feedback Detailed
harmonization
period
plan

2006

Version

2007

Harmonization
work within IACS

2008

2009

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Implementation
and
Harmonized
industry
CSR into force
comments

2010

2011

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CSR Bulk - Application

Applicable for Bulk Carriers with L 90 m signed for construction after 1
April 2006
where:
Bulk Carrier is a sea going self-propelled ship which are constructed generally
with single deck, double bottom, hopper side tanks and with single or double
side skin construction in cargo length area and intended primarily to carry dry
cargoes in bulk.
- L < 350 m
-L/B>5m
- B / D < 2.5 m
- CB 0.6

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CSR Bulk Carrier in general

CSR

Not CSR

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Slide 10

CSR Bulk questions and answers

If a contract signed prior to 1st of April 2006 but construction will not commence
until 2007?
- Ships or series of ships signed for construction prior to 1. of April 2006 is not subject to
CSR even if the construction is taking place later than 1st of April 2006. Such ships will
be subject to current DNV Rules.

What if a ship building contract, signed prior to 1st of April 2006, includes options
for additional ships, to which rules should the optional ships be constructed?
- Options included in contracts signed prior to 1st of April 2006 is not subject to CSR if
the option is exercised within a year of the initial contract signing.

What if a ship building contract, signed before 1st of April 2006, is amended, to
which Rules should the additional ships be constructed?
- Amendments is subject to the Rules in force at the date of signing the amendment. If
the amendment is signed on or after 1st of April 2006, the ships are subject to CSR.

What about SOLAS XII Additional safety measures for bulk carriers
requirements which come in to force July 2006?
- For a vessel subject to CSR, SOLAS XII is automatically covered.
- For vessels not subject to CSR, but subject to DNV Bulk Carrier Rules and with keel
laying on or after 1st of July 2006, the SOLAS XII requirements are to be handled
separately.

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CSR Bulk questions and answers

Will vessels complying with DNV Nauticus(Newbuilding) meet the criteria

of the CSR?
- No. For the Nauticus(Newbuilding) design parameter is 20 years World Wide
while 25 years North Atlantic is applied in the CSR. In addition, different
yielding and buckling criteria is applied in CSR.

Will it be possible to modify an existing DNV Nauticus(Newbuilding)

approved vessel to comply with the new CSR criteria?
- Such modification would most likely enforce replacement or modification of
key structural members. It is unlikely that such modifications could be
considered economically feasible.

What would be involved to upgrade and exciting CSR sized design to

meet the CSR criteria's?
- Based on present experience, an increase in steel weight of 2-4% and up to
7-9% is expected depending on the original design basis. E.g. a IACS URS25
compliant vessel will normally fall within the first category.
- DNV is currently cooperation with mayor bulk carrier designers to assist in
upgrading their designs to meet CSR.

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CSR Bulk questions and answers

Will a design already reviewed and approved as meeting the CSR by

another IACS member be accepted by DNV?
- As the design is already reviewed and approved by an IACS member, no
significant difference in scantlings is expected. However, in order to verify
such expectation, DNV will carry out full plan approval. If discrepancies are
revealed this will be addressed in the appropriate IACS forum.

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CSR Bulk Class notations

X1A1 Bulk Carrier ESP CSR BC-A

{allowed combination of specified empty holds}
for Bulk Carriers L > 150m designed to carry dry bulk cargoes of
cargo density 1.0 t/m3 and above with specified holds empty at
maximum draught. This notation implies that the ship is designed for
alternate loading.
{maximum cargo density (in t/m3)}
if the maximum cargo density is less than 3.0 t/m3
GRAB [X] minimum X = 20 t unladen grab, mandatory
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CSR Bulk Class notations

X1A1 Bulk Carrier ESP CSR BC-B

for Bulk Carriers L > 150m designed to carry dry bulk cargoes of
cargo density 1.0 t/m3 and above with all holds loaded . This notation
implies that the ship is primarily intended for homogenous loading.
{maximum cargo density (in t/m3)}
if the maximum cargo density is less than 3.0 t/m3

GRAB [X] minimum X = 20 t unladen grab, mandatory

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CSR Bulk Class notations

X1A1 Bulk Carrier ESP CSR BC-C

for Bulk Carriers L > 150 m designed to carry dry bulk cargoes of
cargo density less than 1.0 t/m3. This notation implies that the ship is
limited to light cargo in homogenous loading condition.

{GRAB [X]} optional grab notation

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CSR Bulk Class notations

X1A1 Bulk Carrier ESP CSR

for Bulk Carriers 90 < L < 150.

These ships have no minimum conditions. They are designed

according to the loading conditions in the loading manual.
{GRAB [X]} optional grab notation

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CSR Net scantling approach

In Service

Design

Wastage
Allowance

Corrosion
Addition

Required
Net
Thickness

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Predicted
corrosion
in 2.5 years
(0.5 mm)

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Required
Renewal
Thickness

Annual
Thickness
Measurements

Slide 18

CSR Corrosion additions

Corrosion addition determined based on the environment to which the structural

member is subjected.

E.g.

tc1

- tc1, exposed to sea water = 1.0mm

tc2

- tc2, water ballast tank in general = 1.2 mm

- treserve, maximum thickness diminution in 2.5 years = 0.5 mm

Total corrosion addition:

- tc = Roundup0.5(1.2 + 1.0) + 0.5 = 3.0 mm

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CSR Corrosion additions

Upper Deck:
TAsBuilt
: 21.0 mm
JBPcorr all : 4.0 mm
DNVcorr all : 4.2mm

TS TK Bottom:
TAsBuilt
:16.0 mm
JBBcorr all : 4.0 mm
DNVcorr all : 3.5 mm

TS TK Side shell:
TAsBuilt
: 21 mm
JBPcorr all : 3.5 mm
DNVcorr all : 4.2 mm

Side Shell:
TAsBulit
: 17.0 mm
JBPcorr all : 3.5/4.0 mm
DNVcorr all : 3.0 mm

Side Shell Hopper:

TAsBuilt
: 15.5 mm
JBPcorr all
: 3.0 mm
DNVcorr all : 3.1 mm

Inner Bottom:
TAsBuilt
JBPcorr all
DNVcorr all

: 20.5 mm
: 5.5 mm
: 4.1 mm

: 17.0 mm
: 5.5 mm
: 3.4 mm

Outer Bottom:
TAsBuilt
: 16.0 mm
JBPcorr all
: 3.0 mm
DNVcorr all : 3.2 mm

Outer Bottom:
TAsBuilt
: 18.0 mm
JBPcorr all
: 3.0 mm
DNVcorr all
: 3.6 mm
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Hopper:
TAsBuilt
JBPcorr all
DNVcorr all

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CSR Environmental assumptions

25 years design life

- Today the common practice is 20 years
- Resulting in increased corrosion additions
- Slightly higher design loads

North Atlantic environmental conditions

- Fatigue the damage in North Atlantic is about twice the damage of World
Wide trading

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Global strength FE Analysis model extent

(Assessment target)

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Global CH model - Criteria

Yield check

Buckling check of
elementary plate
panels
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Shear buckling
Longitudinal buckling
Transverse buckling
Bi-axial buckling

Relative deflection
between the double
bottom and TBHD

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Typical areas to be refined for yield check

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Refining method for yield check

EITHER:
Refined areas can be directly
included in FE model used for the
global cargo hold analysis

Model boundaries corresponding

to supporting member locations

OR:
Detailed stresses in refined
areas can be analysed by
separate sub-models

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Fatigue assessment of primary structures

Primary members subject to
fatigue strength assessment
In addition, hatch corners.
Stress concentration factors
for hatch corners established
by formulas.

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Fatigue assessment of stiffeners

Connection of stiffeners with web frames and transverse bulkhead.

Stiffeners end connections to be analyzed:

- Ordinary stiffeners in double side spaces
- Ordinary stiffeners in upper and lower wing tank
- Ordinary stiffeners in double bottom

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For typical stiffeners end connections tabular values for stress

concentration factors have been established.

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Slide 28