Rules for the Classification of

Steel Ships

PART B – Hull and Stability

Chapters 1 – 2 – 3 – 4

NR 467.B1 DT R05 E July 2011

Marine Division
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© 2011 Bureau Veritas - All rights reserved
 MARINE DIVISION
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BV Mod. Ad. ME 545 k - 17 December 2008
 RULES FOR THE CLASSIFICATION OF SHIPS

Part B
Hull and Stability

Chapters 1 2 3 4 5 6 7 8 9 10 11 12

Chapter 1 GENERAL
Chapter 2 GENERAL ARRANGEMENT DESIGN
Chapter 3 STABILITY
Chapter 4 STRUCTURE DESIGN PRINCIPLES
Chapter 5 DESIGN LOADS
Chapter 6 HULL GIRDER STRENGTH
Chapter 7 HULL SCANTLINGS
Chapter 8 SHIPS LESS THAN 65 M IN LENGTH
Chapter 9 OTHER STRUCTURES
Chapter 10 HULL OUTFITTING
Chapter 11 CORROSION PROTECTION AND LOADING INFORMATION
Chapter 12 CONSTRUCTION AND TESTING

July 2011
 The English wording of these rules take precedence over editions in
other languages.

Unless otherwise specified, these rules apply to ships for which contracts are
signed after July 1st, 2011. The Society may refer to the contents hereof
before July 1st, 2011, as and when deemed necessary or appropriate.

2 Bureau Veritas July 2011

C HAPTER 1
G ENERAL

Section 1 Application
1 General 17
1.1 Structural requirements
1.2 Limits of application to lifting appliances
2 Rule application 17
2.1 Ship parts
2.2 Rules applicable to various ship parts
2.3 Rules applicable to other ship items
3 Rounding off of scantlings 18
3.1

Section 2 Symbols and Definitions

1 Units 19
1.1
2 Symbols 19
2.1
3 Definitions 19
3.1 Rule length
3.2 Load line length
3.3 Subdivision length
3.4 Moulded breadth
3.5 Depth
3.6 Moulded depth
3.7 Moulded draught
3.8 Lightweight
3.9 Deadweight
3.10 Freeboard deck
3.11 Bulkhead deck
3.12 Inner side
3.13 Superstructure
3.14 Raised quarterdeck
3.15 Superstructure deck
3.16 Deckhouse
3.17 Trunk
3.18 Well
3.19 Standard height of superstructure
3.20 Type A and Type B ships
3.21 Positions 1 and 2
4 Reference co-ordinate system 22
4.1

July 2011 Bureau Veritas 3

 Section 3 Documentation to be Submitted
1 Documentation to be submitted for all ships 23
1.1 Ships surveyed by the Society during the construction
1.2 Ships for which the Society acts on behalf of the relevant Administration
2 Further documentation to be submitted for ships with certain service
notations or additional class notations 23
2.1 General
2.2 Service notations
2.3 Additional class notations

Section 4 Calculation Programmes

1 Programme for the Rule based scantling 28
1.1 General
1.2 MARS
1.3 VERISTAR
1.4 BULK
1.5 RUDDER

4 Bureau Veritas July 2011

C HAPTER 2
G ENERAL A RRANGEMENT D ESIGN

Section 1 Subdivision Arrangement

1 Number and arrangement of transverse watertight bulkheads 31
1.1 Number of watertight bulkheads
1.2 Water ingress detection
2 Collision bulkhead 31
2.1
3 After peak, machinery space bulkheads and stern tubes 32
3.1
4 Height of transverse watertight bulkheads other than collision bulkhead
and after peak bulkhead 32
4.1
5 Openings in watertight bulkheads and decks for ships with service
notation other than passenger ship or ro-ro passenger ship 32
5.1 Application
5.2 General
5.3 Openings in the watertight bulkheads and internal decks

Section 2 Compartment Arrangement

1 Definitions 34
1.1 Cofferdam
1.2 Machinery spaces of category A
2 Cofferdams 34
2.1 Cofferdam arrangement
3 Double bottoms 34
3.1 Double bottoms for ships other than tankers
4 Compartments forward of the collision bulkhead 35
4.1 General
5 Minimum bow height 35
5.1 General
6 Shaft tunnels 37
6.1 General
7 Watertight ventilators and trunks 37
7.1 General
8 Fuel oil tanks 37
8.1 General
8.2 Fuel oil tank protection

July 2011 Bureau Veritas 5

 Section 3 Access Arrangement
1 General 38
1.1
2 Double bottom 38
2.1 Inner bottom manholes
2.2 Floor and girder manholes
3 Access arrangement to and within spaces in, and forward of, the cargo
area 38
3.1 General
3.2 Access to tanks
3.3 Access within tanks
3.4 Construction of ladders
4 Shaft tunnels 39
4.1 General
5 Access to steering gear compartment 39
5.1

6 Bureau Veritas July 2011

C HAPTER 3
S TABILITY

Section 1 General
1 General 43
1.1 Application
2 Examination procedure 43
2.1 Documents to be submitted
2.2 Inclining test/lightweight check

Section 2 Intact Stability

1 General 45
1.1 Information for the Master
1.2 Permanent ballast
2 Design criteria 45
2.1 General intact stability criteria
3 Severe wind and rolling criterion (weather criterion) 46
3.1 Scope
3.2 Weather criterion
4 Effects of free surfaces of liquids in tanks 48
4.1 General
4.2 Consideration of free surface effects
4.3 Categories of tanks
4.4 Consumable liquids
4.5 Water ballast tanks
4.6 Liquid transfer operations
4.7 GM0 and GZ curve corrections
4.8 Small tanks
4.9 Remainder of liquid
5 Cargo ships carrying timber deck cargoes 49
5.1 Application
5.2 Definitions
5.3 Stability criteria
5.4 Stability booklet
5.5 Calculation of the stability curve
5.6 Loading conditions to be considered
5.7 Assumptions for calculating loading conditions
5.8 Stowage of timber deck cargoes
6 Icing 50
6.1 Application
6.2 Ships carrying timber deck cargoes
6.3 Calculation assumptions
6.4 Guidance relating to ice accretion

July 2011 Bureau Veritas 7

 Section 3 Damage Stability
1 Application 52
1.1 Ships for which damage stability is required

2 General 52
2.1 Approaches to be followed for damage stability investigation

3 Documents to be submitted 52
3.1 Damage stability calculations
3.2 Permeabilities
3.3 Progressive flooding
3.4 Bottom damages

4 Damage control documentation 54

4.1 General

5 Specific interpretations 55
5.1 Assumed damage penetration in way of sponsons
5.2 Effect of progressive flooding on the GZ curve

Appendix 1 Inclining Test and Lightweight Check

1 Inclining test and lightweight check 56
1.1 General

Appendix 2 Trim and Stability Booklet

1 Trim and stability booklet 59
1.1 Information to be included in the trim and stability booklet
1.2 Loading conditions
1.3 Stability curve calculation

Appendix 3 Probabilistic Damage Stability Method for Cargo Ships

1 Probabilistic damage stability method for cargo ships 64
1.1 Application
1.2 Definitions
1.3 Required subdivision index R
1.4 Attained subdivision index A
1.5 Calculation of factor pi
1.6 Calculation of factor si
1.7 Permeability
1.8 Stability information

8 Bureau Veritas July 2011

Appendix 4 Damage Stability Calculation for Ships Assigned with a Reduced
Freeboard
1 Application 69
1.1 General
2 Initial loading condition 69
2.1 Initial condition of loading
3 Damage assumptions 69
3.1 Damage dimension
3.2 Steps and recesses
3.3 Transverse bulkhead spacing
3.4 Damage assumption
3.5 Condition of equilibrium
3.6 Damage stability criteria
4 Requirements for Type B-60 and B-100 ships 72
4.1 Requirements for Type B-60 ships
4.2 Requirements for Type B-100 ships
4.3 Hatchways closed by weathertight covers of steel or other equivalent
material fitted with gaskets and clamping devices
4.4 Doors

July 2011 Bureau Veritas 9

C HAPTER 4
S TRUCTURE D ESIGN P RINCIPLES

Section 1 Materials
1 General 77
1.1 Characteristics of materials
1.2 Testing of materials
1.3 Manufacturing processes
2 Steels for hull structure 77
2.1 Application
2.2 Information to be kept on board
2.3 Material factor k
2.4 Grades of steel
2.5 Grades of steel for structures exposed to low air temperatures
2.6 Grades of steel within refrigerated spaces
3 Steels for forging and casting 82
3.1 General
3.2 Steels for forging
3.3 Steels for casting
4 Aluminium alloy structures 82
4.1 General
4.2 Extruded plating
4.3 Mechanical properties of weld joints
4.4 Material factor k
5 Other materials and products 83
5.1 General
5.2 Iron cast parts

Section 2 Net Scantling Approach

1 Application criteria 85
1.1 General
2 Net strength characteristic calculation 85
2.1 Designer’s proposal based on gross scantlings
2.2 Designer’s proposal based on net scantlings
3 Corrosion additions 86
3.1 Values of corrosion additions

Section 3 Strength Principles

1 General principles 88
1.1 Structural continuity
1.2 Connections with higher strength steel
1.3 Connections between steel and aluminium

10 Bureau Veritas July 2011

 2 Plating 89
2.1 Insert plates and doublers
3 Ordinary stiffeners 89
3.1 General
3.2 Span of ordinary stiffeners
3.3 Width of attached plating
3.4 Geometric properties
3.5 End connections
4 Primary supporting members 92
4.1 Span of primary supporting members
4.2 Width of attached plating
4.3 Geometric properties
4.4 Bracketed end connections
4.5 Bracketless end connections
4.6 Cut-outs and holes
4.7 Stiffening arrangement

Section 4 Bottom Structure

1 General 97
1.1 Application
1.2 General arrangement
1.3 Keel
1.4 Drainage and openings for air passage
2 Longitudinally framed single bottom 97
2.1 General
2.2 Floors
2.3 Longitudinal ordinary stiffeners
3 Transversely framed single bottom 97
3.1 General
3.2 Floors
4 Longitudinally framed double bottom 98
4.1 General
4.2 Double bottom height
4.3 Floors
4.4 Bottom and inner bottom longitudinal ordinary stiffeners
4.5 Brackets to centreline girder and margin plate
4.6 Duct keel
4.7 Bilge wells
5 Transversely framed double bottom 98
5.1 General
5.2 Floors
5.3 Girders
5.4 Open floors
6 Bilge keel 99
6.1 Arrangement, scantlings and connections

July 2011 Bureau Veritas 11

 Section 5 Side Structure
1 General 100
1.1 Application
1.2 General arrangement
1.3 Sheerstrake
2 Longitudinally framed single side 100
2.1 Longitudinal ordinary stiffeners
2.2 Primary supporting members
3 Transversely framed single side 100
3.1 Frames
3.2 Primary supporting members
4 Longitudinally framed double side 100
4.1 General
4.2 Primary supporting members
5 Transversely framed double side 101
5.1 General
5.2 Frames
5.3 Primary supporting members
6 Frame connections 101
6.1 General
6.2 Upper brackets of frames
6.3 Lower brackets of frames
7 Openings in the shell plating 102
7.1 Position of openings
7.2 Local strengthening

Section 6 Deck Structure

1 General 103
1.1 Application
1.2 General arrangement
1.3 Construction of watertight decks
1.4 Stringer plate
2 Longitudinally framed deck 103
2.1 General
2.2 Longitudinal ordinary stiffeners
3 Transversely framed deck 104
3.1 General
4 Pillars 104
4.1 General
4.2 Connections
5 Hatch supporting structures 104
5.1 General

12 Bureau Veritas July 2011

 6 Openings in the strength deck 104
6.1 Position of openings and local strengthening
6.2 Corners of hatchways
7 Openings in decks other than the strength deck 106
7.1 General

Section 7 Bulkhead Structure

1 General 107
1.1 Application
1.2 General arrangement
1.3 Watertight bulkheads of trunks, tunnels, etc.
1.4 Openings in watertight bulkheads
1.5 Watertight doors
2 Plane bulkheads 108
2.1 General
2.2 End connections of ordinary stiffeners
2.3 Bracketed ordinary stiffeners
3 Corrugated bulkheads 109
3.1 General
3.2 Structural arrangement
3.3 Bulkhead stool
4 Non-tight bulkheads 109
4.1 Non-tight bulkheads not acting as pillars
4.2 Non-tight bulkheads acting as pillars
5 Wash bulkheads 110
5.1 General
5.2 Openings

July 2011 Bureau Veritas 13

14 Bureau Veritas July 2011
 Part B
Hull and Stability

Chapter 1

GENERAL

SECTION 1 APPLICATION

SECTION 2 SYMBOLS AND DEFINITIONS

SECTION 3 DOCUMENTATION TO BE SUBMITTED

SECTION 4 CALCULATION PROGRAMMES

July 2011 Bureau Veritas 15

16 Bureau Veritas July 2011
 Pt B, Ch 1, Sec 1

SECTION 1 APPLICATION

1 General 1.2.2 The fixed parts of lifting appliances and their connec-
tions to the ship’s structure are covered by the Rules, even
when the certification (especially the issuance of the Cargo
1.1 Structural requirements Gear Register) of lifting appliances is not required.

1.1.1 Part B of the Rules contains the requirements for 2 Rule application
determination of the minimum hull scantlings, applicable to
all types of seagoing monohull displacement ships of nor- 2.1 Ship parts
mal form, speed and proportions, made in welded steel
construction. These requirements are to be integrated with 2.1.1 General
those specified in Part D, for any individual ship type, and For the purpose of application of the Rules, the ship is con-
in Part E, as applicable, depending on the additional class sidered as divided into the following three parts:
notations assigned to the ships. • fore part
• central part
1.1.2 The requirements of Part B, Part D and Part E apply
also to those steel ships in which parts of the hull, e.g. • aft part.
superstructures or movable decks, are built in aluminium
2.1.2 Fore part
alloys.
The fore part includes the structures located forward of the
collision bulkhead, i.e.:
1.1.3 Ships whose hull materials are different than those
given in [1.1.2] and ships with novel features or unusual • the fore peak structures
hull design are to be individually considered by the Society, • the stems.
on the basis of the principles and criteria adopted in the
In addition, it includes:
Rules.
• the reinforcements of the flat bottom forward area
1.1.4 The strength of ships constructed and maintained • the reinforcements of the bow flare area.
according to the Rules is sufficient for the draught corre-
sponding to the assigned freeboard. The scantling draught 2.1.3 Central part
considered when applying the Rules is to be not less than The central part includes the structures located between the
that corresponding to the assigned freeboard. collision bulkhead and the after peak bulkhead.
Where the flat bottom forward area or the bow flare area
1.1.5 Where scantlings are obtained from direct calcula- extend aft of the collision bulkhead, they are considered as
tion procedures which are different from those specified in belonging to the fore part.
Part B, Chapter 7, adequate supporting documentation is to
2.1.4 Aft part
be submitted to the Society, as detailed in Ch 1, Sec 3.
The aft part includes the structures located aft of the after
peak bulkhead.
1.2 Limits of application to lifting appli-
ances 2.2 Rules applicable to various ship parts

1.2.1 The fixed parts of lifting appliances, considered as an 2.2.1 The various Chapters and Sections of Part B are to be
integral part of the hull, are the structures permanently con- applied for the scantling and arrangement of ship parts
according to Tab 1.
nected by welding to the ship’s hull (for instance crane ped-
estals, masts, king posts, derrick heel seatings, etc.,
2.3 Rules applicable to other ship items
excluding cranes, derrick booms, ropes, rigging accessories,
and, generally, any dismountable parts). The shrouds of 2.3.1 The various Chapters and Sections of Part B are to be
masts embedded in the ship’s structure are considered as applied for the scantling and arrangement of other ship
fixed parts. items according to Tab 2.

July 2011 Bureau Veritas 17

Pt B, Ch 1, Sec 1

Table 1 : Part B Chapters and Sections applicable for the scantling of ship parts

Applicable Chapters and Sections

Part
General Specific
Fore part Part B, Chapter 1 Ch 9, Sec 1
Central part Part B, Chapter 2 Part B, Chapter 5
L ≥ 65 m (1) Part B, Chapter 3 Part B, Chapter 6
Part B, Chapter 4 Part B, Chapter 7
Part B, Chapter 9 (2), excluding:
Central part Part B, Chapter 8
• Ch 9, Sec 1
L < 65 m (1)
• Ch 9, Sec 2
Aft part Part B, Chapter 11 Ch 9, Sec 2
Part B, Chapter 12
(1) The requirements applicable to ships less than 65 m in length apply also to category II ships less than 90 m in length.
(2) See also [2.3].

Table 2 : Part B Chapters and Sections applicable 3 Rounding off of scantlings

for the scantling of other items

Applicable Chapter 3.1

Item
and Section
3.1.1 Plate thicknesses
Machinery space Ch 9, Sec 3 The rounding off of plate thicknesses is to be obtained from
Superstructures and deckhouses Ch 9, Sec 4 the following procedure:
Bow doors and inner doors Ch 9, Sec 5 a) the net thickness (see Ch 4, Sec 2) is calculated in
accordance with the rule requirements.
Side shell doors and stern doors Ch 9, Sec 6
b) corrosion addition tC (see Ch 4, Sec 2) is added to the
Hatch covers Ch 9, Sec 7
calculated net thickness, and this gross thickness is
Movable decks and inner ramp Ch 9, Sec 8 rounded off to the nearest half-millimetre.
External ramps c) the rounded net thickness is taken equal to the rounded
Helicopter decks Ch 9, Sec 10 gross thickness, obtained in b), minus the corrosion
Rudders Ch 10, Sec 1 addition tC.

Other hull outfitting Ch 10, Sec 2 3.1.2 Stiffener section moduli

Ch 10, Sec 3 Stiffener section moduli as calculated in accordance with
Ch 10, Sec 4 the rule requirements are to be rounded off to the nearest
standard value; however, no reduction may exceed 3%.

18 Bureau Veritas July 2011

 Pt B, Ch 1, Sec 2

SECTION 2 SYMBOLS AND DEFINITIONS

1 Units Table 1 : Units

Usual
1.1 Designation Units
symbol

1.1.1 Unless otherwise specified, the units used in the Ship’s dimensions see [2] m
Rules are those defined in Tab 1. Hull girder section modulus Z m3
Density ρ t/m3
2 Symbols
Concentrated loads P kN
Linearly distributed loads q kN/m
2.1
Surface distributed loads (pressures) p kN/m2
2.1.1 Thicknesses t mm
L : Rule length, in m, defined in [3.1]
Span of ordinary stiffeners and l m
L1 : L, but to be taken not greater than 200 m primary supporting members
L2 : L, but to be taken not greater than 120 m Spacing of ordinary stiffeners and s m
LLL : Load line length, in m, defined in [3.2] primary supporting members
LS : Subdivision length, in m, defined in Bending moment M kN⋅m
B : Moulded breadth, in m, defined in [3.4] Shear force Q kN
D : Depth, in m, defined in [3.5] Stresses σ, τ N/mm2
T : Moulded draught, in m, defined in [3.7] Section modulus of ordinary stiffeners w cm3
Δ : Moulded displacement, in tonnes, at draught T, and primary supporting members
in sea water (density ρ = 1,025 t/m 3) Sectional area of ordinary stiffeners A cm2
and primary supporting members
CB : Total block coefficient:
Δ Figure 1 : Concave stem contour
C B = --------------------------
1 ,025 LB T Forward terminal of length

3 Definitions

3.1 Rule length

3.1.1 The rule length L is the distance, in m, measured on

the summer load waterline, from the fore-side of the stem to
0,85 D

the after side of the rudder post, or to the centre of the rud-
der stock where there is no rudder post. L is to be not less
than 96% and need not exceed 97% of the extreme length
on the summer load waterline. forward terminal of
the total length (FP)
3.1.2 In ships without rudder stock (e.g. ships fitted with
azimuth thrusters), the rule length L is to be taken equal to
3.1.5 Ends of rule length
97% of the extreme length on the summer load waterline.
The fore end (FE) of the rule length L, see Fig 2, is the per-
3.1.3 In ships with unusual stem or stern arrangements, the pendicular to the summer load waterline at the forward side
rule length L is considered on a case by case basis. of the stem.
The aft end (AE) of the rule length L, see Fig 2, is the perpen-
3.1.4 Where the stem contour is concave above the water-
dicular to the waterline at a distance L aft of the fore end.
line at 85% of the least moulded depth, both the forward
terminal of the total length and the fore-side of the stem 3.1.6 Midship
respectively is taken at the vertical projection to that water-
line of the aftermost point of the stem contour (see Fig 1). The midship is the perpendicular to the waterline at a dis-
tance 0,5L aft of the fore end.

July 2011 Bureau Veritas 19

Pt B, Ch 1, Sec 2

Figure 2 : Ends and midship 3.6 Moulded depth

   3.6.1 The moulded depth D1 is the vertical distance meas-
ured from the top of the keel to the top of the freeboard

deck beam at side. Where the form at the lower part of the
midship section is of a hollow character or where thick gar-
  boards are fitted, the distance is measured from the point
 where the line of the flat of the bottom continued inwards
cuts the side of the keel.
In ships having rounded gunwales, the moulded depth is to
3.2 Load line length be measured to the point of intersection of the moulded
lines of deck and sides, the lines extending as though the
3.2.1 The load line length LLL is the distance, in m, on the gunwales were of angular design.
waterline at 85% of the least moulded depth from the top Where the freeboard deck is stepped and the raised part of
of the keel, measured from the forward side of the stem to the deck extends over the point at which the moulded
the centre of the rudder stock. LLL is to be not less than 96% depth is to be determined, the moulded depth is to be
of the total length on the same waterline. measured to a line of reference extending from the lower
part of the deck along a line parallel with the raised part.
3.2.2 In ship design with a rake of keel, the waterline on
which this length is measured is parallel to the designed
waterline at 85% of the least moulded depth Dmin found by 3.7 Moulded draught
drawing a line parallel to the keel line of the ship (including
skeg) tangent to the moulded sheer line of the freeboard 3.7.1 The moulded draught T is the distance, in m, meas-
deck.The least moulded depth is the vertical distance meas- ured vertically on the midship transverse section, from the
ured from the top of the keel to the top of the freeboard moulded base line to the summer load line.
deck beam at side at the point of tangency (see Fig 3). In the case of ships with a solid bar keel, the moulded base
line is to be taken as defined in [3.5.1].
Figure 3 : Length of ships with a rake of keel
3.8 Lightweight
Tangency
3.8.1 The lightweight is the displacement, in t, without
cargo, fuel, lubricating oil, ballast water, fresh water and
Dmin WL at 0,85 Dmin feed water, consumable stores and passengers and crew
and their effects, but including liquids in piping.
LLL/2 LLL/2 F P
A P
3.9 Deadweight
3.3 Subdivision length 3.9.1 The deadweight is the difference, in t, between the
displacement, at the summer draught in sea water of density
3.3.1 The subdivision LS of the ship is the greatest pro-
ρ = 1,025 t/m3, and the lightweight.
jected moulded length of that part of the ship at or below
deck or decks limiting the vertical extent of flooding with
the ship at the deepest subdivision draught. 3.10 Freeboard deck

3.4 Moulded breadth 3.10.1 The freeboard deck is defined in Regulation 3 of the
1966 International Convention on Load Lines, as amended.
3.4.1 The moulded breadth B is the greatest moulded
breadth, in m, measured amidships below the weather
deck. 3.11 Bulkhead deck

3.11.1 The bulkhead deck in a passenger ship means the

3.5 Depth uppermost deck at any point in the subdivision length LS to
which the main bulkheads and the ship’s shell are carried
3.5.1 The depth D is the distance, in m, measured verti-
watertight. In a cargo ship the freeboard deck may be taken
cally on the midship transverse section, from the moulded
as the bulkhead deck.
base line to the top of the deck beam at side on the upper-
most continuous deck.
In the case of a ship with a solid bar keel, the moulded base 3.12 Inner side
line is to be taken at the intersection between the upper
face of the bottom plating with the solid bar keel at the mid- 3.12.1 The inner side is the longitudinal bulkhead which
dle of length L. limits the inner hull for ships fitted with double hull.

20 Bureau Veritas July 2011

 Pt B, Ch 1, Sec 2

3.13 Superstructure 3.17 Trunk

3.13.1 General 3.17.1 A trunk is a decked structure similar to a deckhouse,

A superstructure is a decked structure connected to the but not provided with a lower deck.
freeboard deck, extending from side to side of the ship or
with the side plating not being inboard of the shell plating 3.18 Well
more than 0,04 B.
3.18.1 A well is any area on the deck exposed to the
3.13.2 Enclosed and open superstructure weather, where water may be entrapped. Wells are consid-
A superstructure may be: ered to be deck areas bounded on two or more sides by
deck structures.
• enclosed, where:
- it is enclosed by front, side and aft bulkheads com-
plying with the requirements of Ch 9, Sec 4 3.19 Standard height of superstructure
- all front, side and aft openings are fitted with effi-
3.19.1 The standard height of superstructure is defined in
cient weathertight means of closing
Tab 2.
• open, where it is not enclosed.
Table 2 : Standard height of superstructure
3.13.3 Bridge
A bridge is a superstructure which does not extend to either Load line Standard height hS, in m
the forward or after perpendicular. length LLL , All other
in m Raised quarter deck
superstructures
3.13.4 Poop
LLL ≤ 30 0,90 1,80
A poop is a superstructure which extends from the after per-
pendicular forward to a point which is aft of the forward 30 < LLL < 75 0,9 + 0,00667 (LLL − 30) 1,80
perpendicular. The poop may originate from a point aft of 75 ≤ LLL < 125 1,2 + 0,012 (LLL − 75) 1,8 + 0,01 (LLL − 75)
the aft perpendicular.
LLL ≥ 125 1,80 2,30

3.13.5 Forecastle
3.20 Type A and Type B ships
A forecastle is a superstructure which extends from the for-
ward perpendicular aft to a point which is forward of the
3.20.1 Type A ship
after perpendicular. The forecastle may originate from a
point forward of the forward perpendicular. A Type A ship is one which:
• is designed to carry only liquid cargoes in bulk;
3.13.6 Full superstructure
• has a high integrity of the exposed deck with only small
A full superstructure is a superstructure which, as a mini- access openings to cargo compartments, closed by
mum, extends from the forward to the after perpendicular. watertight gasketed covers of steel or equivalent mate-
rial; and
3.14 Raised quarterdeck • has low permeability of loaded cargo compartments.
A Type A ship is to be assigned a freeboard following the
3.14.1 A raised quarterdeck is a partial superstructure of
requirements reported in the International Load Line Con-
reduced height as defined in [3.19].
vention 1966, as amended.
It extends forward from the after perpendicular and has an
intact front bulkhead (sidescuttles of the non-opening type 3.20.2 Type B ship
fitted with efficient deadlights and bolted man hole covers).
All ships which do not come within the provisions regarding
Where the forward bulkhead is not intact due to doors and Type A ships stated in [3.20.1] are to be considered as Type
access openings, the superstructure is then to be considered B ships.
as a poop.
A Type B ship is to be assigned a freeboard following the
requirements reported in the International Load Line Con-
3.15 Superstructure deck vention 1966, as amended.

3.15.1 A superstructure deck is a deck forming the upper 3.20.3 Type B-60 ship
boundary of a superstructure.
A Type B-60 ship is any Type B ship of over 100 metres in
length which, fulfilling the requirements reported in Ch 3,
3.16 Deckhouse App 4, [4.4], is assigned with a value of tabular freeboard
which can be reduced up to 60 per cent of the difference
3.16.1 A deckhouse is a decked structure other than a between the “B” and “A” tabular values for the appropriate
superstructure, located on the freeboard deck or above. ship lengths.

July 2011 Bureau Veritas 21

Pt B, Ch 1, Sec 2

3.20.4 Type B-100 ships 4 Reference co-ordinate system

A Type B-100 ship is any Type B ship of over 100 metres in
length which, fulfilling the requirements reported in Ch 3, 4.1
App 4, [4.4], is assigned with a value of tabular freeboard
which can be reduced up to 100 per cent of the difference 4.1.1 The ship’s geometry, motions, accelerations and loads
between the “B” and “A” tabular values for the appropriate are defined with respect to the following right-hand co-ordi-
ship lengths. nate system (see Fig 4):
• Origin: at the intersection among the longitudinal plane
3.21 Positions 1 and 2 of symmetry of ship, the aft end of L and the baseline
• X axis: longitudinal axis, positive forwards
3.21.1 Position 1
• Y axis: transverse axis, positive towards portside
Position 1 includes:
• Z axis: vertical axis, positive upwards.
• exposed freeboard and raised quarter decks,
• exposed superstructure decks situated forward of 4.1.2 Positive rotations are oriented in anti-clockwise
0,25 LLL from the perpendicular, at the forward side of direction about the X, Y and Z axes.
the stem, to the waterline at 85% of the least moulded
depth measured from the top of the keel. Figure 4 : Reference co-ordinate system

3.21.2 Position 2 Z
Position 2 includes:
• exposed superstructure decks situated aft of 0,25 L from
X
the perpendicular, at the forward side of the stem, to the
waterline at 85% of the least moulded depth measured
from the top of the keel and located at least one stand-
ard height of superstructure above the freeboard deck,
Y
• exposed superstructure decks situated forward of
0,25 LLL from the perpendicular, at the forward side of
the stem, to the waterline at 85% of the least moulded
depth measured from the top of the keel and located at
least two standard heights of superstructure above the
freeboard deck. AE

22 Bureau Veritas July 2011

 Pt B, Ch 1, Sec 3

SECTION 3 DOCUMENTATION TO BE SUBMITTED

1 Documentation to be submitted for • arrangement of lifesaving appliances and relevant

embarking and launching devices (davits and winches)
all ships
• arrangement of compasses
1.1 Ships surveyed by the Society during • arrangement of navigation lights
the construction • order transmission
1.1.1 Plans and documents to be submitted for • loading and unloading arrangement to be included in
approval the ILO Register
The plans and documents to be submitted to the Society for • forced ventilation in cargo spaces intended for the car-
approval are listed in Tab 1. riage of vehicles, dangerous goods in bulk or packaged
The above plans and documents are to be supplemented by form, etc.
further documentation which depends on the service nota-
• lashing of tank vehicles intended for the carriage of dan-
tion and, possibly, the additional class notation (see Pt A,
gerous liquids
Ch 1, Sec 2) assigned to the ship, as specified in [2].
Structural plans are to show details of connections of the • cargo securing manual, where required.
various parts and, in general, are to specify the materials
used, including their manufacturing processes, welded pro- 2 Further documentation to be
cedures and heat treatments. See also Ch 12, Sec 1, [1.6].
submitted for ships with certain
1.1.2 Plans and documents to be submitted for service notations or additional class
information notations
In addition to those in [1.1.1], the following plans and doc-
uments are to be submitted to the Society for information:
• general arrangement
2.1 General
• capacity plan, indicating the volume and position of the 2.1.1 Depending on the service notation and, possibly, the
centre of gravity of all compartments and tanks additional class notation (see Pt A, Ch 1, Sec 2) assigned to
• lines plan the ship, other plans or documents may be required to be
• hydrostatic curves submitted to the Society, in addition to those in [1.1]. They
• lightweight distribution. are listed in [2.2] and [2.3] for the service notations and
additional class notations which require this additional doc-
In addition, when direct calculation analyses are carried out umentation.
by the Designer according to the rule requirements, they
are to be submitted to the Society.
2.2 Service notations
1.2 Ships for which the Society acts on
2.2.1 The plans or documents to be submitted to the Soci-
behalf of the relevant Administration ety for approval or for information are listed in Tab 2.
1.2.1 Plans and documents to be submitted for
approval 2.3 Additional class notations
The plans required by the National Regulations concerned
are to be submitted to the Society for approval, in addition 2.3.1 The plans or documents to be submitted to the Soci-
to those in [1.1]. Such plans may include: ety for approval or for information are listed in Tab 3.

July 2011 Bureau Veritas 23

Pt B, Ch 1, Sec 3

Table 1 : Plans and documents to be submitted for approval for all ships

Plan or document Containing also information on

Midship section Class characteristics
Transverse sections Main dimensions
Shell expansion Minimum ballast draught
Decks and profiles Frame spacing
Double bottom Contractual service speed
Pillar arrangements Density of cargoes
Framing plan Design loads on decks and double bottom
Deep tank and ballast tank bulkheads, wash Steel grades
bulkheads Location and height of air vent outlets of various compartments
Corrosion protection
Openings in decks and shell and relevant compensations
Boundaries of flat areas in bottom and sides
Details of structural reinforcements and/or discontinuities
Bilge keel with details of connections to hull structures
Loading manual and loading instruments See Ch 11, Sec 2, [3]
Watertight subdivision bulkheads Openings and their closing appliances, if any
Watertight tunnels
Fore part structure Location and height of air vent outlets of various compartments
Transverse thruster, if any, general arrangement,
tunnel structure, connections of thruster with
tunnel and hull structures
Aft part structure Location and height of air vent outlets of various compartments
Machinery space structures Type, power and r.p.m. of propulsion machinery
Foundations of propulsion machinery and boilers Mass and centre of gravity of machinery and boilers
Superstructures and deckhouses Extension and mechanical properties of the aluminium alloy used
Machinery space casing (where applicable)
Bow doors, stern doors and inner doors, if any, Closing appliances
side doors and other openings in the side shell Electrical diagrams of power control and position indication circuits for bow
doors, stern doors, side doors, inner doors, television system and alarm systems
for ingress of water
Hatch covers, if any Design loads on hatch covers
Sealing and securing arrangements, type and position of locking bolts
Distance of hatch covers from the summer load waterline and from the fore end
Movable decks and ramps, if any
Windows and side scuttles, arrangements and
details
Scuppers and sanitary discharges
Bulwarks and freeing ports Arrangement and dimensions of bulwarks and freeing ports on the freeboard
deck and superstructure deck
Helicopter decks, if any General arrangement
Main structure
Characteristics of helicopters: maximum mass, distance between axles or skids,
print area of wheels or skids, rotor diameter
Rudder and rudder horn (1) Maximum ahead service speed
Sternframe or sternpost, sterntube
Propeller shaft boss and brackets (1)
Derricks and cargo gear Design loads (forces and moments)
Cargo lift structures Connections to the hull structures
Sea chests, stabiliser recesses, etc.
(1) Where other steering or propulsion systems are adopted (e.g. steering nozzles or azimuth propulsion systems), the plans showing
the relevant arrangement and structural scantlings are to be submitted. For azimuth propulsion systems, see Ch 10, Sec 1, [11].

24 Bureau Veritas July 2011

 Pt B, Ch 1, Sec 3

Plan or document Containing also information on

Hawse pipes
Plan of outer doors and hatchways
Plan of manholes
Plan of access to and escape from spaces
Plan of ventilation Use of spaces
Plan of tank testing Testing procedures for the various compartments
Height of pipes for testing
Plan of watertight doors and scheme of relevant Manoeuvring devices
manoeuvring devices Electrical diagrams of power control and position indication circuits
Freeboard calculations
Stability documentation See Ch 3, Sec 1, [2.1]
Calculations relevant to intact stability and, where
required, damage stability
Equipment number calculation Geometrical elements for calculation
List of equipment
Construction and breaking load of steel wires
Material, construction, breaking load and relevant elongation of synthetic ropes
Emergency towing arrangement See Ch 10, Sec 4, [4.3]
(1) Where other steering or propulsion systems are adopted (e.g. steering nozzles or azimuth propulsion systems), the plans showing
the relevant arrangement and structural scantlings are to be submitted. For azimuth propulsion systems, see Ch 10, Sec 1, [11].

Table 2 : Plans and documents to be submitted depending on service notations

Service notations Plans or documents

Ro-ro passenger ship Plans of the bow or stern ramps, elevators for cargo handling and movable decks, if any, including:
Ro-ro cargo ship • structural arrangements of ramps, elevators and movable decks with their masses
• arrangements of securing and locking devices
• connection of ramps, lifting and/or hoisting appliances to the hull structures, with indication of
design loads (amplitude and direction)
• wire ropes and hoisting devices in working and stowed position
• hydraulic jacks
• loose gear (blocks, shackles, etc.) indicating the safe working loads and the testing loads
• test conditions
Operating and maintenance manual (see Ch 9, Sec 5 and Ch 9, Sec 6) of bow and stern doors and
ramps
Plan of arrangement of motor vehicles, railway cars and/or other types of vehicles which are intended
to be carried and indicating securing and load bearing arrangements
Characteristics of motor vehicles, railways cars and/or other types of vehicles which are intended to
be carried: (as applicable) axle load, axle spacing, number of wheels per axle, wheel spacing, size of
tyre print
Plan of dangerous areas, in the case of ships intended for the carriage of motor vehicles with petrol in
their tanks
Container ship Container arrangement in holds, on decks and on hatch covers, indicating size and gross mass of
containers
Container lashing arrangement indicating securing and load bearings arrangements
Drawings of load bearing structures and cell guides, indicating the design loads and including the
connections to the hull structures and the associated structural reinforcements
Livestock carrier Livestock arrangement
Distribution of fodder and consumable liquid on the various decks and platforms
Oil tanker ESP Arrangement of pressure/vacuum valves in cargo tanks
FLS tanker Cargo temperatures
Tanker Cargo temperatures

July 2011 Bureau Veritas 25

Pt B, Ch 1, Sec 3

Service notations Plans or documents

Chemical tanker ESP List of cargoes intended to be carried, with their density
Types of cargo to be carried in each tank
Cargo temperatures
Arrangement of pressure/vacuum valves in cargo tanks
For ships with independent tanks, connection of the cargo tanks to the hull structure
Liquefied gas carrier Arrangement of pressure/vacuum valves in cargo tanks
Heat transfer analysis
Distribution of steel qualities
For ships with independent tanks:
• cargo tank structure
• connection of the cargo tanks to the hull structure
• anti-floating and anti-collision arrangements
Dredger Transverse sections through hoppers, wells, pump rooms and dredging machinery spaces
Structural arrangement of hoppers and supporting structures
Closing arrangements, if any
Connection of dredging machinery with the hull structure
Hopper dredger Transverse sections through hoppers, wells, pump rooms and dredging machinery spaces
Hopper unit Structural arrangement of hoppers and supporting structures including:
• location, mass, fore and aft extent of the movable dredging equipment, for each loading condition
• calculations of the horizontal forces acting on the suction pipe and on the gallows
Closing arrangements, if any
Connection of dredging machinery with the hull structure
Split hopper dredger Transverse sections through hoppers, wells, pump rooms and dredging machinery spaces
Split hopper unit Structural arrangement of hoppers and supporting structures, including:
• location, mass, fore and aft extent of the movable dredging equipment, for each loading condition
• calculations of the horizontal forces acting on the suction pipe and on the gallows
Closing arrangements, if any
Connection of dredging machinery with the hull structure
Superstructure hinges and connections to the ship’s structure, including mass and location of the
superstructure centre of gravity
Structure of hydraulic jack spaces
Deck hinges, including location of centre of buoyancy and of centre of gravity of each half-hull, mass
of equipped half-hull, half mass of spoil or water, supplies for each half-hull and mass of superstruc-
tures supported by each half-hull
Hydraulic jacks and connections to ship’s structure including operating pressure and maximum
pressure of the hydraulic jacks (cylinder and rod sides) and corresponding forces
Longitudinal chocks of bottom and deck
Transverse chocks
Hydraulic installation of jacks, with explanatory note
Tug Connection of the towing system (winch and hook) with the hull structures with indication of design
Salvage tug loads
Tug escort
Tug, salvage tug, tug escort Structural arrangement of the fore part of the tug, showing details of reinforcements in way of the
with additional service connecting point
feature barge combined, Structural arrangement of the aft part of the barge, showing details of reinforcements in way of the
Barge with additional serv- connecting point
ice feature tug combined Details of the connection system
Supply vessel General plan showing the location of storage and cargo tanks with adjacent cofferdams and
indicating the nature and density of cargoes intended to be carried
Plan of gas-dangerous spaces
Connection of the cargo tanks with the hull structure
Stowage of deck cargoes and lashing arrangement with location of lashing points and indication of
design loads
Structural reinforcements in way of load transmitting elements, such as winches, rollers, lifting
appliances

26 Bureau Veritas July 2011

 Pt B, Ch 1, Sec 3

Service notations Plans or documents

Oil recovery ship General plan showing the location of tanks intended for the retention of oily residues and systems for
their treatment
Plan of the system for treatment of oily residues and specification of all relevant apparatuses
Supporting structures of the system for treatment of oily residues
Operating manual
Cable laying ship Structural reinforcements in way of load transmitting elements, such as foundations and fastenings of
the equipment to the ship structures
Fishing vessel Minimum design temperature of refrigerated spaces
Structural reinforcements in way of load transmitting elements, such as masts, gantries, trawl gallows
and winches, including the maximum brake load of the winches

Table 3 : Plans and documents to be submitted depending on additional class notations

Additional class notation Plans or documents

ICE CLASS IA SUPER The plans relevant to shell expansion and fore and aft part structures are to define (see Pt E, Ch 8, Sec 1,
ICE CLASS IA [2.2]) the maximum draught LWL, the minimum draught BWL (both draughts at midship, fore and aft
ICE CLASS IB ends), and the borderlines of fore, midship and aft regions defined in Pt E, Ch 8, Sec 2, [1.2]
ICE CLASS IC
ICE CLASS ID
LASHING Lashing arrangement plans, indicating:
• container arrangement in holds, on decks and on hatch covers, with specification of the gross
mass of each container and of each container stack
• arrangement of mobile lashing equipment with the specific location of the various pieces of
equipment
Complete list of the mobile lashing equipment, with detailed drawing and indication of materials,
safety working loads, breaking loads or test toads
Removable load-bearing structures for containers, such as guides, cells, buttresses, etc., connected to
the hull structure or to hatch covers
MON-HULL See Pt E, Ch 5, Sec 1, [1.2]
SPM See Pt E, Ch 10, Sec 4, [2]

July 2011 Bureau Veritas 27

Pt B, Ch 1, Sec 4

SECTION 4 CALCULATION PROGRAMMES

1 Programme for the Rule based 1.3 VERISTAR

scantling 1.3.1 Within VERISTAR system, the Society provides an
integrated chain of computer programmes to perform
1.1 General rational design analysis of ship hulls.
Transverse section scantlings verification and finite element
1.1.1 Computer programmes, dealing with rule checking, analysis of hull structure, including automatic generation of
are available to the clients of the Society. They run on per- part of the finite element model, are integrated in an unique
sonal computers under the WINDOWS operating system. software. Additionally there is automatic load calculation,
The Head Office of the Society or a local office should be model load cases generation, and scantling criteria verifica-
contacted in order to have information on how to obtain tion, in accordance with the Rules.
one of these programmes.
1.4 BULK
1.2 MARS
1.4.1 The BULK programme is designed to assess, accord-
ing to the IACS Unified Requirements adopted in the rules,
1.2.1 The MARS programme performs the rule scantling
the hold mass curves and the structural strength of trans-
check of plating and ordinary stiffeners at any transverse
verse corrugated bulkheads and double bottoms of new and
section along the ship hull.
existing bulk carriers to which these requirements apply.
1.2.2 In particular, MARS allows to:
1.5 RUDDER
• calculate the transverse section geometric properties
• carry out the hull girder strength checks, including ulti- 1.5.1 The RUDDER programme performs the rule checks of
mate strength rudders. In particular, it allows to calculate and verify the
compliance with the rules of:
• carry out all the rule strength checks of:
• the geometric characteristics of the rudder blade
- strakes
• the scantlings of rudder stock, rudder blade, pintles and
- longitudinal and transverse ordinary stiffeners bearings
- strakes and ordinary stiffeners of transverse bulk- • the geometric characteristics and the scantlings of rud-
heads. der horns and sole piece cross-sections.

28 Bureau Veritas July 2011

 Part B
Hull and Stability

Chapter 2

GENERAL ARRANGEMENT DESIGN

SECTION 1 SUBDIVISION ARRANGEMENT

SECTION 2 COMPARTMENT ARRANGEMENT

SECTION 3 ACCESS ARRANGEMENT

July 2011 Bureau Veritas 29

Symbols used in this Chapter
FPLL : “forward freeboard perpendicular”. The forward
freeboard perpendicular is to be taken at the
forward end the length LLL and is to coincide
with the foreside of the stem on the waterline on
which the length LLL is measured.
APLL : “after freeboard perpendicular”. The after free-
board perpendicular is to be taken at the after
end the length LLL.

30 Bureau Veritas July 2011

 Pt B, Ch 2, Sec 1

SECTION 1 SUBDIVISION ARRANGEMENT

1 Number and arrangement of not less than 5 per cent of the length LLL of the ship or 10 m,
transverse watertight bulkheads whichever is the less, and, except as may be permitted by
the Society, not more than 8 per cent of LLL or 5 per cent of
the LLL + 3 m, whichever is the greater.
1.1 Number of watertight bulkheads
For ships not covered by the SOLAS Convention, the length
1.1.1 General LLL need not be taken less than 50 m, unless required by the
National Authorities.
All ships, in addition to complying with the requirements of
[1.1.2], are to have at least the following transverse water-
tight bulkheads: 2.1.2 Where any part of the ship below the waterline
extends forward of the forward perpendicular, e.g. a bul-
• one collision bulkhead bous bow, the distances, in metres, stipulated in [2.1.1] are
• one after peak bulkhead for passenger ships and ro-ro to be measured from a point either:
passenger ships • at the mid-length of such extension, or
• two bulkheads forming the boundaries of the machinery • at a distance 1,5 per cent of the length LLL of the ship
space in ships with machinery amidships, and a bulk- forward of the forward perpendicular, or
head forward of the machinery space in ships with
machinery aft. In the case of ships with an electrical pro- • at a distance 3 metres forward of the forward perpen-
pulsion plant, both the generator room and the engine dicular; whichever gives the smallest measurement.
room are to be enclosed by watertight bulkheads.
2.1.3 The bulkhead may have steps or recesses provided
1.1.2 Additional bulkheads they are within the limits prescribed in [2.1.1] or [2.1.2].
For ships not required to comply with subdivision regula- No door, manhole, ventilation duct or any other opening is
tions, transverse bulkheads adequately spaced and in gen- to be fitted in the collision bulkhead below the bulkhead
eral not less in number than indicated in Tab 1 are to be deck.
fitted.
Additional bulkheads may be required for ships having to Table 1 : Number of bulkheads
comply with subdivision or damage stability criteria (see
Part D for the different types of ships). Number of bulkheads Number of
Length (m) for ships with aft bulkheads for
machinery (1) other ships
1.2 Water ingress detection
L < 65 3 4
1.2.1 General 65 ≤ L < 85 4 5
When a ship with a length less than 80 m and of 500 GT 85 ≤ L < 105 4 5
and over is fitted, below the freeboard deck, with single 105 ≤ L < 120 5 6
cargo hold or cargo holds which are not separated by at
least one bulkhead made watertight up to the freeboard 120 ≤ L < 145 6 7
deck, water ingress detection system is to be fitted accord- 145 ≤ L < 165 7 8
ing to Pt C, Ch 1, Sec 10, [6.12.2]. 165 ≤ L < 190 8 9

1.2.2 Bulk carriers L ≥ 190 to be defined on a case by case basis

For ships granted with the service notation bulk carrier, bulk (1) After peak bulkhead and aft machinery bulkhead are
carrier ESP, ore carrier ESP, combination carrier/OBO ESP or the same.
combination carrier/OOC ESP, water ingress detection sys-
tem is to be fitted according to Pt C, Ch 1, Sec 10, [6.12.1]. 2.1.4 At Owner request and subject to the agreement of the
flag Administration, the Society may, on a case by case
basis, accept a distance from the collision bulkhead to the
2 Collision bulkhead forward perpendicular FPLL greater than the maximum spec-
ified in [2.1.1] and [2.1.2], provided that subdivision and
2.1 stability calculations show that, when the ship is in upright
condition on full load summer waterline, flooding of the
2.1.1 A collision bulkhead is to be fitted which is to be space forward of the collision bulkhead will not result in
watertight up to the bulkhead deck. This bulkhead is to be any part of the freeboard deck becoming submerged, or in
located at a distance from the forward perpendicular FPLL of any unacceptable loss of stability.

July 2011 Bureau Veritas 31

Pt B, Ch 2, Sec 1

In such a case, the attention of the Owner and the Shipyard 4 Height of transverse watertight
is drawn to the fact that the flag Administration may impose
additional requirements and that such an arrangement is, in
bulkheads other than collision
principle, officialized by the issuance of a certificate of bulkhead and after peak bulkhead
exemption under the SOLAS Convention provisions. More-
over, in case of change of flag, the taking Administration 4.1
may not accept the exemption.
4.1.1 Transverse watertight bulkheads are to extend water-
2.1.5 Where a long forward superstructure is fitted, the col- tight up to the bulkhead deck. In exceptional cases at the
lision bulkhead is to be extended weathertight to the next request of the Owner, the Society may allow transverse
deck above the bulkhead deck. The extension need not be watertight bulkheads to terminate at a deck below that from
fitted directly above the bulkhead below provided it is which freeboard is measured, provided that this deck is at
located within the limits prescribed in [2.1.1] or [2.1.2] with an adequate distance above the full load waterline.
the exemption permitted by [2.1.6] and the part of the deck
which forms the step is made effectively weathertight. 4.1.2 Where it is not practicable to arrange a watertight
bulkhead in one plane, a stepped bulkhead may be fitted. In
2.1.6 Where bow doors are fitted and a sloping loading this case, the part of the deck which forms the step is to be
ramp forms part of the extension of the collision bulkhead watertight and equivalent in strength to the bulkhead.
above the freeboard deck, the part of the ramp which is
more than 2,3 m above the freeboard deck may extend for- 5 Openings in watertight bulkheads
ward of the limit specified in [2.1.1] or [2.1.2] The ramp is to
be weathertight over its complete length.
and decks for ships with service
notation other than passenger ship
or ro-ro passenger ship
2.1.7 The number of openings in the extension of the colli-
sion bulkhead above the freeboard deck is to be restricted
to the minimum compatible with the design and normal 5.1 Application
operation of the ship. All such openings are to be capable of
being closed weathertight. 5.1.1 The requirements in [5.2] and [5.3] apply to ships
with service notation other than passenger ship or ro-ro
passenger ship.
3 After peak, machinery space The requirements for openings in watertight bulkheads
bulkheads and stern tubes below the bulkhead deck in ships with service notation pas-
senger ship and ro-ro passenger ship are to comply with
Part D, Chapter 11 and Part D, Chapter 12 respectively.
3.1

3.1.1 General 5.2 General

Bulkheads are to be fitted separating the machinery space
5.2.1 The number of openings in watertight subdivisions is
from the cargo and accommodation spaces forward and aft
to be kept to a minimum compatible with the design and
and made watertight up to the bulkhead deck. In passenger
proper working of the ship. Where penetrations of water-
ships, an after peak bulkhead is also to be fitted and made
tight bulkheads and internal decks are necessary for access,
watertight up to the bulkhead deck. The after peak bulk-
piping, ventilation, electrical cables, etc., arrangements are
head may, however, be stepped below the bulkhead deck,
to be made to maintain the watertight integrity. The Society
provided the degree of safety of the ship as regards subdivi-
may permit relaxation in the watertightness of openings
sion is not thereby diminished.
above the freeboard deck, provided that it is demonstrated
that any progressive flooding can be easily controlled and
3.1.2 Sterntubes that the safety of the ship is not impaired.
In all cases, sterntubes are to be enclosed in watertight
spaces of moderate volume. In passenger ships, the stern 5.2.2 No door, manhole ventilation duct or any other
gland is to be situated in a watertight shaft tunnel or other opening is permitted in the collision bulkhead below the
watertight space separate from the sterntube compartment subdivision deck.
and of such volume that, if flooded by leakage through the
stern gland, the bulkhead deck will not be immersed. In 5.2.3 Lead or other heat sensitive materials may not be
cargo ships, other measures to minimise the danger of water used in systems which penetrate watertight subdivision
penetrating into the ship in case of damage to sterntube bulkheads, where deterioration of such systems in the event
arrangements may be taken at the discretion of the Society. of fire would impair the watertight integrity of the bulk-
heads.
For ships less than 65 m, where the after peak bulkhead in
way of the sterntube stuffing box is not provided, sterntubes 5.2.4 Valves not forming part of a piping system are not
are to be enclosed in watertight spaces of moderate volume. permitted in watertight subdivision bulkheads.

32 Bureau Veritas July 2011

 Pt B, Ch 2, Sec 1

5.2.5 The requirements relevant to the degree of tightness, locally and on the bridge showing whether these doors or
as well as the operating systems, for doors or other closing hatch covers are open or closed. A notice is to be affixed to
appliances complying with the provisions in [5.3] are spec- each such door or hatch cover to the effect that it is not to
ified in Tab 2. be left open.

5.3 Openings in the watertight bulkheads 5.3.3 Doors or ramps in large cargo spaces
and internal decks
Watertight doors or ramps of satisfactory construction may
be fitted to internally subdivide large cargo spaces, pro-
5.3.1 Openings used while at sea vided that the Society is satisfied that such doors or ramps
Doors provided to ensure the watertight integrity of internal are essential. These doors or ramps may be hinged, rolling
or sliding doors or ramps, but are not to be remotely con-
openings which are used while at sea are to be sliding
trolled. Such doors are to be closed before the voyage com-
watertight doors capable of being remotely closed from the
mences and are to be kept closed during navigation. Should
bridge and are also to be operable locally from each side of
any of the doors or ramps be accessible during the voyage,
the bulkhead. Indicators are to be provided at the control
they are to be fitted with a device which prevents unauthor-
position showing whether the doors are open or closed, and
ised opening.
an audible alarm is to be provided at the door closure. The
power, control and indicators are to be operable in the
The word “satisfactory” means that scantlings and sealing
event of main power failure. Particular attention is to be
requirements for such doors or ramps are to be sufficient to
paid to minimise the effect of control system failure. Each
withstand the maximum head of the water at the flooded
power-operated sliding watertight door is to be provided
waterline.
with an individual hand-operated mechanism. The possibil-
ity of opening and closing the door by hand at the door
itself from both sides is to be assured. 5.3.4 Openings permanently kept closed at sea

Other closing appliances which are kept permanently

closed at sea to ensure the watertight integrity of internal
5.3.2 Openings normally closed at sea openings are to be provided with a notice which is to be
affixed to each such closing appliance to the effect that it is
Access doors and access hatch covers normally closed at to be kept closed. Manholes fitted with closely bolted cov-
sea, intended to ensure the watertight integrity of internal ers need not be so marked.
openings, are to be provided with means of indication

Table 2 : Doors

Sliding type Hinged type Rolling

Remote Remote type
operation Indicator Local operation Indicator Local (cargo
indication on the operation indication on the operation between
on the bridge only on the bridge only deck
bridge bridge spaces)

Watertight Below the Open at sea X

freeboard
Normally X X (3)
deck
closed (2)
Remain X X X
closed (2) (4) (5) (4) (5) (4) (5)
Weathertight / Above the Open at sea X
watertight (1) freeboard
Normally X X
deck
closed (2)
Remain X
closed (2) (4) (5)
(1) Watertight doors are required when they are located below the waterline at the equilibrium of the final stage of flooding; other-
wise a weathertight door is accepted.
(2) Notice to be affixed on both sides of the door: “to be kept closed at sea”.
(3) Type A ships of 150 m and upwards, and Type B ships with a reduced freeboard may have a hinged watertight door between
the engine room and the steering gear space, provided that the sill of this door is above the summer load waterline.
(4) The door is to be closed before the voyage commences.
(5) If the door is accessible during the voyage, a device which prevents unauthorised opening is to be fitted.

July 2011 Bureau Veritas 33

Pt B, Ch 2, Sec 2

SECTION 2 COMPARTMENT ARRANGEMENT

1 Definitions • the sum of the throats of the weld fillets at the edges of
these plates is not less than the thickness of the plates
themselves
1.1 Cofferdam
• the structural test is carried out with a head increased by
1.1.1 A cofferdam means an empty space arranged so that 1 m with respect to Ch 12, Sec 3, [2].
compartments on each side have no common boundary; a
cofferdam may be located vertically or horizontally. As a 2.1.3 Spaces intended for the carriage of flammable liquids
rule, a cofferdam is to be properly ventilated and of suffi- are to be separated from accommodation and service
cient size to allow for inspection. spaces by means of a cofferdam. Where accommodation
and service spaces are arranged immediately above such
1.2 Machinery spaces of category A spaces, the cofferdam may be omitted only where the deck
is not provided with access openings and is coated with a
1.2.1 Machinery spaces of category A are those spaces or layer of material recognized as suitable by the Society.
trunks to such spaces which contain:
The cofferdam may also be omitted where such spaces are
• internal combustion machinery used for main propul- adjacent to a passageway, subject to the conditions stated in
sion; or [2.1.2] for fuel oil or lubricating oil tanks.
• internal combustion machinery used for purposes other
than propulsion where such machinery has in the aggre-
gate a total power output of not less than 375 kW; or 3 Double bottoms
• any oil fired boiler or fuel oil unit.
3.1 Double bottoms for ships other than
tankers
2 Cofferdams
3.1.1 A double bottom is to be fitted extending from the
2.1 Cofferdam arrangement collision bulkhead to the after peak bulkhead, as far as this
is practicable and compatible with the design and proper
2.1.1 Cofferdams are to be provided between: working of the ship.
• fuel oil tanks and lubricating oil tanks
• compartments intended for liquid hydrocarbons (fuel 3.1.2 Where a double bottom is required to be fitted, the
oil, lubricating oil) and compartments intended for fresh inner bottom is to be continued out to the ship’s sides in
water (drinking water, water for propelling machinery such a manner as to protect the bottom to the turn of the
and boilers) bilge. Such protection is to be deemed satisfactory if the
• compartments intended for liquid hydrocarbons (fuel inner bottom is not lower at any part than a plane parallel
oil, lubricating oil) and tanks intended for the carriage of with the keel line and which is located not less than a verti-
liquid foam for fire extinguishing. cal distance h measured from the keel line, as calculated by
the formula:
2.1.2 Cofferdams separating:
h = B/20
• fuel oil tanks from lubricating oil tanks
• lubricating oil tanks from compartments intended for However, in no case is the value of h to be less than
fresh water or boiler feed water 760 mm, and need not to be taken as more than 2 m.
• lubricating oil tanks from those intended for the carriage
of liquid foam for fire extinguishing, 3.1.3 Small wells constructed in the double bottom, in con-
nection with the drainage arrangements of holds, are not to
may not be required when deemed impracticable or unrea- extend downward more than necessary. A well extending to
sonable by the Society in relation to the characteristics and the outer bottom, is, however, permitted at the after end of
dimensions of the spaces containing such tanks, provided the shaft tunnel of the ship. Other wells may be permitted
that: by the Society if it is satisfied that the arrangements give
• the thickness of common boundary plates of adjacent protection equivalent to that afforded by a double bottom
tanks is increased, with respect to the thickness complying with [3.1]. In no case, the vertical distance from
obtained according to Ch 7, Sec 1, by 2 mm in the case the bottom of such a well to a plane coinciding with the
of tanks carrying fresh water or boiler feed water, and by keel line is to be less than 500 mm.
1 mm in all other cases

34 Bureau Veritas July 2011

 Pt B, Ch 2, Sec 2

3.1.4 A double bottom need not be fitted in way of water- obtained by fitting a superstructure, such superstructure is
tight tanks, including dry tanks of moderate size, provided to extend from the stem to a point at least 0,07LLL abaft the
the safety of the ship is not impaired in the event of bottom forward perpendicular and is to be enclosed as defined in
or side damage as defined in Ch 3, Sec 3, [3.4]. Ch 9, Sec 4.

3.1.5 Any part of a ship that is not fitted with a double bot- 5.1.3 Ships which, to suit exceptional operational require-
tom in accordance with [3.1.1] or [3.1.4] is to be capable of ments, cannot meet the requirements in [5.1.1] and [5.1.2]
withstanding bottom damages, as specified in Ch 3, Sec 3, will be considered by the Society on a case by case basis.
[3.4], in that part of the ship.
5.1.4 The sheer of the forecastle deck may be taken into
3.1.6 In the case of unusual bottom arrangements, it is to account, even if the length of the forecastle is less than
be demonstrated that the ship is capable of withstanding 0,15LLL, but greater than 0,07LLL, provided that the forecastle
bottom damages as specified in Ch 3, Sec 3, [3.4]. height is not less than one half of standard height of super-
structure between 0,07LLL and the forward perpendicular.
3.1.7 Special requirements for passenger ships and tankers
are specified in Part D. 5.1.5 Where the forecastle height is less than one half of the
standard height of superstructure, the credited bow height
4 Compartments forward of the may be determined as follows:
collision bulkhead a) Where the freeboard deck has sheer extending from
abaft 0,15LLL, by a parabolic curve having its origin at
0,15LLL abaft the forward perpendicular at a height
4.1 General
equal to the midship depth of the ship, extended
4.1.1 The fore peak and other compartments located for- through the point of intersection of forecastle bulkhead
ward of the collision bulkhead cannot be used for the car- and deck, and up to a point at the forward perpendicu-
riage of fuel oil or other flammable products. lar not higher than the level of the forecastle deck (see
This requirement does not apply to ships of less than 400 Fig 1). However, if the value of the height denoted ht in
tons gross tonnage, except for those where the fore peak is Fig 1 is smaller than the value of the height denoted hb
the forward cofferdam of tanks arranged for the carriage of then ht may be replaced by hb in the available bow
flammable liquid products having a flash point not exceed- height, where:
ing 60°C. 0, 15 L L L⎞ 2
h t = Z b ⎛ -------------------
- – Zt
⎝ xb ⎠
5 Minimum bow height Zb , Zt : As defined in Fig 1
hf : Half standard height of superstructure.
5.1 General
b) Where the freeboard deck has sheer extending for less
5.1.1 The bow height Fb defined as the vertical distance at than 0,15LLL or has no sheer, by a line from the forecas-
the forward perpendicular between the waterline corre- tle deck at side at 0,07LLL extended parallel to the base
sponding to the assigned summer freeboard and the line to the forward perpendicular (see Fig 2).
designed trim and the top of the exposed deck at side, is to
be not less than: 5.1.6 All ships assigned a type B freeboard, other than oil
tankers, chemical tankers and gas carriers, are to have addi-
Fb = [6075(LLL/100) − 1875(LLL/100)2 + 200(LLL/100)3] x
tional reserve buoyancy in the fore end. Within the range of
[2,08 + 0,609Cb − 1,603Cwf − 0,0129(LLL/T1)]
0,15LLL abaft of the forward perpendicular, the sum of the
where: projected area between the summer load waterline and the
Fb : Calculated minimum bow height, in mm deck at side (A1 and A2 in Fig 3) and the projected area of
T1 : Draught at 85% of the least moulded depth, in an enclosed superstructure, if fitted, is, in m2, to be not less
m, as defined in Ch 1, Sec 2, [3.2.2] than:
Cwf : Waterplane area coefficient forward of LLL/2: A3 = (0,15 Fmin + 4 (LLL/3 + 10)) LLL/1000

Aw f
where:
C w f = ----------
- Fmin : Fmin = (F0 ⋅ f1) + f2
L LL
------- B
2 F0 : Tabular freeboard, in mm, taken from the Inter-
Awf : Waterplane area forward of LLL/2 at draught T1, national Convention on Load Lines, as
in m2. amended, Table 28.2, corrected for regulation
27(9) or 27(10), as applicable
For ships to which timber freeboards are assigned, the sum-
mer freeboard (and not the timber summer freeboard) is to f1 : Correction for block coefficient given in the
be assumed when applying the formula above. International Convention on Load Lines, as
amended, regulation 30
5.1.2 Where the bow height required in [5.1.1] is obtained f2 : Correction for depth, in mm, given in the Inter-
by sheer, the sheer is to extend for at least 15% of LLL of the national Convention on Load Lines, as
ship measured from the forward perpendicular. Where it is amended, regulation 31.

July 2011 Bureau Veritas 35

Pt B, Ch 2, Sec 2

Figure 1 : Credited bow height where the freeboard deck has sheer extending from abaft 0,15 L







 


  





   



Figure 2 : Credited bow height where the freeboard deck has sheer extending for less than 0,15 L







   



Figure 3 : Areas A1, A2 and A3

Enclosed superstructure, if fitted

Actual sheer curve

A3
Freeboard deck A2

A1

Summer W.L.
0.15L

FP

36 Bureau Veritas July 2011

 Pt B, Ch 2, Sec 2

6 Shaft tunnels tiguous to the machinery space boundaries, they are prefer-
ably to have a common boundary with the double bottom
tanks and the area of the tank boundary common with the
6.1 General
machinery spaces is to be kept to a minimum.
6.1.1 Shaft tunnels are to be watertight. Where such tanks are situated within the boundaries of
See also Ch 9, Sec 2. machinery spaces of category A, they may not contain fuel
oil having a flashpoint of less than 60°C.
7 Watertight ventilators and trunks
8.1.3 Fuel oil tanks may not be located where spillage or
7.1 General leakage therefrom can constitute a hazard by falling on
heated surfaces.
7.1.1 Watertight ventilators and trunks are to be carried at
least up to the bulkhead deck in passenger ships and up to Precautions are to be taken to prevent any oil that may
the freeboard deck in ships other than passenger ships. escape under pressure from any pump, filter or heater from
coming into contact with heated surfaces.
8 Fuel oil tanks Fuel oil tanks in boiler spaces may not be located immedi-
ately above the boilers or in areas subjected to high temper-
8.1 General atures, unless special arrangements are provided in
agreement with the Society.
8.1.1 The arrangements for the storage, distribution and
utilisation of the fuel oil are to be such as to ensure the 8.1.4 Where a compartment intended for goods or coal is
safety of the ship and persons on board. situated in proximity of a heated liquid container, suitable
thermal insulation is to be provided.
8.1.2 As far as practicable, fuel oil tanks are to be part of
the ship’s structure and are to be located outside machinery 8.2 Fuel oil tank protection
spaces of category A.
Where fuel oil tanks, other than double bottom tanks, are 8.2.1 All ships with an aggregate oil fuel capacity of
necessarily located adjacent to or within machinery spaces 600 m3 are to comply with the requirements of the Regula-
of category A, at least one of their vertical sides is to be con- tion 12 A of Annex I to Marpol Convention, as amended.

July 2011 Bureau Veritas 37

Pt B, Ch 2, Sec 3

SECTION 3 ACCESS ARRANGEMENT

1 General 500 gross tonnage and over. For such ships, refer to the
applicable requirements of Part D.
1.1 3.1.2 The requirements in [3.2] to [3.4] are not applicable
to spaces in double bottom and double side tanks.
1.1.1 The number and size of small hatchways for trimming
and access openings to tanks or other enclosed spaces, are
to be kept to the minimum consistent with access and main-
3.2 Access to tanks
tenance of the space. 3.2.1 Tanks with a length equal to or greater than
35 m
2 Double bottom Tanks and subdivisions of tanks having lengths of 35 m and
above are to be fitted with at least two access hatchways
and ladders, as far apart as practicable longitudinally.
2.1 Inner bottom manholes
3.2.2 Tanks with a length less than 35 m
2.1.1 Inner bottom manholes are to be not less than 400 Tanks less than 35 m in length are to be served by at least
mm x 400 mm. Their number and location are to be so one access hatchway and ladder.
arranged as to provide convenient access to any part of the
double bottom. 3.2.3 Dimensions of access hatchways
The dimensions of any access hatchway are to be sufficient
2.1.2 Inner bottom manholes are to be closed by watertight to allow a person wearing a self-contained breathing appa-
plate covers. ratus to ascend or descend the ladder without obstruction
Doubling plates are to be fitted on the covers, where and also to provide a clear opening to facilitate the hoisting
secured by bolts. of an injured person from the bottom of the tank. In no case
Where no ceiling is fitted, covers are to be adequately pro- is the clear opening to be less than 600 mm x 600 mm.
tected from damage by the cargo. 3.2.4 Tanks subdivided by wash bulkheads
When a tank is subdivided by one or more wash bulkheads,
2.2 Floor and girder manholes at least two hatchways are to be fitted, and these hatchways
are to be so located that the associated ladders effectively
2.2.1 Manholes are to be provided in floors and girders so serve all subdivisions of the tank.
as to provide convenient access to all parts of the double
bottom. 3.3 Access within tanks
2.2.2 The size of manholes and lightening holes in floors 3.3.1 Wash bulkheads in tanks
and girders is, in general, to be less than 50 per cent of the Where one or more wash bulkheads are fitted in a tank,
local height of the double bottom. they are to be provided with openings not less than 600 x
Where manholes of greater sizes are needed, edge rein- 800 mm and so arranged as to facilitate the access of per-
forcement by means of flat bar rings or other suitable stiffen- sons wearing breathing apparatus or carrying a stretcher
ers may be required. with a patient.

2.2.3 Manholes may not be cut into the continuous cen- 3.3.2 Passage on the tank bottom
treline girder or floors and girders below pillars, except To provide ease of movement on the tank bottom through-
where allowed by the Society on a case by case basis. out the length and breadth of the tank, a passageway is to
be fitted on the upper part of the bottom structure of each
3 Access arrangement to and within tank, or alternatively, manholes having at least the dimen-
sions of 600 mm x 800 mm are to be arranged in the floors
spaces in, and forward of, the cargo at a height of not more than 600 mm from the bottom shell
area plating.

3.1 General 3.3.3 Passageways in the tanks

a) Passageways in the tanks are to have a minimum width
3.1.1 The requirements in [3.2] to [3.4] are not applicable of 600 mm considering the requirement for the possibil-
to ships with service notations bulk carrier ESP, ore carrier ity of carrying an unconscious person. Elevated passage-
ESP, combination carrier ESP, of 20,000 gross tonnage and ways are to be provided with guard rails over their entire
over, and to ships with service notation oil tanker ESP of length. Where guard rails are provided on one side only,

38 Bureau Veritas July 2011

 Pt B, Ch 2, Sec 3

foot rails are to be fitted on the opposite side. Shelves 3.4.4 Width of ladders
and platforms forming a part of the access to the tanks
The width of ladders between stringers is not to be less than
are to be of non-skid construction where practicable
400 mm.
and be fitted with guard rails. Guard rails are to be fitted
to bulkhead and side stringers when such structures are 3.4.5 Treads
being used for recognised access.
The treads are to be equally spaced at a distance apart
b) Access to elevated passageways from the ship's bottom measured vertically not exceeding 300 mm. They are to be
is to be provided by means of easily accessible passage- formed of two square steel bars of not less than 22 mm by
ways, ladders or treads. Treads are to provide lateral 22 mm in section fitted to form a horizontal step with the
support for the foot. Where rungs of ladders are fitted edges pointing upward, or of equivalent construction. The
against a vertical surface, the distance from the centre of
treads are to be carried through the side stringers and
the rungs to that surface is to be at least 150 mm.
attached thereto by double continuous welding.
c) When the height of the bottom structure does not
exceed 1,50 m, the passageways required in a) may be 3.4.6 Sloping ladders
replaced by alternative arrangements having regard to All sloping ladders are to be provided with handrails of sub-
the bottom structure and requirement for ease of access stantial construction on both sides fitted at a convenient dis-
of a person wearing a self-contained breathing appara- tance above the treads.
tus or carrying a stretcher with a patient.

3.3.4 Manholes 4 Shaft tunnels

Where manholes are fitted, as indicated in [2.2.2], access is
to be facilitated by means of steps and hand grips with plat- 4.1 General
form landings on each side.
4.1.1 Tunnels are to be large enough to ensure easy access
3.3.5 Guard rails
to shafting.
Guard rails are to be 900 mm in height and consist of a rail
and intermediate bar. These guard rails are to be of substan-
tial construction. 4.1.2 Access to the tunnel is to be provided by a watertight
door fitted on the aft bulkhead of the engine room in com-
pliance with Ch 2, Sec 1, [5], and an escape trunk which
3.4 Construction of ladders can also act as watertight ventilator is to be fitted up to the
3.4.1 General subdivision deck, for tunnels greater than 7 m in length.
In general, the ladders are not to be inclined at an angle
exceeding 70°. The flights of ladders are not to be more 5 Access to steering gear compartment
than 9 m in actual length. Resting platforms of adequate
dimensions are to be provided.
5.1
3.4.2 Construction
Ladders and handrails are to be constructed of steel of ade- 5.1.1 The steering gear compartment is to be readily acces-
quate strength and stiffness and securely attached to the sible and, as far as practicable, separated from machinery
tank structure by stays. The method of support and length spaces.
of stay are to be such that vibration is reduced to a practical
minimum. 5.1.2 Suitable arrangements to ensure working access to
steering gear machinery and controls are to be provided.
3.4.3 Corrosive effect of the cargo
Provision is to be made for maintaining the structural These arrangements are to include handrails and gratings or
strength of the ladders and railings taking into account the other non-slip surfaces to ensure suitable working condi-
corrosive effect of the cargo. tions in the event of hydraulic fluid leakage.

July 2011 Bureau Veritas 39

Pt B, Ch 2, Sec 3

40 Bureau Veritas July 2011

 Part B
Hull and Stability

Chapter 3

STABILITY

SECTION 1 GENERAL

SECTION 2 INTACT STABILITY

SECTION 3 DAMAGE STABILITY

APPENDIX 1 INCLINING TEST AND LIGHTWEIGHT CHECK

APPENDIX 2 TRIM AND STABILITY BOOKLET

APPENDIX 3 PROBABILISTIC DAMAGE STABILITY METHOD FOR

CARGO SHIPS

APPENDIX 4 DAMAGE STABILITY CALCULATION FOR SHIPS ASSIGNED

WITH A REDUCED FREEBOARD

July 2011 Bureau Veritas 41

42 Bureau Veritas July 2011
 Pt B, Ch 3, Sec 1

SECTION 1 GENERAL

1 General • and, as applicable:

- grain loading manual, as required in Pt D, Ch 4, Sec
1.1 Application 3, [2.2.2]
- damage stability calculations, as required in Ch 3,
1.1.1 General Sec 3, [3.1]
- damage control documentation, as required in Ch 3,
All ships equal to or greater than 24 m in length may be
Sec 3, [4]
assigned class only after it has been demonstrated that their
intact stability is adequate. Adequate intact stability means - loading computer documentation, as required in Ch
compliance with standards laid down by the relevant 3, Sec 2, [1.1.2] and in Ch 3, Sec 3, [3.1.3].
Administration or with the requirements specified in this
Chapter taking into account the ship’s size and type. In any A copy of the trim and stability booklet and, if applica-
case, the level of intact stability is not to be less than that ble, the grain stability booklet, the damage control doc-
provided by the Rules. umentation or the loading computer documentation is
to be available on board for the attention of the Master.
1.1.2 Ships less than 24 m in length
2.1.2 Provisional documentation
The Rules also apply to ships less than 24 m in length. In The Society reserves the right to accept or demand the sub-
this case, the requirements concerned may be partially mission of provisional stability documentation for examina-
omitted when deemed appropriate by the Society. tion.

Provisional stability documentation includes loading condi-

1.1.3 Approval of the Administration
tions based on estimated lightship values.
Evidence of approval by the Administration concerned may
2.1.3 Final documentation
be accepted for the purpose of classification.
Final stability documentation based on the results of the
inclining test or the lightweight check is to be submitted for
2 Examination procedure examination.

When provisional stability documentation has already been

2.1 Documents to be submitted submitted and the difference between the estimated values
of the lightship and those obtained after completion of the
2.1.1 List of documents test is less than:
For the purpose of the examination of the stability, the doc- • 2% for the displacement, and
umentation listed in Ch 1, Sec 3, [1.1.2] is to be submitted
• 1% of the length between perpendiculars for the longi-
for information.
tudinal position of the centre of gravity,
The stability documentation to be submitted for approval, as
indicated in Ch 1, Sec 3, [1.2.1], is as follows: and the determined vertical position of the centre of gravity
is not greater than the estimated vertical position of the cen-
• Inclining test report for the ship, as required in [2.2] or: tre of gravity, the provisional stability documentation may
be accepted as the final stability documentation.
- where the stability data is based on a sister ship, the
inclining test report of that sister ship along with the
lightship measurement report for the ship in ques- 2.2 Inclining test/lightweight check
tion; or
2.2.1 Definitions
- where lightship particulars are determined by meth-
ods other than inclining of the ship or its sister, the a) Lightship
lightship measurement report of the ship along with
a summary of the method used to determine those The lightship is a ship complete in all respects, but with-
particulars as indicated in [2.2.4]. out consumables, stores, cargo, and crew and effects,
and without any liquids on board except for machinery
• trim and stability booklet, as required in Ch 3, Sec 2, and piping fluids, such as lubricants and hydraulics,
[1.1.1] which are at operating levels.

July 2011 Bureau Veritas 43

Pt B, Ch 3, Sec 1

b) Inclining test The inclining test or lightweight check is to be attended by a

Surveyor of the Society. The Society may accept inclining
The inclining test is a procedure which involves moving
tests or lightweight checks attended by a member of the flag
a series of known weights, normally in the transverse
Administration.
direction, and then measuring the resulting change in
the equilibrium heel angle of the ship. By using this The inclining test is adaptable to ships less than 24 m in
information and applying basic naval architecture prin- length, provided that precautions are taken, on a case by
ciples, the ship's vertical centre of gravity (VCG or KG) case basis, to ensure the accuracy of the test procedure.
is determined.
c) Lightweight check 2.2.3 Inclining test
The lightweight check is a procedure which involves
auditing all items which are to be added, deducted or The inclining test is required in the following cases:
relocated on the ship at the time of the inclining test so • Any new ship, after its completion, except for the cases
that the observed condition of the ship can be adjusted specified in [2.2.4]
to the lightship condition. The weight and longitudinal,
transverse and vertical location of each item are to be • Any ship, if deemed necessary by the Society, where any
accurately determined and recorded. The lightship dis- alterations are made so as to materially affect the stability.
placement and longitudinal centre of gravity (LCG) can
be obtained using this information, as well as the static Note 1: Due attention is to be paid to SOLAS Ch.II.1 Reg.22 (if
waterline of the ship at the time of the inclining test as applicable) whereby it is stipulated that such allowance is subject
determined by measuring the freeboard or verified to the Flag Authorities agreement (refer to Pt A, Ch 1, Sec 1,
draught marks of the ship, the ship's hydrostatic data [3.1.1]).
and the sea water density.
2.2.4 Lightweight check
2.2.2 General
The Society may allow a lightweight check to be carried out
Any ship for which a stability investigation is requested in in lieu of an inclining test in the case of:
order to comply with class requirements is to be initially
subjected to an inclining test permitting the evaluation of • stability data are available from the inclining test of a sis-
the position of the lightship centre of gravity, or a light- ter ship and it is shown to the satisfaction of the Society
weight check of the lightship displacement, so that the sta- that reliable stability information for the exempted ship
bility data can be determined. Cases for which the inclining can be obtained from such basic data. A weight survey
test is required and those for which the lightweight check is shall be carried out upon completion and the ship shall
accepted in its place are listed in [2.2.4] and [2.2.5]. be inclined whenever in comparison with the data
derived from the sister ship, a deviation from the light-
A detailed procedure of the test is to be submitted to the
ship displacement exceeding 1% for ships of 160 m or
Society prior to the test. This procedure is to include:
more in length and 2% for ships of 50 m or less in
length and as determined by linear interpolation for
a) identification of the ship by name and shipyard hull
intermediate lengths or a deviation from the lightship
number, if applicable
longitudinal centre of gravity exceeding 0.5% of LS is
b) date, time and location of the test found.
c) inclining weight data: • special types of ship, such as pontoons, provided that
• type the vertical centre of gravity is considered at the level of
the deck.
• amount (number of units and weight of each)
• special types of ship provided that:
• certification
• method of handling (i.e. sliding rail or crane) - a detailed list of weights and the positions of their
centres of gravity is submitted
• anticipated maximum angle of heel to each side
- a lightweight check is carried out, showing accord-
d) measuring devices:
ance between the estimated values and those deter-
• pendulums - approximate location and length mined
• U-tubes - approximate location and length - adequate stability is demonstrated in all the loading
• inclinometers - Location and details of approvals and conditions reported in the trim and stability booklet.
calibrations
2.2.5 Detailed procedure
e) approximate trim
A detailed procedure for conducting an inclining test is
f) condition of tanks
included in Ch 3, App 1. For the lightweight check, the
g) estimate weights to deduct, to complete, and to relocate same procedure applies except as provided for in Ch 3, App
in order to place the ship in its true lightship condition. 1, [1.1.9].

44 Bureau Veritas July 2011

 Pt B, Ch 3, Sec 2

SECTION 2 INTACT STABILITY

1 General 1.2.2 Permanent solid ballast is to be installed under the

supervision of the Society.
1.1 Information for the Master
2 Design criteria
1.1.1 Stability booklet
Each ship is to be provided with a stability booklet, 2.1 General intact stability criteria
approved by the Society, which contains sufficient informa-
tion to enable the Master to operate the ship in compliance 2.1.1 General
with the applicable requirements contained in this Section. The intact stability criteria specified in [2.1.2], [2.1.3],
Where any alterations are made to a ship so as to materially [2.1.4],and [2.1.5] are to be complied with for the loading
affect the stability information supplied to the Master, conditions mentioned in Ch 3, App 2, [1.2].
amended stability information is to be provided. If neces-
However, the lightship condition not being an operational
sary the ship is to be re-inclined. loading case, the Society may accept that part of the above-
Stability data and associated plans are to be drawn up in mentioned criteria are not fulfilled.
the working language of the ship and any other language
These criteria set minimum values, but no maximum values
the Society may require. reference is also made to the Inter-
are recommended. It is advisable to avoid excessive values
national Safety Management (ISM) Code, adopted by IMO
of metacentric height, since these might lead to acceleration
by resolution A.741(18). All translations of the stability
forces which could be prejudicial to the ship, its equipment
booklet are to be approved.
and to safe carriage of the cargo.
The format of the trim and stability booklet and the informa-
tion included are specified in Ch 3, App 2. 2.1.2 GZ curve area
1.1.2 Loading instrument The area under the righting lever curve (GZ curve) is to be
As a supplement to the approved stability booklet, a loading not less than 0,055 m.rad up to θ = 30° angle of heel and
instrument, approved by the Society, may be used to facili- not less than 0,09 m.rad up to θ = 40° or the angle of down
tate the stability calculations mentioned in Ch 3, App 2. flooding θf if this angle is less than 40°. Additionally, the
area under the righting lever curve (GZ curve) between the
A simple and straightforward instruction manual is to be
angles of heel of 30° and 40° or between 30° and θf , if this
provided.
angle is less than 40°, is to be not less than 0,03 m.rad.
In order to validate the proper functioning of the computer
Note 1: θf is an angle of heel at which openings in the hull, super-
hardware and software, pre-defined loading conditions are structures or deckhouses which cannot be closed weathertight sub-
to be run in the loading instrument periodically, at least at merge. In applying this criterion, small openings through which
every periodical class survey, and the print-out is to be progressive flooding cannot take place need not be considered as
maintained on board as check conditions for future refer- open.This interpretation is not intended to be applied to existing
ence in addition to the approved test conditions booklet. ships.
The procedure to be followed, as well as the list of technical The means of closing air pipes are to be weathertight and of an
details to be sent in order to obtain loading instrument automatic type if the openings of the air pipes to which the devices
approval, are given in Ch 11, Sec 2, [4]. are fitted would be submerged at an angle of less than 40 degrees
(or any lesser angle which may be needed to suit stability require-
1.1.3 Operating booklets for certain ships ments) when the ship is floating at its summer load line draught.
Pressure/vacuum valves (P.V. valves) may be accepted on tankers.
Ships with innovative design are to be provided with addi-
Wooden plugs and trailing canvas hoses may not be accepted in
tional information in the stability booklet such as design lim-
positions 1 and 2 as defined in Ch 1, Sec 2, [3.21].
itations, maximum speed, worst intended weather
conditions or other information regarding the handling of
the craft that the Master needs to operate the ship. 2.1.3 Minimum righting lever
The righting lever GZ is to be at least 0,20 m at an angle of
1.2 Permanent ballast heel equal to or greater than 30°.

1.2.1 If used, permanent ballast is to be located in accord- 2.1.4 Angle of maximum righting lever
ance with a plan approved by the Society and in a manner The maximum righting arm is to occur at an angle of heel
that prevents shifting of position. Permanent ballast is not to preferably exceeding 30° but not less than 25°.
be removed from the ship or relocated within the ship with-
When the righting lever curve has a shape with two maxi-
out the approval of the Society. Permanent ballast particu-
mums, the first is to be located at a heel angle not less than
lars are to be noted in the ship’s stability booklet.
25°.

July 2011 Bureau Veritas 45

Pt B, Ch 3, Sec 2

In cases of ships with a particular design and subject to the Figure 1 : Severe wind and rolling
prior agreement of the flag Administration, the Society may
accept an angle of heel θmax less than 25° but in no case less
than 15°, provided that the area “A” below the righting lever
curve is not less than the value obtained, in m.rad, from the



following formula: 
A = 0,055 + 0,001 (30° − θmax)
where θmax is the angle of heel in degrees at which the right-
ing lever curve reaches its maximum.  
θ θ
2.1.5 Initial metacentric height 

 
The initial metacentric height GM 0 is not to be less than θ
0,15 m.

2.1.6 Elements affecting stability

A number of influences such as beam wind on ships with θ
large windage area, icing of topsides, water trapped on
deck, rolling characteristics, following seas, etc., which
adversely affect stability, are to be taken into account. 3.2.2 Criteria
Under the assumptions of [3.2.1], the following criteria are
2.1.7 Elements reducing stability
to be complied with:
Provisions are to be made for a safe margin of stability at all
• the area "b" is to be equal to or greater than area "a",
stages of the voyage, regard being given to additions of
where:
weight, such as those due to absorption of water and icing
(details regarding ice accretion are given in [6]) and to a : Area above the GZ curve and below lw2,
losses of weight such as those due to consumption of fuel between θR and the intersection of lw2 with
and stores. the GZ curve
b : Area above the heeling lever lw2 and below
3 Severe wind and rolling criterion the GZ curve, between the intersection of
(weather criterion) lw2 with the GZ curve and θ2
• the angle of heel under action of steady wind (θ0) is to
3.1 Scope be limited to 16° or 80% of the angle of deck edge
immersion, whichever is less.
3.1.1 This criterion supplements the stability criteria given
in [2.1] for ships of 24 m in length and over. The more strin- 3.2.3 Heeling levers
gent criteria of [2.1] and the weather criterion are to govern
The wind heeling levers lw1 and lw2, in m, referred to in
the minimum requirements.
[3.2.2], are constant values at all angles of inclination and
are to be calculated as follows:
3.2 Weather criterion P AZ
l W1 = --------------------
1000g Δ
3.2.1 Assumptions
and
The ability of a ship to withstand the combined effects of
beam wind and rolling is to be demonstrated for each l W2 = 1 ,5 l W 1
standard condition of loading, with reference to Fig 1 as fol-
lows: where:

• the ship is subjected to a steady wind pressure acting P : 504 N/m2 for unrestricted navigation notation.
perpendicular to the ship's centreline which results in a The value of P used for ships with restricted nav-
steady wind heeling lever (lw1) igation notation may be reduced subject to the
approval of the Society
• from the resultant angle of equilibrium (θ0), the ship is
A : Projected lateral area in m2, of the portion of the
assumed to roll owing to wave action to an angle of roll
ship and deck cargo above the waterline
(θ1) to windward
Z : Vertical distance in m, from the centre of A to
• the ship is then subjected to a gust wind pressure which
the centre of the underwater lateral area or
results in a gust wind heeling lever (lw2)
approximately to a point at one half the draught
• free surface effects, as described in [4], are to be
Δ : Displacement in t
accounted for in the standard conditions of loading as
set out in Ch 3, App 2, [1.2]. g = 9,81 m/s2.

46 Bureau Veritas July 2011

 Pt B, Ch 3, Sec 2

3.2.4 Angles of heel Table 1 : Values of coefficient X1

For the purpose of calculating the criteria of [3.2.2], the
angles in Fig 1 are defined as follows: B/T1 X1
θ0 : Angle of heel, in degrees, under action of steady ≤ 2,4 1,00
wind
2,5 0,98
θ1 : Angle of roll, in degrees, to windward due to
2,6 0,96
wave action, calculated as follows:
2,7 0,95
θ 1 = 109k X 1 X 2 rs 2,8 0,93
θ2 : Angle of downflooding (θf) in degrees, or 50° or 2,9 0,91
θc , whichever is less
3,0 0,90
θf : Angle of heel in degrees, at which openings in 3,1 0,88
the hull, superstructures or deckhouses which
3,2 0,86
cannot be closed weathertight immerse. In
applying this criterion, small openings through 3,4 0,82
which progressive flooding cannot take place ≥ 3,5 0,80
need not be considered as open
θc : Angle in degrees, of second intercept between Table 2 : Values of coefficient X2
wind heeling lever lw2 and GZ curves
θR = θ0 − θ1 CB X2
X1 : Coefficient defined in Tab 1 ≤ 0,45 0,75
X2 : Coefficient defined in Tab 2 0,50 0,82
k : Coefficient equal to: 0,55 0,89
k = 1,0 for a round-bilged ship having no bilge 0,60 0,95
or bar keels 0,65 0,97
k = 0,7 for a ship having sharp bilge
≥ 0,70 1,00
For a ship having bilge keels, a bar keel or both,
k is defined in Tab 3.
Table 3 : Values of coefficient k
r = 0,73 ± 0,6 (OG)/T1
OG : Distance in m, between the centre of gravity A K × 100
and the waterline (positive if centre of gravity is ---------------------
- k
L×B
above the waterline, negative if it is below)
0,0 1,00
T1 : Mean moulded draught in m, of the ship
1,0 0,98
s : Factor defined in Tab 4.
1,5 0,95
Note 1: The angle of roll θ1 for ships with anti-rolling devices is to
be determined without taking into account the operations of these 2,0 0,88
devices. 2,5 0,79
Note 2: The angle of roll θ1 may be obtained, in lieu of the above 3,0 0,74
formula, from model tests or full scale measurements.
3,5 0,72
The rolling period TR, in s, is calculated as follows:
≥ 4,0 0,70
2C B
T R = --------------
GM
Table 4 : Values of factor s
where:
B LW TR s
C = 0 ,373 + 0 ,023 ----- – 0 , 043 ---------
-
T1 100 ≤6 0,100
The symbols in the tables and formula for the rolling period 7 0,098
are defined as follows:
8 0,093
LW : Length in m, of the ship at the waterline
12 0,065
T1 : Mean moulded draught in m, of the ship
14 0,053
AK : Total overall area in m 2 of bilge keels, or area of
16 0,044
the lateral projection of the bar keel, or sum of
these areas, or area of the lateral projection of 18 0,038
any hull appendages generating added mass ≥ 20 0,035
during ship roll
GM : Metacentric height in m, corrected for free sur- (Intermediate values in these tables are to be obtained by
face effect. linear interpolation)

July 2011 Bureau Veritas 47

Pt B, Ch 3, Sec 2

3.2.5 Tab 1 to Tab 4 and formulae described in [3.2.4] are • tanks with variable filling level (e.g. consumable liquids
based on data from ships having: such as fuel oil, diesel oil, and fresh water, and also liq-
uid cargo and water ballast during liquid transfer opera-
• B/T1 smaller than 3,5 tions). Except as permitted in [4.5.1] and [4.6.1], the free
• (KG/T1−1) between − 0,3 and 0,5 surface correction is to be the maximum value attaina-
ble among the filling limits envisaged for each tank, con-
• TR smaller than 20 s.
sistent with any operating instructions.
For ships with parameters outside of the above limits the
angle of roll (θ1) may be determined with model experi- 4.4 Consumable liquids
ments of a subject ship with the procedure described in
IMO MSC.1/Circ. 1200 as the alternative. In addition, the 4.4.1 In calculating the free surfaces effect in tanks contain-
Society may accept such alternative determinations for any ing consumable liquids, it is to be assumed that for each
ship, if deemed appropriate. type of liquid at least one transverse pair or a single cen-
treline tank has a free surface and the tank or combination
3.2.6 Alternative means for determining the wind heeling of tanks taken into account are to be those where the effect
lever (lW1) may be accepted, to the satisfaction of the Soci- of free surface is the greatest.
ety as an equivalent to the calculation in [3.2.3]. When such
alternative tests are carried out, reference shall be made
based on the Interim Guidelines for alternative assessment
4.5 Water ballast tanks
of the weather criterion (IMO MSC.1/Circ.1200). the wind
4.5.1 Where water ballast tanks, including anti-rolling tanks
velocity used in the tests shall be 26 m/s in full scale with
and anti-heeling tanks, are to be filled or discharged during
uniform velocity profile. the value of wind velocity used for
the course of a voyage, the free surfaces effect is to be cal-
ships in restricted services may be reduced to the satisfac-
culated to take account of the most onerous transitory stage
tion of the Society.
relating to such operations.

4 Effects of free surfaces of liquids in 4.6 Liquid transfer operations

tanks
4.6.1 For ships engaged in liquid transfer operations, the
free surface corrections at any stage of the liquid transfer
4.1 General operations may be determined in accordance with the filling
level in each tank at the stage of the transfer operation.
4.1.1 For all loading conditions, the initial metacentric
height and the righting lever curve are to be corrected for
4.7 GM0 and GZ curve corrections
the effect of free surfaces of liquids in tanks.
4.7.1 The corrections to the initial metacentric height and
4.2 Consideration of free surface effects to the righting lever curve are to be addressed separately as
indicated in [4.7.2] and [4.7.3].
4.2.1 Free surface effects are to be considered whenever
the filling level in a tank is less than 98% of full condition. 4.7.2 In determining the correction to the initial metacen-
Free surface effects need not be considered where a tank is tric height, the transverse moments of inertia of the tanks
nominally full, i.e. filling level is 98% or above. Free surface are to be calculated at 0 degrees angle of heel according to
effects for small tanks may be ignored under the condition the categories indicated in [4.3.1].
in [4.8.1].
4.7.3 The righting lever curve may be corrected by any of
the following methods:
4.2.2 Nominally full cargo tanks should be corrected for
free surface effects at 98% filling level. In doing so, the cor- • correction based on the actual moment of fluid transfer
rection to initial metacentric height should be based on the for each angle of heel calculated; corrections may be
inertia moment of liquid surface at 5° of the heeling angle calculated according to the categories indicated in
divided by displacement, and the correction to righting [4.3.1]
lever is suggested to be on the basis of real shifting moment • correction based on the moment of inertia, calculated at
of cargo liquids. 0 degrees angle of heel, modified at each angle of heel
calculated; corrections may be calculated according to
the categories indicated in [4.3.1].
4.3 Categories of tanks
4.7.4 Whichever method is selected for correcting the right-
4.3.1 Tanks which are taken into consideration when deter- ing lever curve, only that method is to be presented in the
mining the free surface correction may be one of two cate- ship’s trim and stability booklet. However, where an alterna-
gories: tive method is described for use in manually calculated
• tanks with fixed filling level (e.g. liquid cargo, water bal- loading conditions, an explanation of the differences which
last). The free surface correction is to be defined for the may be found in the results, as well as an example correc-
actual filling level to be used in each tank. tion for each alternative, are to be included.

48 Bureau Veritas July 2011

 Pt B, Ch 3, Sec 2

4.8 Small tanks 5.3 Stability criteria

4.8.1 Small tanks which satisfy the following condition 5.3.1 For ships loaded with timber deck cargoes and pro-
using the values of k corresponding to an angle of inclina- vided that the cargo extends longitudinally between super-
tion of 30° need not be included in the correction: structures (where there is no limiting superstructure at the
after end, the timber deck cargo is to extend at least to the
M fs ⁄ Δ m in < 0 ,01 m
after end of the aftermost hatchway) and transversely for
where: the full beam of ship after due allowance for a rounded gun-
wale not exceeding 4% of the breadth of the ship and/or
Δmin : Minimum ship displacement, in t, calculated at securing the supporting uprights and which remains
dmin securely fixed at large angles of heel, the Society may apply
dmin : Minimum mean service draught, in m, of ship the criteria given in [5.3.2] to [5.3.5], which substitute
without cargo, with 10% stores and minimum those given in [2.1.2], [2.1.3], [2.1.4] and [2.1.5] and in
water ballast, if required. [3.2].

5.3.2 The area under the righting lever curve (GZ curve) is
4.9 Remainder of liquid
to be not less than 0,08 m.rad up to θ = 40° or the angle of
flooding if this angle is less than 40°.
4.9.1 The usual remainder of liquids in the empty tanks
need not be taken into account in calculating the correc-
tions, providing the total of such residual liquids does not 5.3.3 The maximum value of the righting lever (GZ) is to be
constitute a significant free surface effect. at least 0,25 m.

5.3.4 At all times during a voyage, the metacentric height

5 Cargo ships carrying timber deck GM0 is to be not less than 0,10 m after correction for the
cargoes free surface effects of liquid in tanks and, where appropri-
ate, the absorption of water by the deck cargo and/or ice
accretion on the exposed surfaces. (Details regarding ice
5.1 Application
accretion are given in [6]). Additionally, in the departure
condition the metacentric height is to be not less than
5.1.1 The provisions given hereunder apply to ships
0,10 m.
engaged in the carriage of timber deck cargoes. Ships that
are provided with and make use of their timber load line are
also to comply with the requirements of regulations 41 to 5.3.5 When determining the ability of the ship to withstand
45 of the International Load Line Convention 1966, as the combined effect of beam wind and rolling according to
amended. [3.2], the 16° limiting angle of heel under action of steady
wind is to be complied with, but the additional criterion of
80% of the angle of deck edge immersion may be ignored.
5.2 Definitions
5.4 Stability booklet
5.2.1 Timber
Timber means sawn wood or lumber, cants, logs, poles, 5.4.1 The ship is to be supplied with comprehensive stabil-
pulpwood and all other types of timber in loose or pack- ity information which takes into account timber deck cargo.
aged forms. The term does not include wood pulp or similar Such information is to enable the Master, rapidly and sim-
cargo. ply, to obtain accurate guidance as to the stability of the
ship under varying conditions of service. Comprehensive
5.2.2 Timber deck cargo rolling period tables or diagrams have proved to be very
Timber deck cargo means a cargo of timber carried on an useful aids in verifying the actual stability conditions.
uncovered part of a freeboard or superstructure deck. The
term does not include wood pulp or similar cargo. 5.4.2 For ships carrying timber deck cargoes, the Society
may deem it necessary that the Master be given information
5.2.3 Timber load line setting out the changes in deck cargo from that shown in
the loading conditions, when the permeability of the deck
Timber load line means a special load line assigned to ships
cargo is significantly different from 25% (see [5.5.1]).
complying with certain conditions related to their construc-
tion set out in the International Convention on Load Lines
1966, as amended, and used when the cargo complies with 5.4.3 For ships carrying timber deck cargoes, conditions
the stowage and securing conditions of the Code of Safe are to be shown indicating the maximum permissible
Practice for Ships Carrying Timber Deck Cargoes, 1991 amount of deck cargo having regard to the lightest stowage
(Resolution A.715(17)). rate likely to be met in service.

July 2011 Bureau Veritas 49

Pt B, Ch 3, Sec 2

5.5 Calculation of the stability curve 6 Icing

5.5.1 In addition to the provisions given in Ch 3, App 2,
6.1 Application
[1.3], the Society may allow account to be taken of the
buoyancy of the deck cargo assuming that such cargo has a 6.1.1 For any ship having an ice class notation or operating
permeability of 25% of the volume occupied by the cargo. in areas where ice accretion is likely to occur, adversely
Additional curves of stability may be required if the Society affecting a ship's stability, icing allowances are to be
considers it necessary to investigate the influence of differ- included in the analysis of conditions of loading.
ent permeabilities and/or assumed effective height of the
deck cargo.
6.2 Ships carrying timber deck cargoes
5.6 Loading conditions to be considered 6.2.1 The Master is to establish or verify the stability of his
ship for the worst service condition, having regard to the
5.6.1 The loading conditions which are to be considered increased weight of deck cargo due to water absorption
for ships carrying timber deck cargoes are specified in Ch 3, and/or ice accretion and to variations in consumable.
App 2, [1.2.2]. For the purpose of these loading conditions,
the ship is assumed to be loaded to the summer timber load 6.2.2 When timber deck cargoes are carried and it is antici-
line with water ballast tanks empty. pated that some formation of ice will take place, an allow-
ance is to be made in the arrival condition for the additional
5.7 Assumptions for calculating loading weight.
conditions
6.3 Calculation assumptions
5.7.1 The following assumptions are to be made for calcu-
lating the loading conditions referred to in Ch 3, App 2, 6.3.1 For ships operating in areas where ice accretion is
[1.2.2]: likely to occur, the following icing allowance is to be made
• the amount of cargo and ballast is to correspond to the in the stability calculations:
worst service condition in which all the relevant stability • 30 kg per square metre on exposed weather decks and
criteria reported in [2.1.2], [2.1.3], [2.1.4] and [2.1.5], or gangways
the optional criteria given in [5.3], are met • 7,5 kg per square metre for the projected lateral area of
• in the arrival condition, it is to be assumed that the each side of the ship above the water plane
weight of the deck cargo has increased by 10% due to • the projected lateral area of discontinuous surfaces of
water absorption. rail, sundry booms, spars (except masts) and rigging of
ships having no sails and the projected lateral area of
5.7.2 The stability of the ship at all times, including during
other small objects are to be computed by increasing
the process of loading and unloading timber deck cargo, is
the total projected area of continuous surfaces by 5%
to be positive and in compliance with the stability criteria of
and the static moments of this area by 10%.
[5.3]. It is to be calculated having regard to:
• the increased weight of the timber deck cargo due to: 6.3.2 Ships intended for operation in areas where ice is
- absorption of water in dried or seasoned timber, and known to occur are to be:
- ice accretion, if applicable (as reported in [6]) • designed to minimise the accretion of ice, and
• variations in consumable • equipped with such means for removing ice as, for
example, electrical and pneumatic devices, and/or spe-
• the free surface effect of liquid in tanks, and
cial tools such as axes or wooden clubs for removing ice
• the weight of water trapped in broken spaces within the from bulwarks, rails and erections.
timber deck cargo and especially logs.

5.7.3 Excessive initial stability is to be avoided as it will 6.4 Guidance relating to ice accretion
result in rapid and violent motion in heavy seas which will
6.4.1 The following icing areas are to be considered:
impose large sliding and racking forces on the cargo causing
high stresses on the lashings. Unless otherwise stated in the a) the area north of latitude 65°30'N, between longitude
stability booklet, the metacentric height is generally not to 28°W and the west coast of Iceland; north of the north
exceed 3% of the breadth in order to prevent excessive coast of Iceland; north of the rhumb line running from
acceleration in rolling provided that the relevant stability cri- latitude 66°N, longitude 15°W to latitude 73°30'N, lon-
teria given in [5.3] are satisfied. gitude 15°E, north of latitude 73°30'N between longi-
tude 15°E and 35°E, and east of longitude 35°E, as well
as north of latitude 56°N in the Baltic Sea
5.8 Stowage of timber deck cargoes
b) the area north of latitude 43°N bounded in the west by
5.8.1 The stowage of timber deck cargoes is to comply with the North American coast and the east by the rhumb
the provisions of chapter 3 of the Code of Safe Practice for line running from latitude 43°N, longitude 48°W to lati-
Ships Carrying Timber Deck Cargoes, 1991 (resolution tude 63°N, longitude 28°W and thence along longitude
A.715(17)). 28°W

50 Bureau Veritas July 2011

 Pt B, Ch 3, Sec 2

c) all sea areas north of the North American Continent, • within the areas defined in a), c), d) and e) of [6.4.1]
west of the areas defined in a) and b) known to having icing conditions significantly different
from those described in [6.3], ice accretion require-
d) the Bering and Okhotsk Seas and the Tartary Strait dur- ments of one half to twice the required allowance may
ing the icing season, and be applied
e) south of latitude 60°S. • within the area defined in b), where ice accretion in
excess of twice the allowance required by [6.3] may be
expected, more severe requirements than those given in
6.4.2 For ships operating where ice accretion may be
[6.3] may be applied.
expected:

July 2011 Bureau Veritas 51

Pt B, Ch 3, Sec 3

SECTION 3 DAMAGE STABILITY

1 Application draw a minimum GM curve where the attained subdivision

index A achieves the minimum required level of safety R.
For cargo ships, each case of damage is not required to
1.1 Ships for which damage stability is
comply with the applicable criteria, but the attained index
required A, which is the sum of the contribution of all damage cases,
1.1.1 Damage stability calculation is required for ships is to be equal to or greater than R.
which have been requested to receive SDS notation. The probabilistic method developed on the basis of the
above-mentioned concepts is detailed in Ch 3, App 3.
2 General As a general rule, the probabilistic method applies to cargo
ships of a length not less than 80 m, and for which no deter-
2.1 Approaches to be followed for damage ministic methods apply; the application of the probabilistic
stability investigation damage stability investigation is specified in the relevant
chapters of Part D.
2.1.1 General
Damage stability calculations are required in order to assess 3 Documents to be submitted
the attitude and stability of the ship after flooding.
In order to assess the behaviour of the ship after damage, 3.1 Damage stability calculations
two approaches have been developed: the deterministic
and the probabilistic, which are to be applied depending on 3.1.1 Damage stability documentation
the ship type as specified in Part D. For all ships to which damage stability requirements apply,
The metacentric heights (GM), stability levers (GZ) and cen- documents including damage stability calculations are to
tre of gravity positions for judging the final conditions are to be submitted.
be calculated by the constant displacement (lost buoyancy) The damage stability calculations are to include:
method.
• list of the characteristics (volume, centre of gravity, per-
2.1.2 Deterministic approach meability) of each compartment which can be damaged
The deterministic approach is based on standard dimen- • a table of openings in bulkheads, decks and side shell
sions of damage extending anywhere along the ship’s length reporting all the information about:
or between transverse bulkheads depending on the relevant - identification of the opening
requirements. - vertical, transverse and horizontal location
The consequence of such standard of damage is the crea- - type of closure: sliding, hinged or rolling for doors
tion of a group of damage cases, the number of which, as
- type of tightness: watertight, weathertight, semi-
well as the number of compartments involved in each case,
watertight or unprotected
depend on the ship’s dimensions and internal subdivision.
- operating system: remote control, local operation,
For each loading condition, each damage case is to be con-
indicators on the bridge, television surveillance,
sidered, and the applicable criteria are to be complied with.
water leakage detection, audible alarm, as applica-
Different deterministic methods in damage stability have ble
been developed depending on ship type, on freeboard
- foreseen utilization: open at sea, normally closed at
reduction, and on the kind of cargo carried.
sea, kept closed at sea
The deterministic methods to be applied for passenger
• list of all damage cases corresponding to the applicable
ships, oil tankers, chemical tankers, gas carriers and special
requirements
purpose ships are reported in the relevant chapters of Part
D. • detailed results of damage stability calculations for all
the loading conditions foreseen in the applicable
The deterministic methods to be applied in the case of free- requirements
board reduction are specified in Ch 3, App 4.
• the limiting GM/KG curve, if foreseen in the applicable
2.1.3 Probabilistic Approach requirements
The probabilistic concept takes the probability of survival • capacity plan
after collision as a measure of ship safety in the damaged • cross and down flooding devices and the calculations
condition, referred to as the attained subdivision index A. thereof according to Pt D, Ch 11, App 1 with informa-
The damage stability calculations are performed for a lim- tions about diameter, valves, pipe lengths and coordi-
ited number of draughts and relevant GM values in order to nates of inlet/outlet

52 Bureau Veritas July 2011

 Pt B, Ch 3, Sec 3

• watertight and weathertight door plan with pressure cal- 3.3.2 Openings
culation
The openings may be listed in the following categories,
• side contour and wind profile depending on their means of closure:
• pipes and damaged area when the destruction of these • Unprotected
pipes results in progressive flooding.
Unprotected openings may lead to progressive flooding
if they are situated within the range of the positive right-
3.1.2 Additional information for the probabilistic
ing lever curve or if they are located below the water-
approach
line after damage (at any stage of flooding). Unprotected
In addition to the information listed in [3.1.1], the following openings are openings which are not fitted with at least
is to be provided: weathertight means of closure.
• subdivision length LS • Weathertight
• initial draughts and the corresponding GM-values
Openings fitted with weathertight means of closure are
• required subdivision index R not able to sustain a constant head of water, but they
• attained subdivision index A with a summary table for can be intermittently immersed within the positive
all contributions for all damaged zones. range of stability.

• draught, trim, GM in damaged condition Weathertight openings may lead to progressive flooding
if they are located below the waterline after damage (at
• damage extension and definition of damage cases with any stage of flooding).
probabilistic values p, v and r
• Semi-watertight
• righting lever curve (including GZmax and range) with
factor of survivability s Internal openings fitted with semi-watertight means of
closure are able to sustain a constant head of water cor-
• critical weathertight and unprotected openings with responding to the immersion relevant to the highest
their angle of immersion waterline after damage at the equilibrium of the inter-
• details of sub-compartments with amount of in-flooded mediate stages of flooding.
water/lost buoyancy with their centres of gravity. Semi-watertight openings may lead to progressive flood-
ing if they are located below the final equilibrium
3.1.3 Loading instrument waterline after damage.
As a supplement to the approved damage stability docu- • Watertight
mentation, a loading instrument, approved by the Society,
Internal openings fitted with watertight means of closure
may be used to facilitate the damage stability calculations
are able to sustain a constant head of water correspond-
mentioned in [3.1.1].
ing to the distance between the lowest edge of this
The procedure to be followed, as well as the list of technical opening and the bulkhead/freeboard deck.
details to be sent in order to obtain loading instrument
Air pipe closing devices complying with Pt C, Ch 1, Sec
approval, are given in Ch 11, Sec 2, [4.6].
10, [9.1.6] may not be considered watertight, unless
additional arrangements are fitted in order to demon-
3.2 Permeabilities strate that such closing devices are effectively water-
tight.
3.2.1 Definition
The pressure/vacuum valves (PV valves) currently
The permeability of a space means the ratio of the volume installed on tankers do not theoretically provide com-
within that space which is assumed to be occupied by plete watertightness.
water to the total volume of that space. Manhole covers may be considered watertight provided
the cover is fitted with bolts located such that the dis-
3.2.2 General tance between their axes is less than five times the bolt’s
The permeabilities relevant to the type of spaces which can diameter.
be flooded depend on the applicable requirements. Such Access hatch covers leading to tanks may be considered
permeabilities are indicated in Part D for each type of ship. watertight.
Watertight openings do not lead to progressive flooding.
3.3 Progressive flooding
3.3.3 Pipes
3.3.1 Definition
Progressive flooding through pipes may occur when:
Progressive flooding is the additional flooding of spaces
which were not previously assumed to be damaged. Such • the pipes and connected valves are located within the
additional flooding may occur through openings or pipes as assumed damage, and no valves are fitted outside the
indicated in [3.3.2] and [3.3.3]. damage

July 2011 Bureau Veritas 53

Pt B, Ch 3, Sec 3

• the pipes, even if located outside the damage, satisfy all Flooding of such spaces shall not render emergency power
of the following conditions: and lighting, internal communication, signals or other emer-
- the pipe connects a damaged space to one or more gency devices inoperable in other parts of the ship
spaces located outside the damage
- the highest vertical position of the pipe is below the 4 Damage control documentation
waterline, and
- no valves are fitted. 4.1 General
The possibility of progressive flooding through ballast piping 4.1.1 Application
passing through the assumed extent of damage, where posi-
The damage control documentation is to include a damage
tive action valves are not fitted to the ballast system at the
control plan which is intended to provide ship’s officers
open ends of the pipes in the tanks served, is to be consid-
with clear information on the ship’s watertight compartmen-
ered. Where remote control systems are fitted to ballast
tation and equipment related to maintaining the boundaries
valves and these controls pass through the assumed extent
and effectiveness of the compartmentation so that, in the
of damage, then the effect of damage to the system is to be
event of damage causing flooding, proper precautions can
considered to ensure that the valves would remain closed in
be taken to prevent progressive flooding through openings
that event.
therein and effective action can be taken quickly to mitigate
If pipes, ducts or tunnels are situated within assumed and, where possible, recover the ship’s loss of stability.
flooded compartments, arrangements are to be made to The damage control documentation is to be clear and easy
ensure that progressive flooding cannot thereby extend to to understand. It is not to include information which is not
compartments other than those assumed flooded. However, directly relevant to damage control, and is to be provided in
the Society may permit minor progressive flooding if it is the language or languages of the ship’s officers. If the lan-
demonstrated that the additional flooding of those compart- guages used in the preparation of the documentation are
ments cannot lead to the capsizing or the sinking of the not English or French, a translation into one of these lan-
ship. guages is to be included.
Requirements relative to the prevention of progressive The use of a loading instrument performing damage stability
flooding are specified in Pt C, Ch 1, Sec 10, [5.5]. calculations may be accepted as a supplement to the dam-
age control documentation. This instrument is to be
3.4 Bottom damages approved by the Society according to the requirements of
Ch 11, Sec 2, [4.7].
3.4.1 General
The damage control plan is required for the following ships:
Ships which are not fitted with a double bottom as required
by Ch 2, Sec 2, [3.1.2] or which are fitted with unusual bot- • Ships carrying passengers
tom arrangements as defined in Ch 2, Sec 2, [3.1.6], are to • Dry cargo ships corresponding to:
comply with [3.4.2] and [3.4.3]. - Part D, Chapter 1

3.4.2 Bottom damage description - Part D, Chapter 2

The assumed extent of damage is described in Tab 1. - Part D, Chapter 3
If any damage of a lesser extent than the maximum damage - Part D, Chapter 4
specified in Tab 1 would result in a more severe condition, - Part D, Chapter 5
such damage should be considered. - Part D, Chapter 6
- Part D, Chapter 18
3.4.3 Stability criteria
Note 1: Dry cargo ship is intended to mean a cargo ship which has
Compliance with the requirements of Ch 2, Sec 2, [3.1.5] or
not been designed to carry liquid cargo in bulk; furthermore, the
Ch 2, Sec 2, [3.1.6] is to be achieved by demonstrating that
following ship types are not to be considered as dry cargo ships:
si , when calculated in accordance with Ch 3, App 3, [1.6],
• tugs, as defined in Part D, Chapter 14
is not less than 1 for all service conditions when subject to a
bottom damage assumed at any position along the ship’s • supply vessels, as defined in Part D, Chapter 15
bottom and with an extent specified in [3.4.2] for the • fire-fighting ships, as defined in Part D, Chapter 16
affected part of the ship. • oil recovery ships, as defined in Part D, Chapter 17.

Table 1 : Assumed extent of damage

For 0,3 L from the forward

Any other part of the ship
perpendicular of the ship
Longitudinal extent 1/3 L2/3 or 14,5 m, whichever is less 1/3 L2/3 or 14,5 m, whichever is less
Transverse extent B/6 or 10 m, whichever is less B/6 or 5 m, whichever is less
Vertical extent, measured from the keel line B/20 or 2 m, whichever is less B/20 or 2 m, whichever is less

54 Bureau Veritas July 2011

 Pt B, Ch 3, Sec 3

5 Specific interpretations Figure 1 : Major progressive flooding

righting arms
5.1 Assumed damage penetration in way of

³ 0.04m
sponsons

5.1.1 If sponsons are fitted, it is necessary to establish the

maximum assumed damage penetration (B/5) to be used
when deciding on the various damage cases. For this pur-
pose, the breadth B in the way of such sponsons is to be
measured to the outside of the sponsons.
heeling angles
qJ
Clear of any suck sponsons, the breadth B is to be the mid-
ship breadth measured to the outside of the original shell. In
other words, the assumed penetration of B/5 is the same as
that which applied before the fitting of sponsons.
Figure 2 : Progressive flooding of limited nature
5.2 Effect of progressive flooding on the GZ
curve righting arms

< 0.04 m
5.2.1 When major progressive flooding occurs, that is when
it causes a rapid reduction in the righting lever of 0,04 m or
more, the righting lever curve is to be considered as termi-
nated at the angle the progressive flooding occurs and the
range and the area are to be measured to that angle, as
shown in Fig 1.

5.2.2 In the case where the progressive flooding is of lim-

ited nature that does not continue unabated and causes an
acceptably slow reduction in righting lever of less than 0,04
m, the remainder of the curve is to be partially truncated by heeling angles
assuming that the progressively flooded space is so flooded
from the beginning, as shown in Fig 2.

July 2011 Bureau Veritas 55

Pt B, Ch 3, App 1

APPENDIX 1 INCLINING TEST AND LIGHTWEIGHT CHECK

1 Inclining test and lightweight check • decks should be free of water. Water trapped on deck
may shift and pocket in a fashion similar to liquids in a
tank. Any rain, snow or ice accumulated on the ship
1.1 General should be removed prior to the test.
1.1.1 General conditions of the ship
1.1.2 Inclining weights
The following conditions are to be met, as far as practicable:
The total weight used is preferably to be sufficient to pro-
• the weather conditions are to be favourable vide a minimum inclination of one degree and a maximum
• the ship should be moored in a quiet, sheltered area free of four degrees of heel to each side. The Society may, how-
from extraneous forces such as propeller wash from ever, accept a smaller inclination angle for large ships pro-
passing vessels, or sudden discharges from shore side vided that the requirement on pendulum deflection or U-
pumps. The tide conditions and the trim of the ship dur- tube difference in height specified in [1.1.4] is complied
ing the test should be considered. Prior to the test, the with. Test weights are to be compact and of such a configu-
depth of water should be measured and recorded in as ration that the VCG (vertical centre of gravity) of the
many locations as are necessary to ensure that the ship weights can be accurately determined. Each weight is to be
will not contact the bottom. The specific gravity of water marked with an identification number and its weight. Re-
should be accurately recorded. The ship should be certification of the test weights is to be carried out prior to
moored in a manner to allow unrestricted heeling. The the incline. A crane of sufficient capacity and reach, or
access ramps should be removed. Power lines, hoses, some other means, is to be available during the inclining test
etc., connected to shore should be at a minimum, and to shift weights on the deck in an expeditious and safe man-
kept slack at all times ner. Water ballast transfer may be carried out, when it is
impractical to incline using solid weights and subject to
• the ship should be as upright as possible; with inclining
requirement of [1.1.3].
weights in the initial position, up to one-half degree of
list is acceptable. The actual trim and deflection of keel, Weights, such as porous concrete, that can absorb signifi-
if practical, should be considered in the hydrostatic cant amounts of moisture should only be used if they are
data. In order to avoid excessive errors caused by signif- weighed just prior to the inclining test or if recent weight
icant changes in the water plane area during heeling, certificates are presented. Each weight should be marked
hydrostatic data for the actual trim and the maximum with an identification number and its weight. For small
anticipated heeling angles should be checked before- ships, drums completely filled with water may be used.
hand Drums should normally be full and capped to allow accu-
rate weight control. In such cases, the weight of the drums
• cranes, derrick, lifeboats and liferafts capable of induc-
should be verified in the presence of a surveyor of the Soci-
ing oscillations are to be secured
ety using a recently calibrated scale.
• main and auxiliary boilers, pipes and any other system Precautions should be taken to ensure that the decks are
containing liquids are to be filled not overloaded during weight movements. If deck strength
• the bilge and the decks are to be thoroughly dried is questionable then a structural analysis should be per-
• the anticipated liquid loading for the test should be formed to determine if existing framing can support the
included in the planning for the test. Preferably, all tanks weight.
should be empty and clean, or completely full. The Generally, the test weights should be positioned as far out-
number of slack tanks should be kept to an absolute board as possible on the upper deck. The test weights
minimum. The viscosity of the fluid, the depth of the should be on board and in place prior to the scheduled time
fluid and the shape of the tank should be such that the of the inclining test.
free surface effect can be accurately determined
1.1.3 Water ballast as inclining weight
• the weights necessary for the inclination are to be Where the use of solid weights to produce the inclining
already on board, located in the correct place moment is deemed to be impracticable, the movement of
• all work on board is to be suspended and crew or per- ballast water may be permitted as an alternative method.
sonnel not directly involved in the incline test are to This acceptance would be granted for a specific test only,
leave the ship and approval of the test procedure by the Society is
• the ship is to be as complete as possible at the time of required. As a minimal prerequisite for acceptability, the
the test. The number of weights to be removed, added following conditions are to be required:
or shifted is to be limited to a minimum. Temporary • inclining tanks are to be wall-sided and free of large
material, tool boxes, staging, sand, debris, etc., on stringers or other internal members that create air pockets
board is to be reduced to an absolute minimum • tanks are to be directly opposite to maintain ship’s trim

56 Bureau Veritas July 2011

 Pt B, Ch 3, App 1

• specific gravity of ballast water is to be measured and To avoid pocketing, slack tanks are normally to be of regular
recorded (i.e. rectangular, trapezoidal, etc.) cross section and be
20% to 80% full if they are deep tanks and 40% to 60%
• pipelines to inclining tanks are to be full. If the ship’s
full if they are double-bottom tanks. These levels ensure that
piping layout is unsuitable for internal transfer, portable
the rate of shifting of liquid remains constant throughout the
pumps and pipes/hoses may be used
heel angles of the inclining test. If the trim changes as the
• blanks must be inserted in transverse manifolds to pre- ship is inclined, then consideration are also to be given to
vent the possibility of liquids being “leaked” during longitudinal pocketing. Slack tanks containing liquids of suf-
transfer. Continuous valve control must be maintained ficient viscosity to prevent free movement of the liquids, as
during the test the ship is inclined (such as bunker at low temperature), are
to be avoided since the free surface cannot be calculated
• all inclining tanks must be manually sounded before accurately. A free surface correction for such tanks is not to
and after each shift be used unless the tanks are heated to reduce viscosity.
• vertical, longitudinal and transverse centres are to be Communication between tanks are never to be allowed.
calculated for each movement Cross-connections, including those via manifolds, are to be
closed. Equal liquid levels in slack tank pairs can be a warn-
• accurate sounding/ullage tables are to be provided. The ing sign of open cross connections. A bilge, ballast, and fuel
ship’s initial heel angle is to be established prior to the oil piping plan can be referred to, when checking for cross
incline in order to produce accurate values for volumes connection closures.
and transverse and vertical centres of gravity for the
inclining tanks at every angle of heel. The draught marks 1.1.6 Means of communications
amidships (port and starboard) are to be used when Efficient two-way communications are to be provided
establishing the initial heel angle between central control and the weight handlers and
• verification of the quantity shifted may be achieved by a between central control and each pendulum station. One
flowmeter or similar device person at a central control station is to have complete con-
trol over all personnel involved in the test.
• the time to conduct the inclining is to be evaluated. If
time requirements for transfer of liquids are considered 1.1.7 Documentation
too long, water may be unacceptable because of the The person in charge of the inclining test is to have available
possibility of wind shifts over long periods of time. a copy of the following plans at the time of the test:
• lines plan
1.1.4 Pendulums
• hydrostatic curves or hydrostatic data
The use of three pendulums is recommended but a mini- • general arrangement plan of decks, holds, inner bot-
mum of two are to be used to allow identification of bad toms, etc.
readings at any one pendulum station. However, for ships of
• capacity plan showing capacities and vertical and longi-
a length equal to or less than 30 m, only one pendulum can
tudinal centres of gravity of cargo spaces, tanks, etc.
be accepted. They are each to be located in an area pro- When water ballast is used as inclining weights, the
tected from the wind. The pendulums are to be long transverse and vertical centres of gravity for the applica-
enough to give a measured deflection, to each side of ble tanks, for each angle of inclination, must be available
upright, of at least 15 cm. To ensure recordings from indi-
vidual instruments are kept separate, it is suggested that the • tank sounding tables
pendulums be physically located as far apart as practical. • draught mark locations, and
The use of an inclinometer or U-tube is to be considered in • docking drawing with keel profile and draught mark cor-
each separate case. It is recommended that inclinometers or rections (if available).
other measuring devices only be used in conjunction with at
1.1.8 Determination of the displacement
least one pendulum.
The operations necessary for the accurate evaluation of the
1.1.5 Free surface and slack tanks displacement of the ship at the time of the inclining test, as
listed below, are to be carried out:
The number of slack tanks should normally be limited to
• draught mark readings are to be taken at aft, midship
one port/starboard pair or one centreline tank of the follow-
and forward, at starboard and port sides
ing:
• the mean draught (average of port and starboard read-
• fresh water reserve feed tanks ing) is to be calculated for each of the locations where
• fuel/diesel oil storage tanks draught readings are taken and plotted on the ship's
lines drawing or outboard profile to ensure that all read-
• fuel/diesel oil day tanks ings are consistent and together define the correct
waterline. The resulting plot is to yield either a straight
• lube oil tanks
line or a waterline which is either hogged or sagged. If
• sanitary tanks inconsistent readings are obtained, the freeboards/
draughts are to be retaken
• potable water tanks.

July 2011 Bureau Veritas 57

Pt B, Ch 3, App 1

• the specific gravity of the sea water is to be determined. After each weight movement, the distance the weight was
Samples are to be taken from a sufficient depth of the moved (centre to centre) is to be measured and the heeling
water to ensure a true representation of the sea water moment calculated by multiplying the distance by the
and not merely surface water, which could contain fresh amount of weight moved. The tangent is calculated for each
water from run off of rain. A hydrometer is to be placed pendulum by dividing the deflection by the length of the
in a water sample and the specific gravity read and pendulum. The resultant tangents are plotted on the graph
recorded. For large ships, it is recommended that sam- as shown in Fig 2.
ples of the sea water be taken forward, midship and aft,
The plot is to be run during the test to ensure that accept-
and the readings averaged. For small ships, one sample
able data are being obtained.
taken from midship is sufficient. The temperature of the
water is to be taken and the measured specific gravity The pendulum deflection is to be read when the ship has
corrected for deviation from the standard, if necessary. reached a final position after each weight shifting.
A correction to water specific gravity is not necessary if During the reading, no movements of personnel are
the specific gravity is determined at the inclining experi- allowed.
ment site. Correction is necessary if specific gravity is
For ships with a length equal to or less than 30 m, six dis-
measured when the sample temperature differs from the
tinct weight movements may be accepted.
temperature at the time of the inclining (e.g., if the
check of specific gravity is performed at the office).
Where the value of the average calculated specific grav- Figure 1 : Weight shift procedure
ity is different from that reported in the hydrostatic
curves, adequate corrections are to be made to the dis- Initial position
placement curve
1
• all double bottoms, as well as all tanks and compart-
ments which can contain liquids, are to be checked, 2
paying particular attention to air pockets which may
accumulate due to the ship’s trim and the position of air 3
pipes, and also taking into account the provisions of 4
[1.1.1]
1˚ shift 2˚ shift 3˚ shift 4˚ shift
• it is to be checked that the bilge is dry, and an evalua-
tion of the liquids which cannot be pumped, remaining
1 1 1 1
in the pipes, boilers, condenser, etc., is to be carried out
• the entire ship is to be surveyed in order to identify all 2 2 2 2
items which need to be added, removed or relocated to 3 3 3 3
bring the ship to the lightship condition. Each item is to
be clearly identified by weight and location of the cen- 4 4 4 4
tre of gravity
5˚ shift 6˚ shift 7˚ shift 8˚ shift
• the possible solid permanent ballast is to be clearly
identified and listed in the report. 1 1 1 1
• normally, the total value of missing weights is not to 2 2 2 2
exceed 2% and surplus weights, excluding liquid bal-
last, not exceed 4% of the lightship displacement. For 3 3 3 3
smaller vessels, higher percentages may be allowed. 4 4 4 4

1.1.9 The incline

The standard test generally employs eight distinct weight Figure 2 : Graph of resultant tangents
movements as shown in Fig 1.
Movement No.8, a recheck of the zero point, may be omit-
 


 
ted if a straight line plot is achieved after movement No.7. If
a straight line plot is achieved after the initial zero and six 
weight movements, the inclining test is complete and the 
second check at zero may be omitted. If a straight line plot 
 


is not achieved, those weight movements that did not yield 
acceptable plotted points should be repeated or explained.
The weights are to be transversely shifted, so as not to mod- 
 

 
ify the ship’s trim and vertical position of the centre of grav- 
ity. 

After each weight shifting, the new position of the trans- 

verse centre of gravity of the weights is to be accurately
determined.  




58 Bureau Veritas July 2011

 Pt B, Ch 3, App 2

APPENDIX 2 TRIM AND STABILITY BOOKLET

1 Trim and stability booklet • lightship data from the inclining test, as indicated in Ch
3, Sec 1, [2.2], including lightship displacement, centre
of gravity co-ordinates, place and date of the inclining
1.1 Information to be included in the trim
test, as well as the Society approval details specified in
and stability booklet the inclining test report. It is suggested that a copy of the
approved test report be included
1.1.1 General
A trim and stability booklet is a stability manual, to be Where the above-mentioned information is derived
approved by the Society, which is to contain information to from a sister ship, the reference to this sister ship is to be
enable the Master to operate the ship in compliance with indicated, and a copy of the approved inclining test
the applicable requirements contained in the Rules. report relevant to this sister ship is to be included
The format of the stability booklet and the information • standard loading conditions as indicated in [1.2] and
included vary depending on the ship type and operation. examples for developing other acceptable loading con-
ditions using the information contained in the booklet
1.1.2 List of information
The following information is to be included in the trim and • intact stability results (total displacement and its centre
stability booklet: of gravity co-ordinates, draughts at perpendiculars, GM,
GM corrected for free surfaces effect, GZ values and
• a general description of the ship, including:
curve, criteria as indicated in Ch 3, Sec 2, [2] and Ch 3,
- the ship’s name and the Society classification Sec 2, [3] as well as possible additional criteria speci-
number fied in Part D when applicable, reporting a comparison
- the ship type and service notation between the actual and the required values) are to be
- the class notations available for each of the above-mentioned operating
- the yard, the hull number and the year of delivery conditions. The method and assumptions to be followed
in the stability curve calculation are specified in [1.3]
- the Flag, the port of registry, the international call
sign and the IMO number • information on loading restrictions (maximum allowa-
- the moulded dimensions ble load on double bottom, maximum specific gravity
allowed in liquid cargo tanks, maximum filling level or
- the draught corresponding to the assigned summer
percentage in liquid cargo tanks, maximum KG or mini-
load line, the draught corresponding to the assigned
mum GM curve or table which can be used to deter-
summer timber load line and the draught corre-
mine compliance with the applicable intact and
sponding to the tropical load line, if applicable
damage stability criteria) when applicable
- the displacement corresponding to the above-men-
tioned draughts • information about openings (location, tightness, means
of closure), pipes or other progressive flooding sources
• instructions on the use of the booklet
• general arrangement and capacity plans indicating the • information concerning the use of any special cross-
assigned use of compartments and spaces (cargo, pas- flooding fittings with descriptions of damage conditions
senger, stores, accommodation, etc.) which may require cross-flooding, when applicable
• a sketch indicating the position of the draught marks • any other guidance deemed appropriate for the opera-
referred to the ship’s perpendiculars tion of the ship
• hydrostatic curves or tables corresponding to the design • a table of contents and index for each booklet.
trim, and, if significant trim angles are foreseen during
the normal operation of the ship, curves or tables corre-
sponding to such range of trim are to be introduced. A 1.2 Loading conditions
reference relevant to the sea density, in t/m 3, is to be
included as well as the draught measure (from keel or 1.2.1 General
underkeel) The standard loading conditions to be included in the trim
• cross curves (or tables) of stability calculated on a free and stability booklet are:
trimming basis, for the ranges of displacement and trim • lightship condition
anticipated in normal operating conditions, with indica-
tion of the volumes which have been considered in the • ship in ballast in the departure condition, without cargo
computation of these curves but with full stores and fuel
• tank sounding tables or curves showing capacities, cen- • ship in ballast in the arrival condition, without cargo
tres of gravity, and free surface data for each tank and with 10% stores and fuel remaining.

July 2011 Bureau Veritas 59

Pt B, Ch 3, App 2

Further loading cases may be included when deemed nec- • ship with a number of containers having a weight corre-
essary or useful. sponding to the maximum permissible weight for each
container at the summer load waterline when loaded
When a tropical freeboard is to be assigned to the ship, the with full stores and consumables
corresponding loading conditions are also to be included.
• same loading condition as above, but with 10% stores
and consumables
1.2.2 Ships carrying cargo on deck
• lightship condition with full stores and consumables
In addition to the loading conditions indicated in [1.2.1] to
[1.2.13], in the case of cargo carried on deck the following • lightship condition with 10% stores and consumables.
cases are to be considered:
The vertical location of the centre of gravity for each con-
• ship in the fully loaded departure condition having tainer is generally to be taken at one half of the container
cargo homogeneously distributed in the holds and a height. Different locations of the vertical centre of gravity
cargo specified in extension and weight on deck, with may be accepted in specific cases, if documented.
full stores and fuel
1.2.5 Bulk carriers, ore carriers and combination
• ship in the fully loaded arrival condition having cargo carriers
homogeneously distributed in holds and a cargo speci-
fied in extension and weight on deck, with 10% stores Dry cargo is intended to mean grain, as well as any other
and fuel. type of solid bulk cargo.

The term grain covers wheat, maize (corn), oats, rye, barley,
1.2.3 General cargo ships rice, pulses, seeds and processed forms thereof, whose
behaviour is similar to that of grain in its natural state.
In addition to the standard loading conditions reported in
[1.2.1], the following loading cases are to be included in The term solid bulk cargo covers any material, other than
the trim and stability booklet: liquid or gas, consisting of a combination of particles, gran-
ules or any larger pieces of material, generally uniform in
• ship in the fully loaded departure condition, with cargo composition, which is loaded directly into the cargo spaces
homogeneously distributed throughout all cargo spaces of a ship without any intermediate form of containment.
and with full stores and fuel
In addition to the standard loading conditions defined in
• ship in the fully loaded arrival condition with cargo [1.2.1], for ships with the service notation bulk carrier ESP,
homogeneously distributed throughout all cargo spaces ore carrier ESP and combination carrier ESP the following
and with 10% stores and fuel remaining. loading cases are to be included in the trim and stability
booklet:
For ships with service notation general cargo ship com-
• ship in the fully loaded departure conditions at the sum-
pleted by the additional feature nonhomload, the following
mer load waterline, with cargo homogeneously distrib-
loading cases are also to be included in the trim and stabil-
uted throughout all cargo holds and with full stores and
ity booklet:
consumables, for at least three specific gravities, one of
• ship in the departure condition, with cargo in alternate which is relevant to the complete filling of all cargo
holds, for at least three stowage factors, one of which is holds
relevant to the summer load waterline and with full • same conditions as above, but with 10% stores and con-
stores and consumables sumables

Where the condition with cargo in alternate holds rele- • ship in the departure condition, with cargo holds not
vant to the summer load waterline leads to local loads entirely filled, for at least three stowage factors, one of
on the double bottom greater than those allowed by the which is relevant to the summer load waterline and with
Society, it is to be replaced by the one in which each full stores and consumables
hold is filled in order to reach the maximum load • same conditions as above, but with 10% stores and con-
allowed on the double bottom; in no loading case is sumables.
such value to be exceeded
For ships with one of the service notations ore carrier ESP
• same conditions as above, but with 10% stores and con-
and combination carrier ESP and for ships with the service
sumables.
notation bulk carrier ESP completed by the additional fea-
tures BC-A or nonhomload, the following loading cases are
1.2.4 Container ships also to be included in the trim and stability booklet:
In addition to the standard loading conditions specified in • ship in the departure conditions, with cargo in alternate
[1.2.1], for ships with the service notation container ship holds, for at least three stowage factors, one of which is
the following loading cases are to be included in the trim relevant to the summer load waterline, and with full
and stability booklet: stores and consumables.

60 Bureau Veritas July 2011

 Pt B, Ch 3, App 2

Where the condition with cargo in alternate holds rele- 1.2.7 Chemical tankers
vant to the summer load waterline leads to local loads All the intended cargo loading conditions are to be
on the double bottom greater than those allowed by the included in the trim and stability booklet for examination
Society, it is to be replaced by the one in which each within the scope of Pt D, Ch 8, Sec 2, [6].
hold is filled in order to reach the maximum load
allowed on the double bottom; in no loading case is Further cases are subject to prior examination by the Society
such value to be exceeded. before the loading; alternatively, an approved loading instru-
ment capable of performing damage stability calculations in
• same conditions as above, but with 10% stores and con- accordance with Pt D, Ch 8, Sec 2, [6] may be used.
sumables. In addition to the standard loading conditions defined in
[1.2.1], for ships with the service notation chemical tanker
1.2.6 Oil tankers and FLS tankers ESP the following loading cases are to be included in the
trim and stability booklet:
All the intended cargo loading conditions are to be
included in the trim and stability booklet for examination • ship in the fully loaded departure condition, with cargo
within the scope of Pt D, Ch 7, Sec 3, [1]. homogeneously distributed throughout all cargo tanks
and with full stores and consumables
Further cases are subject to prior examination by the Soci- • same loading condition as above, but with 10% stores
ety before the loading; alternatively, an approved loading and consumables
instrument capable of performing damage stability calcula-
tions in accordance with the requirements in Pt D, Ch 7, • three loading conditions corresponding to different spe-
Sec 3, [1] may be used. cific gravities with cargo homogeneously distributed
throughout all cargo tanks and with full stores and con-
In addition to the standard loading conditions specified in sumables
[1.2.1], for ships with the service notation oil tanker ESP or • same loading conditions as above, but with 10% stores
FLS tanker the following loading cases are to be included in and consumables
the trim and stability booklet:
• four loading conditions corresponding to different cargo
• ship in the fully loaded departure condition at the sum- segregations in order to have slack tanks with full stores
mer load waterline, with cargo homogeneously distrib- and consumables. Cargo segregation is intended to
uted throughout all cargo tanks and with full stores and mean loading conditions with liquids of different spe-
consumables cific gravities
When it is impossible to have segregations, these condi-
• same condition as above, but with 10% stores and con-
tions are to be replaced by loading conditions corre-
sumables
sponding to different specific gravities with slack cargo
• ship in the departure condition loaded with a cargo hav- tanks
ing a density in order to fill all cargo tanks, with full • same loading conditions as above, but with 10% stores
stores and consumables, but immersed at a draught less and consumables.
than the summer load waterline
When it is impossible to have segregations, these condi-
• same condition as above, but with 10% stores and con- tions may be replaced by cases corresponding to differ-
sumables ent specific gravities with slack cargo tanks.

• ship in the fully loaded departure condition at the sum- 1.2.8 Liquefied gas carriers
mer load waterline, with cargo tanks not entirely filled All the intended cargo loading conditions are to be
and with full stores and consumables included in the trim and stability booklet for examination
within the scope of Pt D, Ch 9, Sec 2, [6].
• same condition as above, but with 10% stores and con-
sumables Further cases are subject to prior examination by the Soci-
ety before the loading; alternatively, an approved loading
• two loading conditions corresponding to different cargo instrument capable of performing damage stability calcula-
segregations in order to have slack tanks with full stores tions in accordance with Pt D, Ch 9, Sec 2, [6] may be
and consumables used.

When it is impossible to have segregations, these condi- In addition to the standard loading conditions defined in
tions are to be replaced by loading conditions with the [1.2.1], for ships with the service notation liquefied gas car-
same specific gravity and with slack cargo tanks rier the following loading cases are to be included in the
trim and stability booklet:
• same loading condition as above, but with 10% stores • ship in the fully loaded departure condition, with cargo
and consumables homogeneously distributed throughout all cargo spaces
• for oil tankers having segregated ballast tanks as defined and with full stores and fuel
in Pt D, Ch 7, Sec 2, [2], the lightship condition with • ship in the fully loaded arrival condition with cargo
segregated ballast only is also to be included in the trim homogeneously distributed throughout all cargo spaces
and stability booklet for examination. and with 10% stores and fuel remaining.

July 2011 Bureau Veritas 61

Pt B, Ch 3, App 2

1.2.9 Passenger ships The conditions of stores and fuel are to be equal to
In addition to the standard loading conditions specified in 100% and 10%, and an intermediate condition is to
[1.2.1], for ships with the service notation passenger ship be considered if it is more conservative than both
the following loading cases are to be included in the trim 100% and 10%.
and stability booklet: • hopper(s) filled or partly filled with a homogeneous
cargo having densities equal to 1400, 1600, 1800,
• ship in the fully loaded departure condition with full
2000 and 2200 kg/m3 if greater than ρm.
stores and fuel and with the full number of passengers
with their luggage
1.2.11 Tugs and fire-fighting ships
• ship in the fully loaded arrival condition, with the full In addition to the standard loading conditions defined in
number of passengers and their luggage but with only [1.2.1], for ships with one of the service notations tug and
10% stores and fuel remaining fire fighting ship the following loading cases are to be
• ship without cargo, but with full stores and fuel and the included in the trim and stability booklet:
full number of passengers and their luggage • ship in the departure condition at the waterline corre-
• ship in the same condition as above, but with only 10% sponding to the maximum assigned immersion, with full
stores and fuel remaining. stores, provisions and consumables
• same conditions as above, but with 10% stores and con-
1.2.10 Dredgers sumables.
For ships with one of the service notations dredger, hopper
1.2.12 Supply vessels
dredger, hopper unit, split hopper dredger and split hop-
per unit, the loading conditions described in a) and b) are In addition to the standard loading conditions specified in
to replace the standard loading conditions defined in [1.2.1], for ships with the service notation supply vessel the
[1.2.1]. following loading cases are to be included in the trim and
stability booklet:
a) State of cargo: liquid
• ship in the fully loaded departure condition having
• ship loaded to the dredging draught with cargo con- under deck cargo, if any, and cargo specified by posi-
sidered as a liquid tion and weight on deck, with full stores and fuel, corre-
• hopper(s) fully loaded with a homogeneous cargo sponding to the worst service condition in which all the
having density ρm, up to the spill out edge of the relevant stability criteria are met
hopper coaming: • ship in the fully loaded arrival condition with cargo as
specified above, but with 10 per cent stores and fuel
ρm = M1 / V1
• vessel in the worst anticipated operating condition.
M1 : Mass of cargo, in t, in the hopper when
loaded at the dredging draught 1.2.13 Fishing vessels
3
V1 : Volume, in m , of the hopper at the spill In addition to the standard loading conditions defined in
out edge of the hopper coaming. [1.2.1], for ships with the service notation fishing vessel the
following loading cases are to be included in the trim and
The conditions of stores and fuel are to be equal to
stability booklet:
100% and 10%, and an intermediate condition is to
be considered if it is more critical than both 100% • departure conditions for the fishing grounds with full
and 10%. fuel stores, ice, fishing gear, etc.

• hopper(s) filled or partly filled with a homogeneous • departure from the fishing grounds with full catch
cargo having densities equal to 1000, 1200, 1400, • arrival at home port with 10% stores, fuel, etc. remain-
1600, 1800 and 2000 kg/m3 ing and full catch
When the dredging draught cannot be reached due • arrival at home port with 10% stores, fuel, etc. and a
to the density of the cargo, the hopper is to be con- minimum catch, which is normally to be 20% of the full
sidered filled up to the spill out edge of the hopper catch but may be up to 40% if documented.
coaming.
The conditions of stores and fuel are to be the most 1.3 Stability curve calculation
conservative obtained from the stability calculations
with the density ρm. 1.3.1 General

b) State of the cargo: solid Hydrostatic and stability curves are normally prepared on a
designed trim basis. However, where the operating trim or
• ship loaded to the dredging draught with cargo con- the form and arrangement of the ship are such that change
sidered as a solid in trim has an appreciable effect on righting arms, such
• hopper(s) fully loaded with a homogeneous cargo change in trim is to be taken into account.
having density ρm up to the spill out edge of the hop- The calculations are to take into account the volume to the
per coaming, as calculated in a) upper surface of the deck sheathing.

62 Bureau Veritas July 2011

 Pt B, Ch 3, App 2

1.3.2 Superstructures, deckhouses, etc. which may Superstructures and deckhouses not regarded as enclosed
be taken into account may, however, be taken into account in stability calculations
Enclosed superstructures complying with Ch 1, Sec 2, [3.13] up to the angle at which their openings are flooded (at this
may be taken into account. angle, the static stability curve is to show one or more steps,
The second tier of similarly enclosed superstructures may and in subsequent computations the flooded space are to
also be taken into account. be considered non-existent).
Deckhouses on the freeboard deck may be taken into Trunks may be taken into account. Hatchways may also be
account, provided that they comply with the conditions for taken into account having regard to the effectiveness of
enclosed superstructures laid down in Ch 1, Sec 2, [3.16]. their closures.
Where deckhouses comply with the above conditions,
except that no additional exit is provided to a deck above, 1.3.3 Angle of flooding
such deckhouses are not to be taken into account; however, In cases where the ship would sink due to flooding through
any deck openings inside such deckhouses are to be consid- any openings, the stability curve is to be cut short at the cor-
ered as closed even where no means of closure are pro- responding angle of flooding and the ship is to be consid-
vided. ered to have entirely lost its stability.
Deckhouses, the doors of which do not comply with the Small openings such as those for passing wires or chains,
requirements of Ch 9, Sec 4, [1.5.4], are not to be taken into tackle and anchors, and also holes of scuppers, discharge
account; however, any deck openings inside the deckhouse and sanitary pipes are not to be considered as open if they
are regarded as closed where their means of closure comply submerge at an angle of inclination more than 30°. If they
with the requirements of Ch 9, Sec 7, [7.3]. submerge at an angle of 30° or less, these openings are to
Deckhouses on decks above the freeboard deck are not to be assumed open if the Society considers this to be a source
be taken into account, but openings within them may be of significant progressive flooding; therefore such openings
regarded as closed. are to be considered on a case by case basis.

July 2011 Bureau Veritas 63

Pt B, Ch 3, App 3

APPENDIX 3 PROBABILISTIC DAMAGE STABILITY METHOD

FOR CARGO SHIPS

1 Probabilistic damage stability 1.2.5 Machinery space

method for cargo ships Machinery spaces are spaces between the watertight
boundaries of a space containing the main and auxiliary
propulsion machinery, including boilers, generators and
1.1 Application electric motors primarily intended for propulsion. In the
case of unusual arrangements, the Society may define the
1.1.1 The requirements included in this Appendix are to be
limits of the machinery spaces.
applied to cargo ships over 80 m in length LS as defined in
[1.2.4], but are not to be applied to those ships which are 1.2.6 Other definitions
shown to comply with subdivision and damage stability reg- Mid-length is the mid point of the subdivision length of the
ulations already required in Part D. ship.
Any reference hereinafter to regulations refers to the set of Aft terminal is the aft limit of the subdivision length.
regulations contained in this Appendix. Forward terminal is the forward limit of the subdivision
The Society may, for a particular ship or group of ships, length.
accept alternative arrangements, if it is satisfied that at least Breadth B is the greatest moulded breadth, in m, of the ship
the same degree of safety as represented by these regula- at or below the deepest subdivision draught.
tions is achieved.
Draught d is the vertical distance, in m, from the moulded
This includes, for example, the following: baseline at mid-length to the waterline in question.
• ships constructed in accordance with a standard of Permeability μ of a space is the proportion of the immersed
damage stability with a set of damage criteria agreed by volume of that space which can be occupied by water.
the Society
• ships of a multi-hull design, where the subdivision 1.3 Required subdivision index R
arrangements need to be evaluated against the basic
principles of the probabilistic method since the regula- 1.3.1 These regulations are intended to provide ships with
tions have been written specifically for mono-hulls. a minimum standard of subdivision.
The degree of subdivision to be provided is to be deter-
1.1.2 The requirements of this Appendix are to be applied mined by the required subdivision index R, as follows:
in conjunction with the explanatory notes as set out by the
• for ships greater than 100 m in length LS:
IMO resolution MSC 281 (85).
128
R = 1 – ---------------------
1.2 Definitions L S + 152
• for ships of 80 m in length LS and upwards, but not
1.2.1 Deepest subdivision draught greater than 100 m in length LS:
The deepest subdivision draught (dS) is the waterline which
1
corresponds to the summer load line draught of the ship. R = 1 – ----------------------------------------------
⎛ 1 + ---------LS R0 ⎞
- -------------------
-
⎝ 100 ( 1 – R0 )⎠
1.2.2 Light service draught
Light service draught (dL) is the service draught correspond- where R0 is the value of R as calculated in accordance
ing to the lightest anticipated loading and associated tank- with the formula given for ships greater than 100 m in
age, including, however, such ballast as may be necessary length LS.
for stability and/or immersion.
1.4 Attained subdivision index A
1.2.3 Partial subdivision draught
The partial subdivision draught (dP) is the light service 1.4.1 The attained subdivision index A is obtained by the
draught plus 60% of the difference between the light ser- summation of the partial indices AS , AP and AL (weighed as
vice draught and the deepest subdivision draught. shown), calculated for the draughts dS , dP and dL defined in
[1.2.1], [1.2.2] and [1.2.3], in accordance with the following
1.2.4 Subdivision length Ls formula:
The subdivision length Ls is the greatest projected moulded A = 0,4 AS + 0,4 AP + 0,2 AL
length of that part of the ship at or below deck or decks lim- The attained subdivision index A is not to be less than the
iting the vertical extent of flooding with the ship at the deep- required subdivision index R. In addition, the partial indices
est subdivision draught. AS, AP and AL are not to be less than 0,5 R.

64 Bureau Veritas July 2011

 Pt B, Ch 3, App 3

1.4.6 If pipes, ducts or tunnels are situated within the

1.4.2 Each partial index is a summation of contributions assumed extent of damage, arrangements are to be made to
from all damage cases taken in consideration, using the fol- ensure that progressive flooding cannot thereby extend to
lowing formula: compartments other than those assumed flooded. However,
A = Σ pi si the Society may permit minor progressive flooding if it is
demonstrated that its effects can be easily controlled and
where:
the safety of the ship is not impaired.
i : Represents each compartment or group of com-
partments under consideration
pi : Accounts for the probability that only the com- 1.5 Calculation of factor pi
partment or group of compartments under con-
sideration may be flooded, disregarding any 1.5.1 The factor pi for a compartment or group of compart-
horizontal subdivision, as defined in [1.5] ments is to be calculated in accordance with [1.5.2] to
si : Accounts for the probability of survival after flood- [1.5.6] using the following notations:
ing the compartment or group of compartments j : The aftmost damage zone number involved in
under consideration, and includes the effects of the damage starting with no.1 at the stern
any horizontal subdivision, as defined in [1.6].
n : The number of adjacent damage zones involved
in the damage
1.4.3 In the calculation of A, the level trim is to be used for
the deepest subdivision draught dS and the partial subdivi- k : The number of a particular longitudinal bulk-
sion draught dP . The actual service trim is to be used for the head as barrier for transverse penetration in a
light service draught dL . If, in any service condition, the trim damage zone, counted from shell towards the
centreline. The shell has k = 0
variation in comparison with the calculated trim is greater
than 0,5% of Ls, one or more additional calculations of A x1 : The distance from the aft terminal of Ls to the aft
are to be submitted for the same draughts but different trims end of the zone in question
so that, for all service conditions, the difference in trim in
x2 : The distance from the aft terminal of Ls to the
comparison with the reference trim used for one calculation
forward end of the zone in question
is less than 0,5% of Ls.
b : The mean transverse distance, in metres, mea-
When determining the positive righting lever (GZ) of the
sured at right angles to the centreline at the
residual stability curve, the displacement used is to be that
deepest subdivision draught between the shell
of the intact condition. That is, the constant-displacement
and an assumed vertical plane extended
method of calculation is to be used.
between the longitudinal limits used in calculat-
The summation indicated by the formula in [1.4.2] is to be ing the factor pi and which is a tangent to, or
taken over the ship’s subdivision length (Ls) for all cases of common with, all or part of the outermost por-
flooding in which a single compartment or two or more tion of the longitudinal bulkhead under consid-
adjacent compartments are involved. In the case of unsym- eration. This vertical plane is to be so orientated
metrical arrangements, the calculated A value is to be the that the mean transverse distance to the shell is
mean value obtained from calculations involving both sides. a maximum, but not more than twice the least
Alternatively, it is to be taken as that corresponding to the distance between the plane and the shell. If the
side which evidently gives the least favourable result. upper part of a longitudinal bulkhead is below
the deepest subdivision draught the vertical
1.4.4 Wherever wing compartments are fitted, contribution plane used for determination of b is assumed to
to the summation indicated by the formula is to be taken for extend upwards to the deepest subdivision
all cases of flooding in which wing compartments are waterline. In any case, b is not to be taken
involved. Additionally, cases of simultaneous flooding of a greater than B/2.
wing compartment or group of compartments and the adja-
cent inboard compartment or group of compartments, but If the damage involves a single zone only:
excluding damage of transverse extent greater than one half pi = p(x1(j) , x2(j)) · [r(x1(j) , x2(j) , bk) − r(x1(j) , x2(j) , b(k−1))]
of the ship breadth B, may be added. For the purpose of this
If the damage involves two adjacent zones:
regulation, transverse extent is measured inboard from
ship’s side, at right angle to the centreline at the level of the pi = p(x1(j) , x2(j+1)) · [r(x1(j) , x2(j+1) , bk) − r(x1(j) , x2(j+1) , b(k−1))]
deepest subdivision draught. − p(x1(j) , x2(j)) · [r(x1(j) , x2(j) , bk) − r(x1(j) , x2(j) , b(k−1))]
− p(x1(j+1) , x2(j+1)) · [r(x1(j+1) , x2(j+1) , bk) − r(x1(j+1) , x2(j+1) , b(k−1))]
1.4.5 In the flooding calculations carried out according to
If the damage involves three or more adjacent zones:
the regulations, only one breach of the hull and only one
free surface need to be assumed. The assumed vertical pi = p(x1(j) , x2(j+n−1))·[r(x1(j) , x2(j+n−1) , bk) − r(x1(j) , x2(j+n−1) , b(k−1))]
extent of damage is to extend from the baseline upwards to − p(x1(j) , x2(j+n−2))·[r(x1(j) , x2(j+n−2) , bk) − r(x1(j) , x2(j+n−2) , b(k−1))]
any watertight horizontal subdivision above the waterline or − p(x1(j+1) , x2(j+n−1))·[r(x1(j+1) , x2(j+n−1) , bk) − r(x1(j+1) , x2(j+n−1) , b(k−1))]
higher. However, if a lesser extent of damage gives a more + p(x1(j+1) , x2(j+n−2))·[r(x1(j+1) , x2(j+n−2) , bk) − r(x1(j+1) , x2(j+n−2) , b(k−1))]
severe result, such extent is to be assumed.
and where r(x1 , x2 , b0) = 0

July 2011 Bureau Veritas 65

Pt B, Ch 3, App 3

1.5.2 The factor p(x1, x2) is to be calculated according to 1.5.3 Where neither limit of the compartment or group of
the formulae given in [1.5.3] to [1.5.5], compartments under consideration coincides with the aft or
with: forward terminals:

Jmax : Overall normalized max damage length • J ≤ Jk:

Jmax = 10 /33 1 2
p ( x1, x 2 ) = p 1 = --- J ( b 11 ⋅ J + 3 b12 )
6
Jkn : Knuckle point in the distribution
Jkn = 5 /33 • J > Jk:
3 2
pk : Cumulative probability at Jkn b 11 ⋅ J k ( b 11 ⋅ J – b 12 )J k
p ( x1, x 2 ) = p 2 = – ----------------- - + b 12 ⋅ J ⋅ J k
+ -------------------------------------
3 2
pk = 11 /12
b 21 ( J n – J k ) ( b 21 ⋅ J – b 22 ) ( J n – J k )
3 3 2 2
- + ------------------------------------------------------- + b 22 ⋅ J ( J n – J k )
– -----------------------------
lmax : Maximum absolute damage length 3 2
lmax = 60 m
1.5.4 Where the aft limit of the compartment or group of
L* : Length where normalized distribution ends compartments under consideration coincides with the aft
L* = 260 m terminal or the forward limit of the compartment or group
of compartments under consideration coincides with the
b0 : Probability density at J = 0
forward terminal:
p 1 – pk ⎞
b 0 = 2 ⎛ -----k – -------------------- • J ≤ Jk:
⎝ J kn J m ax – J kn⎠

1
• when Ls ≤ L*: p ( x1, x 2 ) = --- ( p 1 + J )
2
⎧ l ⎫ • J > Jk:
J m = min ⎨ J m a x, ---------
max

⎩
L s ⎬⎭
1
p ( x1, x 2 ) = --- ( p 2 + J )
2
1 2
1 – 1 + ( 1 – 2p k )b 0 ⋅ J m + --- b 0 ⋅ J m
2
J 4
J k = ----m + ------------------------------------------------------------------------------------------- 1.5.5 Where the compartment or group of compartments
2 b0
considered extends over the entire subdivision length (Ls):
b 12 = b 0
p ( x1 , x 2 ) = 1
• when Ls > L*:
1.5.6 The factor r(x1, x2, b) is to be determined by the fol-
⎧ lm a x ⎫
J m∗ = min ⎨ J m a x, --------- ⎬
lowing formula:
⎩ L∗ ⎭
G
r ( x1, x 2, b ) = 1 – ( 1 – C ) ⋅ 1 – ----------------------
p ( x 1, x 2 )
∗ 1 ∗2
∗ 1 – 1 + ( 1 – 2 p k )b 0 ⋅ J m + 4 b 0 ⋅ J m
--- 2
J
J k∗ = ------- + -------------------------------------------------------------------------------------------------
m
where:
2 b0
C = 12J b ( – 45J b + 4 )
J m∗ ⋅ L ∗
Jm = -----------------
-
with Jb = b / (15 B)
Ls
• where the compartment or group of compartments con-
J k∗ ⋅ L∗
J k = ----------------
- sidered extends over the entire subdivision length (Ls):
Ls
1
G = G 1 = --- b 11 ⋅ J b + b 12 ⋅ J b
2
p 1–p
b 12 = 2 ⎛ -----k – --------------k⎞ 2
⎝ Jk J m – J k⎠
• where neither limit of the compartment or group of
1 – pk p compartments under consideration coincides with the
b 11 - – 2 -----k2
= 4 ----------------------
( J m – J k )J k Jk aft or forward terminals:

1 – pk 1 1
G = G 2 = – --- b 11 ⋅ J 0 + --- ( b 11 ⋅ J – b 12 )J 0 + b 12 ⋅ J ⋅ J 0
3 2
b 21 = – 2 --------------------
-2
3 2
( Jm – Jk )
with J0 = min (J, Jb)
b 22 = – b 21 ⋅ J m
• where the aft limit of the compartment or group of com-
J : Non-dimensional damage length:
partments under consideration coincides with the aft
x2 – x1 terminal or the forward limit of the compartment or
J = ---------------
-
Ls group of compartments under consideration coincides
with the forward terminal:
Jn : Normalized length of a compartment or group
of compartments, to be taken as the lesser of J 1
G = --- ( G 2 + G 1 ⋅ J )
and Jm. 2

66 Bureau Veritas July 2011

 Pt B, Ch 3, App 3

1.6 Calculation of factor si • immersion of any part of piping or ventilation ducts car-
ried through a watertight boundary that is located
1.6.1 The factor si is to be determined for each case of within any compartment included in damage cases con-
assumed flooding involving a compartment or group of tributing to the attained index A, if not fitted with water-
compartments according to the requirement indicated in tight means of closure at each boundary.
[1.6.2] to [1.6.9].
1.6.4 Unsymmetrical flooding is to be kept to a minimum
1.6.2 The factor si is to be obtained from the following for- consistent with the efficient arrangements. Where it is nec-
essary to correct large angles of heel, the means adopted
mula:
are, where practicable, to be self-acting, but in any case
1
--- where controls to equalization devices are provided they
G Zm a x Ra ng e 4
- ⋅ -----------------
s i = K --------------- are to be operable from above the bulkhead deck. These fit-
0, 12 16
tings, together with their controls, are to be acceptable to
where: the Society. Suitable information concerning the use of
equalization devices are to be supplied to the master of the
GZmax : Maximum positive righting lever, in metres, up
ship.
to the angle θv . GZmax is not to be taken as more
than 0,12 m
Range : Range of positive righting levers, in degrees, 1.6.5 Tanks and compartments taking part in such equal-
measured from the angle θe . The positive range ization are to be fitted with air pipes or equivalent means of
is to be taken up to the angle θv . Range is not to sufficient cross-section to ensure that the flow of water into
be taken as more than 16° the equalization compartments is not delayed.

θv : Angle where the righting lever becomes nega-

tive, or angle at which an opening incapable of 1.6.6 Where horizontal watertight boundaries are fitted
being closed weathertight becomes submerged above the waterline under consideration, the s-value calcu-
θe : Final equilibrium heel angle, in degrees lated for the lower compartment or group of compartments
is to be obtained by multiplying the value as determined in
• if θe ≤ θmin : K = 1
[1.6.2] by the reduction factor νm according to [1.6.7],
• if θe ≥ θmax : K = 0 which represents the probability that the spaces above the
horizontal subdivision will not be flooded.
• otherwise:

θm ax – θe
K = -------------------------
- 1.6.7 The factor νm is to be obtained from the following for-
θm a x – θ m in
mula:
with θmin = 25° and θmax = 30°
ν m = ν ( H j, n, m, d ) – ν ( H j, n, m – 1, d )
1.6.3 In all cases, si is to be taken as zero in those cases
where the final waterline, taking into account sinkage, heel where:
and trim, immerses:
Hj, n, m : Least height above the baseline, in metres, within
• the lower edge of openings through which progressive the longitudinal range of x1(j)...x2(j+n−1) of the
flooding may take place and such flooding is not mth horizontal boundary which is assumed to
accounted for in the calculation of factor si . Such open- limit the vertical extent of flooding for the dam-
ings are to include air-pipes, ventilators and openings aged compartments under consideration
which are closed by means of weathertight doors or
hatch covers; but openings closed by means of water- Hj, n, m−1 : Least height above the baseline, in metres, within
tight manhole covers and flush scuttles, small watertight the longitudinal range of x1(j)...x2(j+n−1) of the
hatch covers, remotely operated sliding watertight (m−1)th horizontal boundary which is assumed
doors, sidescuttles of the non-opening type as well as to limit the vertical extent of flooding for the
watertight access doors and hatch covers required to be damaged compartments under consideration
kept closed at sea need not be considered.
j : The aft terminal of the damaged compartments
• immersion of any vertical escape hatch in the bulkhead under consideration
deck intended for compliance with the applicable
requirements of Pt C, Ch 4, Sec 8 m : Each horizontal boundary counted upwards
from the waterline under consideration
• any controls intended for the operation of watertight
doors, equalization devices, valves on piping or on ven- d : Draught in question, as defined in [1.2]
tilation ducts intended to maintain the integrity of water-
tight bulkheads from above the bulkhead deck become x1 , x2 : Terminals of the compartment or group of com-
inaccessible or inoperable partments considered in [1.5.1].

July 2011 Bureau Veritas 67

Pt B, Ch 3, App 3

1.6.8 The factors ν(Hj, n, m , d) and ν(Hj, n, m−1 , d) are to be Table 2 : Permeability of cargo compartments
obtained from the following formulae:
Permeability at draught
Spaces
• if (Hm − d) ≤ 7,8 m: dS dP dL
Dry cargo spaces 0,70 0,80 0,95
(H – d)
ν ( H, d ) = 0, 8 ------------------ Container spaces 0,70 0,80 0,95
7, 8
Ro-ro spaces 0,90 0,90 0,95
• in all other cases: Cargo liquids 0,70 0,80 0,95

( H – d ) – 7, 8 1.8 Stability information

ν ( H, d ) = 0, 8 + 0, 2 ----------------------------------
4, 7
1.8.1 The master is to be supplied with such information
where: satisfactory to the Society as is necessary to enable him by
• ν(Hj, n, m , d) is to be taken as 1, if Hm coincides with the rapid and simple processes to obtain accurate guidance as
uppermost watertight boundary of the ship within the to the stability of the ship under varying conditions of ser-
range (x1(j) ... x2(j+n−1)) vice. A copy of the stability information is to be furnished to
the Society.
• ν(Hj, n, 0 , d) is to be taken as 0.
1.8.2 Information to be submitted
In no case is νm to be taken as less than zero or more than 1. The information is to include:
• curves or tables of minimum operational metacentric
1.6.9 In general, each contribution dA to the index A in the height (GM) versus draught which assures compliance
case of horizontal subdivisions is obtained from the follow- with the relevant intact and damage stability require-
ing formula: ments, alternatively corresponding curves or tables of the
maximum allowable vertical centre of gravity (KG) versus
dA = p i ⋅ [ ν 1 ⋅ s m in 1 + ( ν 2 – ν 1 ) ⋅ s m in 2 + … + ( 1 – ν m – 1 ) ⋅ s m in m ] draught, or with the equivalents of either of these curves
• instructions concerning the operation of cross-flooding
where: arrangements, and
νm : The ν-value calculated in accordance with • all other data and aids which might be necessary to
[1.6.7] and [1.6.8] maintain the required intact stability and stability after
damage.
smin : The least s-factor for all combinations of dam-
ages obtained when the assumed damage 1.8.3 The stability information is to show the influence of
extends from the assumed damage height Hm various trims in cases where the operational trim range
downwards. exceeds ± 0,5% of Ls .

1.8.4 For ships which have to fulfil the stability require-

1.7 Permeability ments of this Annex, information referred to in [1.8.2] is
determined from considerations related to the subdivision
1.7.1 For the purpose of the subdivision and damage stabil- index, in the following manner: Minimum required GM (or
ity calculations reported in this Appendix, the permeability maximum permissible vertical position of centre of gravity
of each space or part of a space is to be as per Tab 1. KG) for the three draughts dS, dP and dL are equal to the GM
(or KG values) of corresponding loading cases used for the
calculation of survival factor si . For intermediate draughts,
Table 1 : Permeability values to be used are to be obtained by linear interpolation
applied to the GM value only between the deepest subdivi-
Spaces Permeability sion draught and the partial subdivision draught and
Appropriated to stores 0,60 between the partial load line and the light service draught
respectively. Intact stability criteria are also to be taken into
Occupied by accommodations 0,95 account by retaining for each draught the maximum among
Occupied by machinery 0,85 minimum required GM values or the minimum of maximum
permissible KG values for both criteria. If the subdivision
Void spaces 0,95
index is calculated for different trims, several required GM
Intended for liquids 0 or 0,95 (1) curves are to be established in the same way.
(1) whichever results in the more severe requirements
1.8.5 When curves or tables of minimum operational meta-
centric height (GM) versus draught are not appropriate, the
1.7.2 For the purpose of the subdivision and damage stabil- master is to ensure that the operating condition does not
ity calculations reported in this Appendix, the permeability deviate from a studied loading condition, or verify by calcu-
of each cargo compartment is to be as per Tab 2. lation that the stability criteria are satisfied for this loading
Other figures for permeability may be used if substantiated condition.
by calculations.

68 Bureau Veritas July 2011

 Pt B, Ch 3, App 4

APPENDIX 4 DAMAGE STABILITY CALCULATION FOR SHIPS

ASSIGNED WITH A REDUCED FREEBOARD

1 Application except that in the case of compartments containing con-

sumable fluids, as prescribed in d), the maximum free
surface effect is to be taken into account.
1.1 General
Alternatively, the actual free surface effects may be
1.1.1 The requirements of this Appendix apply to: used, provided the methods of calculation are accept-
• Type A ships having a length greater than 150 m, and able to the Society.
• Type B-60 ships and Type B-100 ships having a length f) Weights are to be calculated on the basis of Tab 1.
greater than 100 m.
Table 1 : Specific gravities
Any reference hereafter to regulations refers to the set of
regulations contained in this Appendix. Weight item Specific gravity, in t/m3
Salt water 1,025
2 Initial loading condition Fresh water 1,000
Fuel oil 0,950
2.1 Initial condition of loading Diesel oil 0,900

2.1.1 The initial condition of loading before flooding is to Lubricating oil 0,900
be determined according to [2.1.2] and [2.1.3].
3 Damage assumptions
2.1.2 The ship is loaded to its summer load waterline on an
imaginary even keel. 3.1 Damage dimension

2.1.3 When calculating the vertical centre of gravity, the 3.1.1 The principles indicated in [3.1.2] to [3.1.5] regard-
following principles apply: ing the character of the assumed damage apply.

a) Homogeneous cargo is carried. 3.1.2 The vertical extent of damage in all cases is assumed
b) All cargo compartments, except those referred to under to be from the base line upwards without limit.
c), but including compartments intended to be partially
filled, are to be considered fully loaded except that in 3.1.3 The transverse extent of damage is equal to B/5 or
the case of fluid cargoes each compartment is to be 11,5 metres, whichever is the lesser, measured inboard from
treated as 98 per cent full. the side of the ship perpendicularly to the centre line at the
level of the summer load waterline.
c) If the ship is intended to operate at its summer load
waterline with empty compartments, such compart-
3.1.4 If damage of a lesser extent than specified in [3.1.2]
ments are to be considered empty provided the height
and [3.1.3] results in a more severe condition, such lesser
of the centre of gravity so calculated is not less than as
extent is to be assumed.
calculated under b).
d) Fifty per cent of the individual total capacity of all tanks 3.1.5 Except where otherwise required in [3.4.3], the flood-
and spaces fitted to contain consumable liquids and ing is to be confined to a single compartment between adja-
stores is allowed for. It is to be assumed that for each cent transverse bulkheads provided the inner longitudinal
type of liquid, at least one transverse pair or a single boundary of the compartment is not in a position within the
centre line tank has maximum free surface, and the tank transverse extent of assumed damage. Transverse boundary
or combination of tanks to be taken into account are to bulkheads of wing tanks, which do not extend over the full
be those where the effect of free surfaces is the greatest; breadth of the ship are to be assumed not to be damaged,
in each tank the centre of gravity of the contents is to be provided they extend beyond the transverse extent of
taken at the centre of volume of the tank. The remaining assumed damage prescribed in [3.1.3].
tanks are to be assumed either completely empty or
completely filled, and the distribution of consumable
3.2 Steps and recesses
liquids between these tanks is to be effected so as to
obtain the greatest possible height above the keel for the 3.2.1 If in a transverse bulkhead there are steps or recesses
centre of gravity. of not more than 3,05 metres in length located within the
e) At an angle of heel of not more than 5 degrees in each transverse extent of assumed damage as defined in [3.1.3],
compartment containing liquids, as prescribed in b) such transverse bulkhead may be considered intact and the

July 2011 Bureau Veritas 69

Pt B, Ch 3, App 4

adjacent compartment may be floodable singly. If, however, 3.2.4 Where, otherwise, the transverse and longitudinal
within the transverse extent of assumed damage there is a bulkheads bounding a main inboard compartment are
step or recess of more than 3,05 metres in length in a trans- entirely inboard of the assumed damage position, damage is
verse bulkhead, the two compartments adjacent to this bulk- assumed to occur between the transverse bulkheads and the
head are to be considered as flooded. The step formed by adjacent wing compartment. Any step or recess in such
the after peak bulkhead and the after peak tank top is not to wing tank is to be treated as indicated above.
be regarded as a step for the purpose of this regulation.
Examples are shown in Fig 1 to Fig 4:
3.2.2 Where a main transverse bulkhead is located within
the transverse extent of assumed damage and is stepped in • Fig 1and Fig 2 refer to [3.2.2]
way of a double bottom or side tank by more than 3,05
metres, the double bottom or side tanks adjacent to the • Fig 3 and Fig 4 refer to [3.2.1] and [3.2.2].
stepped portion of the main transverse bulkhead are to be
considered as flooded simultaneously. If this side tank has
openings into one or several holds, such as grain feeding 3.3 Transverse bulkhead spacing
holes, such hold or holds are to be considered as flooded
simultaneously. Similarly, in a ship designed for the carriage 3.3.1 Where the flooding of any two adjacent fore and aft
of fluid cargoes, if a side tank has openings into adjacent compartments is envisaged, main transverse watertight
compartments, such adjacent compartments are to be con- bulkheads are to be spaced at least 1/3(L)2/3 or 14,5 metres,
sidered as empty and flooded simultaneously. This provision whichever is the lesser, in order to be considered effective.
is applicable even where such openings are fitted with clos- Where transverse bulkheads are spaced at a lesser distance,
ing appliances, except in the case of sluice valves fitted in one or more of these bulkheads are to be assumed as non-
bulkheads between tanks and where the valves are con- existent in order to achieve the minimum spacing between
trolled from the deck. Manhole covers with closely spaced
bulkheads.
bolts are considered equivalent to the unpierced bulkhead
except in the case of openings in topside tanks making the
topside tanks common to the holds.
3.4 Damage assumption
3.2.3 Where a transverse bulkhead forming the forward or
aft limit of a wing tank or double bottom tank is not in line 3.4.1 A Type A ship, if over 150 metres in length to which a
with the main transverse bulkhead of the adjacent inboard freeboard less than Type B has been assigned, when loaded
compartment, it is considered to form a step or recess in the as considered in [2.1], is to be able to withstand the flood-
main transverse bulkhead. ing of any compartment or compartments, with an assumed
Such a step or recess may be assumed not to be damaged permeability of 0,95, consequent upon the damage
provided that, either: assumptions specified in [3.1], and is to remain afloat in a
• the longitudinal extent of the step or recess, measured satisfactory condition of equilibrium as specified in [3.5]
from the plan of the main transverse bulkhead, is not and [3.6]. In such a ship, the machinery space is to be
more than 3,05 metres, or treated as a floodable compartment, but with a permeability
• any longitudinal surface forming the step or recess is of 0,85. See Tab 2.
located inboard of the assumed damage.
Figure 2 : Step and recesses - Example 2
Figure 1 : Step and recesses - Example 1



 
 


  



#


   
 

     

   #    ""

   #   "
!!" # #   !

70 Bureau Veritas July 2011

 Pt B, Ch 3, App 4

Figure 3 : Step and recesses - Example 3 Figure 4 : Step and recesses - Example 4

 

 
 
!
#





 
   



     

   "    ""

  ""   ""
  !   !

Table 2 : Damage assumption 3.5 Condition of equilibrium

3.5.1 The condition of equilibrium after flooding is to be

Type L, in m Standard of flooding (1)
regarded as satisfactory according to [3.5.2] and [3.5.3].
A ≥ 150 one compartment
B - 60 ≥ 100 one compartment 3.5.2 The final waterline after flooding, taking into account
B -100 ≥ 100 two adjacent compartments (exemp- sinkage, heel and trim, is below the lower edge of any open-
tion for machinery space which is to ing through which progressive downflooding may take
be flooded alone) place. Such openings are to include air pipes, ventilators
and openings which are closed by means of weathertight
(1) except where otherwise required by [4.2].
doors or hatch covers, unless closed by watertight gasketed
covers of steel or equivalent material, and may exclude
3.4.2 A Type B-60 ship, when loaded as considered in those openings closed by means of manhole covers and
[2.1], is to be able to withstand the flooding of any compart- flush scuttles, cargo hatch covers, remotely operated sliding
ment or compartments, with an assumed permeability of watertight doors, and side scuttles of the non-opening type.
0,95, consequent upon the damage assumptions specified However, in the case of doors separating a main machinery
in [3.1], and is to remain afloat in a satisfactory condition of space from a steering gear compartment, watertight doors
equilibrium as specified in [3.5] and [3.6]. In such a ship, if may be of a hinged, quick acting type kept closed at sea,
over 150 metres in length, the machinery space is to be whilst not in use, provided also that the lower sill of such
treated as a floodable compartment, but with a permeability doors is above the summer load waterline.
of 0,85. See Tab 2.
3.5.3 If pipes, ducts or tunnels are situated within the
3.4.3 A Type B-100 ship, when loaded as considered in assumed extent of damage penetration as defined in [3.1.3],
[2.1], is to be able to withstand the flooding of any compart- arrangements are to be made so that progressive flooding
ment or compartments, with an assumed permeability of cannot thereby extend to compartments other than those
0,95, consequent upon the damage assumptions specified assumed to be floodable in the calculation for each case of
in [3.1], and is to remain afloat in a satisfactory condition of damage.
equilibrium as specified in [3.5] and [3.6]. Furthermore all
the requirements stated in [4.1] are to be complied with,
provided that throughout the length of the ship any one 3.6 Damage stability criteria
transverse bulkhead will be assumed to be damaged, such
that two adjacent fore and aft compartments are to be 3.6.1 The angle of heel due to unsymmetrical flooding does
flooded simultaneously, except that such damage will not not exceed 15 degrees. If no part of the deck is immersed,
apply to the boundary bulkheads of a machinery space. In an angle of heel of up to 17 degrees may be accepted.
such a ship, if over 150 metres in length, the machinery
space is to be treated as a floodable compartment, but with 3.6.2 The metacentric height in the flooded condition is
a permeability of 0,85. See Tab 2. positive.

July 2011 Bureau Veritas 71

Pt B, Ch 3, App 4

3.6.3 When any part of the deck outside the compartment sageway which is as strongly constructed as the casing and
assumed flooded in a particular case of damage is is separated from the stairway to the engine room by a sec-
immersed, or in any case where the margin of stability in the ond weathertight door of steel or other equivalent material.
flooded condition may be considered doubtful, the residual
stability is to be investigated. It may be regarded as suffi- 4.2.3 Gangway and access
cient if the righting lever curve has a minimum range of 20 An efficiently constructed fore and aft permanent gangway
degrees beyond the position of equilibrium with a maxi- of sufficient strength is to be fitted on Type A ships at the
mum righting lever of at least 0,1 metre within this range. level of the superstructure deck between the poop and the
The area under the righting lever curve within this range is midship bridge or deckhouse where fitted, or equivalent
to be not less than 0,0175 metre-radians. The Society is to means of access is to be provided to carry out the purpose
give consideration to the potential hazard presented by pro- of the gangway, such as passages below deck. Elsewhere,
tected or unprotected openings which may become tempo- and on Type A ships without a midship bridge, arrange-
rarily immersed within the range of residual stability. ments to the satisfaction of the Society are to be provided to
safeguard the crew in reaching all parts used in the neces-
3.6.4 The Society is satisfied that the stability is sufficient sary work of the ship.
during intermediate stages of flooding. In this regard, the Safe and satisfactory access from the gangway level is to be
Society will apply the same criteria relevant to the final available between separate crew accommodation spaces
stage, also during the intermediate stages of flooding. and also between crew accommodation spaces and the
machinery space.
4 Requirements for Type B-60 and B-
4.2.4 Freeing arrangements
100 ships
Type A ships with bulwarks are to be provided with open
rails fitted for at least half the length of the exposed parts of
4.1 Requirements for Type B-60 ships the weather deck or other effective freeing arrangements.
The upper edge of the sheer strake is to be kept as low as
4.1.1 Any Type B ships of over 100 metres, having hatch-
practicable.
ways closed by weathertight covers as specified in [4.3],
may be assigned freeboards less than those required for Where superstructures are connected by trunks, open rails
Type B, provided that, in relation to the amount of reduc- are to be fitted for the whole length of the exposed parts of
tion granted, the requirements in [4.1.2] to [4.1.4] are con- the freeboard deck.
sidered satisfactory by the Society.
In addition, the requirements stated in [3.4.2] are to be 4.3 Hatchways closed by weathertight cov-
complied with. ers of steel or other equivalent material
fitted with gaskets and clamping devices
4.1.2 The measures provided for the protection of the crew
are to be adequate. 4.3.1 At positions 1 and 2 the height above the deck of
hatchway coamings fitted with weathertight hatch covers of
4.1.3 The freeing arrangements are to comply with the pro- steel or other equivalent material fitted with gaskets and
visions of Ch 9, Sec 9. clamping devices is to be:
• 600 millimetres if in position 1
4.1.4 The covers in positions 1 and 2 comply with the pro-
• 450 millimetres if in position 2.
visions of [4.3] and have strength complying with Ch 9, Sec
7, special care being given to their sealing and securing The height of these coamings may be reduced, or the coam-
arrangements. ings omitted entirely, upon proper justification. Where
coamings are provided they are to be of substantial con-
4.2 Requirements for Type B-100 ships struction.

4.2.1 In addition to the requirements specified in [4.1], not 4.3.2 Where weathertight covers are of mild steel the
taking into account the prescription stated in [3.4.2], the strength is to be calculated with assumed loads not less than
requirements in [4.2.2] to [4.2.4] are to be complied with. those specified in Ch 9, Sec 7.
In addition, the provisions of [3.4.3] are to be complied
4.3.3 The strength and stiffness of covers made of materials
with.
other than mild steel are to be equivalent to those of mild
steel to the satisfaction of the Society.
4.2.2 Machinery casings
Machinery casings on Type A ships are to be protected by
4.3.4 The means for securing and maintaining weather-
an enclosed poop or bridge of at least standard height, or
tightness are to be to the satisfaction of the Society. The
by a deckhouse of equal height and equivalent strength,
arrangements are to ensure that the tightness can be main-
provided that machinery casings may be exposed if there
tained in any sea conditions, and for this purpose tests for
are no openings giving direct access from the freeboard
tightness are required at the initial survey, and may be
deck to the machinery space. A door complying with the
required at periodical surveys and at annual inspections or
requirements of [4.4] may, however, be permitted in the
at more frequent intervals.
machinery casing, provided that it leads to a space or pas-

72 Bureau Veritas July 2011

 Pt B, Ch 3, App 4

4.4 Doors and clamping devices or other equivalent means and are to
be permanently attached to the bulkhead or to the doors
4.4.1 All access openings in bulkheads at ends of enclosed themselves, and the doors are to be so arranged that they
superstructures are to be fitted with doors of steel or other can be operated from both sides of the bulkhead.
equivalent material, permanently and strongly attached to
the bulkhead, and framed, stiffened and fitted so that the 4.4.2 Except as otherwise provided, the height of the sills of
whole structure is of equivalent strength to the unpierced access openings in bulkheads at ends of enclosed super-
bulkhead and weathertight when closed. The means for structures is to be at least 380 millimetres above the deck.
securing these doors weathertight are to consist of gaskets

July 2011 Bureau Veritas 73

Pt B, Ch 3, App 4

74 Bureau Veritas July 2011

 Part B
Hull and Stability

Chapter 4

STRUCTURE DESIGN PRINCIPLES

SECTION 1 MATERIALS

SECTION 2 NET SCANTLING APPROACH

SECTION 3 STRENGTH PRINCIPLES

SECTION 4 BOTTOM STRUCTURE

SECTION 5 SIDE STRUCTURE

SECTION 6 DECK STRUCTURE

SECTION 7 BULKHEAD STRUCTURE

July 2011 Bureau Veritas 75

76 Bureau Veritas July 2011
 Pt B, Ch 4, Sec 1

SECTION 1 MATERIALS

1 General 2.1.2 Higher strength steels other than those indicated in

Tab 1 are considered by the Society on a case by case basis.
1.1 Characteristics of materials
2.1.3 When steels with a minimum guaranteed yield stress
1.1.1 The characteristics of the materials to be used in the ReH other than 235 N/mm2 are used on a ship, hull scant-
construction of ships are to comply with the applicable lings are to be determined by taking into account the mate-
requirements of NR216 Materials and Welding. rial factor k defined in [2.3].

1.1.2 Materials with different characteristics may be 2.1.4 When no other information is available, the mini-
accepted, provided their specification (manufacture, chemi- mum guaranteed yield stress ReH and the Young’s modulus E
cal composition, mechanical properties, welding, etc.) is of steels used at temperatures between 90°C and 300°C
submitted to the Society for approval. may be taken respectively equal to:

0, 75
1.2 Testing of materials R e H = R e H 0 ⎛⎝ 1, 04 – ------------- θ⎞⎠
1000
1.2.1 Materials are to be tested in compliance with the 0, 5
E = E 0 ⎛ 1, 03 – ------------- θ⎞
applicable requirements of NR216 Materials and Welding. ⎝ 1000 ⎠

where:
1.3 Manufacturing processes
ReH0 : Value of the minimum guaranteed yield stress at
1.3.1 The requirements of this Section presume that weld- ambient temperature
ing and other cold or hot manufacturing processes are car-
ried out in compliance with current sound working practice E0 : Value of the Young’s modulus at ambient tem-
and the applicable requirements of NR216 Materials and perature.
Welding. In particular:
2.1.5 Characteristics of steels with specified through thick-
• parent material and welding processes are to be within
ness properties are given in NR216 Materials and Welding,
the limits stated for the specified type of material for
Ch 2, Sec 1, [9].
which they are intended
• specific preheating may be required before welding
• welding or other cold or hot manufacturing processes
2.2 Information to be kept on board
may need to be followed by an adequate heat treatment.
2.2.1 It is advised to keep on board a plan indicating the
steel types and grades adopted for the hull structures.
2 Steels for hull structure Where steels other than those indicated in Tab 1 are used,
their mechanical and chemical properties, as well as any
2.1 Application workmanship requirements or recommendations, are to be
available on board together with the above plan.
2.1.1 Tab 1 gives the mechanical characteristics of steels
currently used in the construction of ships.
2.3 Material factor k
Table 1 : Mechanical properties of hull steels
2.3.1 General
Minimum yield Ultimate minimum
Steel grades Unless otherwise specified, the material factor k has the val-
stress ReH , tensile strength Rm ,
t ≤ 100 mm ues defined in Tab 2, as a function of the minimum guaran-
in N/mm2 in N/mm2
teed yield stress ReH.
A-B-D-E 235 400 - 520
AH32-DH32-EH32 315 440 - 590 Table 2 : Material factor k
FH32
ReH , in N/mm2 k
AH36-DH36-EH36 355 490 - 620
FH36 235 1,00

AH40-DH40-EH40 390 510 - 650 315 0,78

FH40 355 0,72
Note 1: Ref.: NR216 Materials and Welding, Ch 2, Sec 1, [2] 390 0,68

July 2011 Bureau Veritas 77

Pt B, Ch 4, Sec 1

For intermediate values of ReH , k may be obtained by linear classes and grades specified in Tab 3, Tab 4, Tab 5, Tab 6
interpolation. and Tab 7, and Tab 8.
General requirements are given in Tab 3. Additional mini-
Steels with a yield stress lower than 235 N/mm2 or greater
mum requirements are given in:
than 390 N/mm2 are considered by the Society on a case by
case basis. • Tab 4 for ships greater than 150 m in length and having
a single strength deck
• Tab 5 for ships greater than 250 m in length
2.4 Grades of steel
• Tab 6 for single-side bulk carrier ESP and combination
2.4.1 Materials in the various strength members are not to carrier / OBO ESP
be of lower grade than those corresponding to the material • Tab 7 for ships with ice strengthening.

Table 3 : Application of material classes and grades for ships in general

Material class or grade

Structural member category
Within 0,4L amidships Outside 0,4L amidships
• Longitudinal bulkhead strakes, other than that belonging to the
SECONDARY

primary category
• Deck plating exposed to weather, other than that belonging to I A / AH
the primary or special category
• Side plating
• Bottom plating, including keel plate
• Strength deck plating, excluding that belonging to the special
category
PRIMARY

• Continuous longitudinal members above strength deck, exclud-

ing hatch coamings, for ships equal to or greater than 90 m in II A / AH
length
• Uppermost strake in longitudinal bulkhead
• Vertical strake (hatch side girder) and uppermost sloped strake
in top wing tank
• Sheer strake at strength deck (1)
• Stringer plate in strength deck (1) II
III
• Deck strake at longitudinal bulkhead excluding deck plating in I outside 0,6L amidships
way of inner-skin bulkhead of double hull ships (1)
• Strength deck plating at outboard corners of cargo hatch open- II
ings in container carriers and other ships with similar hatch III I outside 0,6L amidships
openings configurations Min. class III within cargo region
• Strength deck plating at corners of cargo hatch openings in bulk
SPECIAL

III within 0,6L amidships

carriers, ore carriers, combination carriers and other ships with III
II within the rest of cargo region
similar hatch openings configurations
• Bilge strake in ships with double bottom over the full breadth II within 0,6L amidships
II
and length less than 150 m (1) I outside 0,6L amidships
• Bilge strake in other ships (1) II
III
I outside 0,6L amidships
•
Longitudinal hatch coamings of length greater than 0,15 L for
III II
ships equal to or greater than 90 min length
Not to be less than I outside 0,6L amidships
• End brackets and deck house transition of longitudinal cargo
grade D/DH Not to be less than grade D/DH
hatch coamings
(1) Single strakes required to be of class III within 0.4L amidships are to have breadths not less than (800 + 5 L) mm, need not to be
greater than 1800 mm, unless limited by the geometry of the ship’s design.

Table 4 : Application of material classes and grades

for ships greater than 150 m in length and having a single strength deck

Structural member category Material grade

Longitudinal strength members of strength deck plating B/AH within 0,4 L amidships
Continuous longitudinal strength members above strength deck B/AH within 0,4 L amidships
Single side strakes for ships without inner continuous longitudinal bulkhead(s) between the
B/AH within cargo region
bottom and the strength deck

78 Bureau Veritas July 2011

 Pt B, Ch 4, Sec 1

Table 5 : Application of material classes and grades 2.4.9 Rolled products used for welded attachments on hull
for ships greater than 250 m in length plating, such as gutter bars and bilge keels, are to be of the
same grade as that used for the hull plating in way.
Material grade within Where it is necessary to weld attachments to the sheerstrake
Structural member category
0,4 L amidships or stringer plate, attention is to be given to the appropriate
Shear strake at strength deck (1) E/EH choice of material and design, the workmanship and weld-
ing and the absence of prejudicial undercuts and notches,
Stringer plate in strength deck (1) E/EH with particular regard to any free edges of the material.
Bilge strake (1) D/DH
2.4.10 In the case of full penetration welded joints located
(1) Single strakes are required to be of grade E/EH and
in positions where high local stresses may occur perpendic-
within 0,4 L amidships are to have breadths not less than
ular to the continuous plating, the Society may, on a case by
(800 + 5 L) mm, but need not be greater than 1800 mm,
case basis, require the use of rolled products having ade-
unless limited by the geometry of the ship’s design.
quate ductility properties in the through thickness direction,
such as to minimize the risk of lamellar tearing (Z type steel,
2.4.2 Materials are to be of a grade not lower than that see NR216 Materials and Welding).
indicated in Tab 8 depending on the material class and
structural member gross thickness (see [2.4.5]). 2.4.11 In highly stressed areas, the Society may require that
plates of gross thickness greater than 20 mm are of grade
2.4.3 For strength members not mentioned in Tab 3, Tab 4, D/DH or E/EH.
Tab 5, Tab 6 and Tab 7, grade A/AH may generally be used.
2.5 Grades of steel for structures exposed
2.4.4 Plating materials for sternframes, rudders, rudder to low air temperatures
horns and shaft brackets are generally to be of grades not
2.5.1 For ships intended to operate in areas with low air
lower than those corresponding to Class II.
temperatures (−20°C or below), e.g. regular service during
For rudder and rudder body plates subjected to stress con- winter seasons to Arctic or Antarctic waters, the materials in
centrations (e.g. in way of lower support of semi-spade rud- exposed structures are to be selected based on the design
ders or at upper part of spade rudders) Class III is to be temperature tD, to be taken as defined in [2.5.2].
applied.
2.5.2 The design temperature tD is to be taken as the lowest
mean daily average air temperature in the area of operation,
2.4.5 The steel grade is to correspond to the as fitted gross
where:
thickness when this is greater than the gross thickness
obtained from the net thickness required by the Rules, Mean : Statistical mean over observation period (at least
according to Ch 4, Sec 2, [1]. 20 years)
Average : Average during one day and night
2.4.6 Steel grades of plates or sections of gross thickness Lowest : Lowest during one year
greater than the limiting thicknesses in Tab 8 are considered Fig 1 illustrates the temperature definition for Arctic waters.
by the Society on a case by case basis. For seasonally restricted service, the lowest value within the
period of operation applies.
2.4.7 In specific cases, such as [2.4.8], with regard to stress
distribution along the hull girder, the classes required within 2.5.3 For the purpose of the selection of steel grades to be
0,4L amidships may be extended beyond that zone, on a used for the structural members above the lowest ballast
case by case basis. waterline and exposed to air, the latter are divided into cat-
egories (SECONDARY, PRIMARY and SPECIAL), as indi-
cated in Tab 9.
2.4.8 The material classes required for the strength deck
plating, the sheerstrake and the upper strake of longitudinal Tab 9 also specifies the classes (I, II and III) of the materials
bulkheads within 0,4L amidships are to be maintained for to be used for the various categories of structural members.
an adequate length across the poop front and at the ends of For non-exposed structures and structures below the lowest
the bridge, where fitted. ballast waterline, see [2.4].

Table 6 : Application of material classes and grades for single-side bulk carrier ESP and combination carrier / OBO ESP

Structural member category Material grade

Lower bracket of ordinary side frame (1) (2) D/DH
Side shell strakes included totally or partially between the two points located to 0,125 l above
D/DH
and below the intersection of side shell and bilge hopper sloping plate or inner bottom plate (2)
(1) the term “lower bracket” means web of lower bracket and web of the lower part of side frames up the point of 0,125 l above
the intersection of side shell and bilge hopper sloping plate or inner bottom plate.
(2) the span of the side frame, l, is defined as the distance between the supporting structures.

July 2011 Bureau Veritas 79

Pt B, Ch 4, Sec 1

Figure 1 : Commonly used definitions of temperatures

 



 
Table 7 : Application of material classes and grades
   
  for ships with ice strengthening

Structural member category Material grade

Shell strakes in way of ice
B/AH
strengthening area for plates

Table 8 : Material grade requirements

for classes I, II and III

Class I II III
Gross thickness,
NSS HSS NSS HSS NSS HSS
in mm
t ≤ 15 A AH A AH A AH
15 < t ≤ 20 A AH A AH B AH
20 < t ≤ 25 A AH B AH D DH
25 < t ≤ 30 A AH D DH D DH
30 < t ≤ 35 B AH D DH E EH
        ! "#$ "% # 35 < t ≤ 40 B AH D DH E EH
40 < t ≤ 50 D DH E EH E EH
   
 
Note 1: “NSS” and “HSS” mean, respectively:
 



  “Normal Strength Steel” and “Higher Strength Steel”.

Table 9 : Application of material classes and grades - Structures exposed to low air temperatures

Material class
Structural member category
Within 0,4L amidships Outside 0,4L amidships
SECONDARY: I I
Deck plating exposed to weather (in general)
Side plating above TB (1)
Transverse bulkheads above TB (1)
PRIMARY: II I
Strength deck plating (2)
Continuous longitudinal members above strength deck (excluding longitudinal
hatch coamings of ships equal to or greater than 90 m in length)
Longitudinal bulkhead above TB (1)
Topside tank bulkhead above TB (1)
SPECIAL: III II
Sheer strake at strength deck (3)
Stringer plate in strength deck (3)
Deck strake at longitudinal bulkhead (4)
Continuous longitudinal hatch coamings of ships equal to or greater than 90 m in
length (5)
(1) TB is the draught in light ballast condition, defined in Ch 5, Sec 1, [2.4.3].
(2) Plating at corners of large hatch openings to be considered on a case by case basis.
Class III or grade E/EH to be applied in positions where high local stresses may occur.
(3) To be not less than grade E/EH within 0,4 L amidships in ships with length exceeding 250 m.
(4) In ships with breadth exceeding 70 metres at least three deck strakes to be class III.
(5) To be not less than grade D/DH.
Note 1: Plating materials for sternframes, rudder horns, rudders and shaft brackets are to be of grades not lower than those corre-
sponding to the material classes in [2.4].

80 Bureau Veritas July 2011

 Pt B, Ch 4, Sec 1

2.5.4 Materials may not be of a lower grade than that indi- 2.6 Grades of steel within refrigerated
cated in Tab 10 to Tab 12 depending on the material class, spaces
structural member gross thickness and design temperature tD.
For design temperatures tD < −55°C, materials will be spe- 2.6.1 For structural members within or adjacent to refriger-
cially considered by the Society on a case by case basis. ated spaces, when the design temperatures is below 0°C,
the materials are to be of grade not lower than those indi-
2.5.5 Single strakes required to be of class III or of grade cated in Tab 13, depending on the design temperature, the
E/EH of FH are to have breadths not less than (800+5L) mm, structural member gross thickness and its category (as
but not necessarily greater than 1800 mm. defined in Tab 3).

Table 10 : Material grade requirements for class I at low temperatures

Gross thickness, −20°C / −25°C −26°C / −35°C −36°C / −45°C −46°C / −55°C
in mm NSS HSS NSS HSS NSS HSS NSS HSS
t ≤ 10 A AH B AH D DH D DH
10 < t ≤ 15 B AH D DH D DH D DH
15 < t ≤ 20 B AH D DH D DH E EH
20 < t ≤ 25 D DH D DH D DH E EH
25 < t ≤ 30 D DH D DH E EH E EH
30 < t ≤ 35 D DH D DH E EH E EH
35 < t ≤ 45 D DH E EH E EH N.A. FH
45 < t ≤ 50 E EH E EH N.A. FH N.A. FH
Note 1: “NSS” and “HSS” mean, respectively, “Normal Strength Steel” and “Higher Strength Steel”.
Note 2: N.A. = not applicable.

Table 11 : Material grade requirements for class II at low temperatures

Gross thickness, −20°C / −25°C −26°C / −35°C −36°C / −45°C −46°C / −55°C
in mm NSS HSS NSS HSS NSS HSS NSS HSS
t ≤ 10 B AH D DH D DH E EH
10 < t ≤ 20 D DH D DH E EH E EH
20 < t ≤ 30 D DH E EH E EH N.A. FH
30 < t ≤ 40 E EH E EH N.A. FH N.A. FH
40 < t ≤ 45 E EH N.A. FH N.A. FH N.A. N.A.
45 < t ≤ 50 E EH N.A. FH N.A. FH N.A. N.A.
Note 1: “NSS” and “HSS” mean, respectively, “Normal Strength Steel” and “Higher Strength Steel”.
Note 2: N.A. = not applicable.

Table 12 : Material grade requirements for class III at low temperatures

Gross thickness, −20°C / −25°C −26°C / −35°C −36°C / −45°C −46°C / −55°C
in mm NSS HSS NSS HSS NSS HSS NSS HSS
t ≤ 10 D DH D DH E EH E EH
10 < t ≤ 20 D DH E EH E EH N.A. FH
20 < t ≤ 25 E EH E EH E FH N.A. FH
25 < t ≤ 30 E EH E EH N.A. FH N.A. FH
30 < t ≤ 35 E EH N.A. FH N.A. FH N.A. N.A.
35 < t ≤ 40 E EH N.A. FH N.A. FH N.A. N.A.
40 < t ≤ 50 N.A. FH N.A. FH N.A. N.A. N.A. N.A.
Note 1: “NSS” and “HSS” mean, respectively, “Normal Strength Steel” and “Higher Strength Steel”.
Note 2: N.A. = not applicable.

July 2011 Bureau Veritas 81

Pt B, Ch 4, Sec 1

Table 13 : Material grade requirements for members 3.1.3 The steels used are to be tested in accordance with the
within or adjacent to refrigerated spaces applicable requirements of NR216 Materials and Welding.

Design Gross Structural member category

3.2 Steels for forging
temperature, thickness, Primary or
in mm Secondary
in °C Special 3.2.1 For the purpose of testing, which is to be carried out
t ≤ 20 B / AH B / AH in accordance with the applicable requirements of NR216
Materials and Welding, the above steels for forging are
− 10 ≤ tD < 0 20 < t ≤ 25 B / AH D / DH
assigned to class 1 (see NR216 Materials and Welding, Ch
t > 25 D / DH E / EH 2, Sec 3, [1.2]).
t ≤ 15 B / AH D / DH
3.2.2 Rolled bars may be accepted in lieu of forged prod-
− 25 ≤ tD < − 10 15 < t ≤ 25 D / DH E / EH
ucts, after consideration by the Society on a case by case
t > 25 E / EH E / EH basis.
− 40 ≤ tD < − 25 t ≤ 25 D / DH E / EH In such case, compliance with the requirements of NR216
t > 25 E / EH E / EH Materials and Welding, Ch 2, Sec 1, relevant to the quality
and testing of rolled parts accepted in lieu of forged parts,
2.6.2 Unless a temperature gradient calculation is carried may be required.
out to assess the design temperature and the steel grade in
the structural members of the refrigerated spaces, the tem- 3.3 Steels for casting
peratures to be assumed are specified below:
• temperature of the space on the uninsulated side, for 3.3.1 Cast parts intended for stems, sternframes, rudders,
plating insulated on one side only, either with uninsu- parts of steering gear and deck machinery in general may be
lated stiffening members (i.e. fitted on the uninsulated made of C and C-Mn weldable steels of quality 1, having
side of plating) or with insulated stiffening members (i.e. specified minimum tensile strength Rm = 400 N/mm 2 or
fitted on the insulated side of plating) 440 N/mm2, in accordance with the applicable require-
• mean value of temperatures in the adjacent spaces, for ments of NR216 Materials and Welding, Ch 2, Sec 4.
plating insulated on both sides, with insulated stiffening Items which may be subjected to high stresses may be
members, when the temperature difference between the required to be of quality 2 steels of the above types.
adjacent spaces is generally not greater than 10 °C
(when the temperature difference between the adjacent 3.3.2 For the purpose of testing, which is to be carried out
spaces is greater than 10°C, the temperature value is in accordance with NR216 Materials and Welding, Ch 2,
established by the Society on a case by case basis) Sec 4, the above steels for casting are assigned to class 1
• in the case of non-refrigerated spaces adjacent to refrig- irrespective of their quality.
erated spaces, the temperature in the non-refrigerated
spaces is to be conventionally taken equal to 0°C. 3.3.3 The welding of cast parts to main plating contributing
to hull strength members is considered by the Society on a
2.6.3 Situations other than those mentioned in [2.6.1] and case by case basis.
[2.6.2] or special arrangements will be considered by the The Society may require additional properties and tests for
Society on a case by case basis. such casting, in particular impact properties which are
appropriate to those of the steel plating on which the cast
2.6.4 Irrespective of the provisions of [2.6.1], [2.6.2] and parts are to be welded and non-destructive examinations.
Tab 13, steel having grades lower than those required in
[2.4], Tab 3 and Tab 8, in relation to the class and gross 3.3.4 Heavily stressed cast parts of steering gear, particu-
thickness of the structural member considered, may not be larly those intended to form a welded assembly and tillers
used. or rotors mounted without key, are to be subjected to sur-
face and volumetric non-destructive examination to check
3 Steels for forging and casting their internal structure.

3.1 General 4 Aluminium alloy structures

3.1.1 Mechanical and chemical properties of steels for
4.1 General
forging and casting to be used for structural members are to
comply with the applicable requirements of NR216 Materi-
4.1.1 The characteristics of aluminium alloys are to comply
als and Welding.
with the requirements of NR216 Materials and Welding, Ch
3, Sec 2.
3.1.2 Steels of structural members intended to be welded
are to have mechanical and chemical properties deemed Series 5000 aluminium-magnesium alloys or series 6000
appropriate for this purpose by the Society on a case by aluminium-magnesium-silicon alloys are generally to be
case basis. used (see NR216 Materials and Welding, Ch 3, Sec 2, [2]).

82 Bureau Veritas July 2011

 Pt B, Ch 4, Sec 1

4.1.2 In the case of structures subjected to low service tem- Table 14 : Aluminium alloys for welded construction
peratures or intended for other specific applications, the
alloys to be employed are to be agreed by the Society. Aluminium alloy η1 η2
Alloys without work-hardening 1 1
4.1.3 Unless otherwise agreed, the Young’s modulus for
treatment (series 5000 in annealed
aluminium alloys is equal to 70000 N/mm2 and the Pois-
condition 0 or annealed flattened
son’s ratio equal to 0,33.
condition H111)
Alloys hardened by work hardening R’p0,2/Rp0,2 R’m / Rm
4.2 Extruded plating (series 5000 other than condition 0
or H111)
4.2.1 Extrusions with built-in plating and stiffeners, referred
to as extruded plating, may be used. Alloys hardened by heat treatment R’p0,2/Rp0,2 0,6
(series 6000) (1)
4.2.2 In general, the application is limited to decks, bulk- (1) When no information is available, coefficient η1 is to
heads, superstructures and deckhouses. Other uses may be be taken equal to the metallurgical efficiency coeffi-
permitted by the Society on a case by case basis. cient β defined in Tab 15.
Note 1:
4.2.3 Extruded plating is preferably to be oriented so that R’p0,2 : Minimum guaranteed yield stress, in N/mm2, of
the stiffeners are parallel to the direction of main stresses. material in welded condition (see [4.3])
R’m : Minimum guaranteed tensile stress, in N/mm2,
4.2.4 Connections between extruded plating and primary of material in welded condition (see [4.3]).
members are to be given special attention.
Table 15 : Aluminium alloys
4.3 Mechanical properties of weld joints Metallurgical efficiency coefficient β

4.3.1 Welding heat input lowers locally the mechanical Gross

strength of aluminium alloys hardened by work hardening Temper
Aluminium alloy thickness, β
(series 5000 other than condition 0 or H111) or by heat condition
in mm
treatment (series 6000).
6005 A T5 or T6 t≤6 0,45
4.3.2 The as welded properties of aluminium alloys of (Open sections) t>6 0,40
series 5000 are in general those of condition 0 or H111. 6005 A T5 or T6 All 0,50
Higher mechanical characteristics may be taken into (Closed sections)
account, provided they are duly justified. 6061 (Sections) T6 All 0,53

4.3.3 The as welded properties of aluminium alloys of 6082 (Sections) T6 All 0,45
series 6000 are to be agreed by the Society.
4.4.2 In the case of welding of two different aluminium
4.4 Material factor k alloys, the material factor k to be considered for the scant-
lings is the greater material factor of the aluminium alloys of
4.4.1 The material factor k for aluminium alloys is to be the assembly.
obtained from the following formula:
4.4.3 For welded constructions in hardened aluminium
235 alloys (series 5000 other than condition 0 or H111 and
k = -----------
R′ l im series 6000), greater characteristics than those in welded
where: condition may be considered, provided that welded con-
nections are located in areas where stress levels are accept-
R’lim : Minimum guaranteed yield stress of the parent able for the alloy considered in annealed or welded
metal in welded condition R’p0,2, in N/mm 2, but condition.
not to be taken greater than 70% of the mini-
mum guaranteed tensile strength of the parent
metal in welded condition R’m, in N/mm2 5 Other materials and products
R’p0,2 = η1 Rp0,2
5.1 General
R’m = η2 Rm
Rp0,2 : Minimum guaranteed yield stress, in N/mm2, of 5.1.1 Other materials and products such as parts made of
the parent metal in delivery condition iron castings, where allowed, products made of copper and
copper alloys, rivets, anchors, chain cables, cranes, masts,
Rm : Minimum guaranteed tensile stress, in N/mm2,
derrick posts, derricks, accessories and wire ropes are to
of the parent metal in delivery condition.
comply with the applicable requirements of NR216 Materi-
η1 and η2 are given in Tab 14. als and Welding.

July 2011 Bureau Veritas 83

Pt B, Ch 4, Sec 1

5.1.2 The use of plastics or other special materials not cov- 5.2 Iron cast parts
ered by these Rules is to be considered by the Society on a
case by case basis. In such cases, the requirements for the 5.2.1 As a rule, the use of grey iron, malleable iron or sphe-
acceptance of the materials concerned are to be agreed by roidal graphite iron cast parts with combined ferritic/perlitic
the Society. structure is allowed only to manufacture low stressed ele-
ments of secondary importance.
5.1.3 Materials used in welding processes are to comply
with the applicable requirements of NR216 Materials and 5.2.2 Ordinary iron cast parts may not be used for windows
Welding. or sidescuttles; the use of high grade iron cast parts of a suit-
able type will be considered by the Society on a case by
case basis.

84 Bureau Veritas July 2011

 Pt B, Ch 4, Sec 2

SECTION 2 NET SCANTLING APPROACH

Symbols
tC : Rule corrosion addition, in mm, see [3] 2.1.2 Plating
wN : Net section modulus, in cm3, of ordinary stiffeners The net thickness is to be obtained by deducting tc from the
wG : Gross section modulus, in cm3, of ordinary stiff- gross thickness.
eners.
2.1.3 Ordinary stiffeners
1 Application criteria The net transverse section is to be obtained by deducting tC
from the gross thickness of the elements which constitute
the stiffener profile. For bulb profiles, an equivalent angle
1.1 General profile, as specified in Ch 4, Sec 3, [3.1.2], may be consid-
1.1.1 The scantlings obtained by applying the criteria spec- ered.
ified in Part B are net scantlings, i.e. those which provide The net strength characteristics are to be calculated for the
the strength characteristics required to sustain the loads, net transverse section. As an alternative, the net section
excluding any addition for corrosion. Exceptions are the modulus may be obtained from the following formula:
scantlings:
wN = wG (1 − α tC) − β tC
• obtained from the yielding checks of the hull girder in
Ch 6, Sec 2 where α and β are the coefficients defined in Tab 1.
• of bow doors and inner doors in Ch 9, Sec 5 Table 1 : Coefficients α and β
• of side doors and stern doors in Ch 9, Sec 6
• of rudder structures and hull appendages in Part B, Type of ordinary stiffeners α β
Chapter 10 Flat bars 0,035 2,8
• of massive pieces made of steel forgings, steel castings
Flanged profiles 0,060 14,0
or iron castings,
Bulb profiles:
which are gross scantlings, i.e. they include additions for wG ≤ 200 cm3 0,070 0,4
corrosion. 0,035 7,4
wG > 200 cm3
1.1.2 The required strength characteristics are:
• thickness, for plating including that which constitutes 2.1.4 Primary supporting members analysed
through an isolated beam structural model
primary supporting members
The net transverse section is to be obtained by deducting tC
• section modulus, shear area, moments of inertia and
local thickness, for ordinary stiffeners and, as the case from the gross thickness of the elements which constitute
may be, primary supporting members the primary supporting members.
• section modulus, moments of inertia and first moment The net strength characteristics are to be calculated for the
for the hull girder. net transverse section.

1.1.3 The ship is to be built at least with the gross scant- 2.1.5 Primary supporting members analysed
lings obtained by adding the corrosion additions, specified through a three dimensional model or a
in Tab 2, to the net scantlings. complete ship model
The net thickness of plating which constitutes primary sup-
2 Net strength characteristic porting members is to be obtained by deducting 0,5tc from
the gross thickness.
calculation
2.1.6 Hull girder net strength characteristics to be
2.1 Designer’s proposal based on gross used for the check of plating, ordinary
scantlings stiffeners and primary supporting members
For the hull girder, the net hull transverse sections are to be
2.1.1 General criteria considered as being constituted by plating and stiffeners
If the Designer provides the gross scantlings of each struc- having net scantlings calculated on the basis of the corro-
tural element without providing their corrosion additions, sion additions tC , according to [2.1.2] to [2.1.4].
the structural checks are to be carried out on the basis of the
It is to be checked whether:
net strength characteristics derived as specified in [2.1.2] to
[2.1.6]. ZNA ≥ 0,9 ZGD

July 2011 Bureau Veritas 85

Pt B, Ch 4, Sec 2

where: It is to be checked whether:

ZNA : 3
Net midship section modulus, in m , calculated
ZNAD ≥ 0,9 ZGD
on the basis of the net scantlings obtained con-
sidering the corrosion additions tC according to where:
[2.1.2] to [2.1.4]
ZNAD : Net midship section modulus, in m3, calculated
ZGD : Gross midship section modulus, in m 3, calcu- on the basis of the net scantlings proposed by
lated on the basis of the gross scantlings pro- the Designer
posed by the Designer.
ZGD : Gross midship section modulus, in m3, calcu-
Where the above condition is not satisfied, the hull girder
normal and shear stresses, to be used for the checks of plat- lated on the basis of the gross scantlings pro-
ing, ordinary stiffeners and primary supporting members posed by the Designer.
analysed through an isolated beam structural model, are to Where the above condition is not satisfied, the hull girder
be obtained by dividing by 0,9 those obtained by consider- normal and shear stresses, to be used for the checks of plat-
ing the hull girder transverse sections with their gross scant- ing, ordinary stiffeners and primary supporting members
lings. analysed through an isolated beam structural model, are to
be obtained by dividing by 0,9 those obtained by consider-
2.1.7 Hull girder net strength characteristics to be ing the hull girder transverse sections with their gross scant-
used for the check of hull girder ultimate
lings.
strength
For the hull girder, the net hull transverse sections are to be
2.2.3 Hull girder net strength characteristics to be
considered as being constituted by plating and stiffeners
used for the check of hull girder ultimate
having net scantlings calculated on the basis of the corro- strength
sion additions tC , according to [2.1.2] to [2.1.4].
The hull girder strength characteristic calculation is to be
It is to be checked whether:
carried out according to [2.1.7] by using the corrosion addi-
ZNA ≥ 0,9 ZGD tions proposed by the Designer in lieu of tc.
where:
ZNA : Net midship section modulus, in m3, calculated 3 Corrosion additions
on the basis of the net scantlings obtained con-
sidering the corrosion additions tC according to
[2.1.2] to [2.1.4] 3.1 Values of corrosion additions
3
ZGD : Gross midship section modulus, in m , calcu-
3.1.1 General
lated on the basis of the gross scantlings pro-
posed by the Designer. The values of the corrosion additions specified in this Arti-
Where the above condition is not satisfied, the net scantling cle are to be applied in relation to the relevant protective
of plating and ordinary stiffeners constituting the transverse coatings required by the Rules.
section are to be calculated on the basis of the corrosion The Designer may define values of corrosion additions
additions ηtc, where: greater than those specified in [3.1.2].
η : Coefficient to be calculated so that:
ZNA = 0,9 ZGD 3.1.2 Corrosion additions for steel other than
stainless steel
2.2 Designer’s proposal based on net scant- In general, the corrosion addition to be considered for plat-
lings ing forming the boundary between two compartments of
different types is equal to:
2.2.1 Net strength characteristics and corrosion
additions • for plating with a gross thickness greater than 10 mm,
the sum of the values specified in Tab 2 for one side
If the Designer provides the net scantlings of each structural
exposure to each compartment
element, the structural checks are to be carried out on the
basis of the proposed net strength characteristics. • for plating with a gross thickness less than or equal to 10
The Designer is also to provide the corrosion additions or mm, the smallest of the following values:
the gross scantlings of each structural element. The pro- - 20 % of the gross thickness of the plating
posed corrosion additions are to be not less than the values
specified in [3]. - sum of the values specified in Tab 2 for one side
exposure to each compartment.
2.2.2 Hull girder net strength characteristics to be
used for the check of plating, ordinary For an internal member within a given compartment, or for
stiffeners and primary supporting members plating forming the boundary between two compartments
For the hull girder, the net hull transverse sections are to be of the same type, the corrosion addition to be considered is
considered as being constituted by plating and stiffeners twice the value specified in Tab 2 for one side exposure to
having the net scantlings proposed by the Designer. that compartment.

86 Bureau Veritas July 2011

 Pt B, Ch 4, Sec 2

Table 2 : Corrosion additions tc , in mm, for each exposed side

Compartment type General (1) Special cases

Ballast tank (2) 1,00 1,25 in upper zone (6)
Cargo oil tank and fuel oil tank Plating of horizontal surfaces 0,75 1,00 in upper zone (6)
(3)
Plating of non-horizontal surfaces 0,50 1,00 in upper zone (6)
Ordinary stiffeners and primary supporting members 0,75 1,00 in upper zone (6)
Independant tank of ships with service notation liquefied gas carrier (4) 0,00
Cofferdam in cargo area of ships with the service notation liquefied gas carrier 1,00
Dry bulk cargo hold (5) General 1,00
Inner bottom plating 1,75
Side plating for single hull ship
Inner side plating for double hull ship
Sloping stool plate of hopper tanks and lower stool
Transverse bulkhead plating
Frames, ordinary stiffeners and primary supporting 1,00 1,50 in lower zone (7)
members
Compartment located between independant tank and inner side of ships with the 1,00
additional service feature asphalt carrier
Hopper well of dredging ships 2,00
Accommodation space 0,00
Compartments other than those mentioned above 0,50
Outside sea and air
(1) General: corrosion additions tc are applicable to all members of the considered item with possible exceptions given for upper
and lower zones.
(2) Ballast tank: does not include cargo oil tanks which may carry ballast according to Regulation 13 of MARPOL 73/78.
(3) For ships with the service notation chemical tanker ESP, the corrosion addition tC may be taken equal to 0 for cargo tanks cov-
ered with a protective lining or coating (see IBC, 6).
(4) The corrosion addition tC specified for cargo tanks is to be applied when required in IGC, 4.5.2.
(5) Dry bulk cargo hold: includes holds, intended for the carriage of dry bulk cargoes, which may carry oil or water ballast.
(6) Upper zone: area within 1,5 m below the top of the tank or the hold. This is not to be applied to tanks in the double bottom.
(7) Lower zone: area within 3 m above the bottom of the tank or the hold.

When, according to Tab 2, a structural element is affected 3.1.4 Corrosion additions for non-alloyed steel clad
by more than one value of corrosion additions (e.g. a side with stainless steel
frame in a dry bulk cargo hold extending above the lower For plates made of non-alloyed steel clad with stainless
zone), the scantling criteria are generally to be applied con- steel, the corrosion addition tc is to be taken equal to 0 only
sidering the value of corrosion addition applicable at the
for the plate side clad with stainless steel.
lowest point of the element.

3.1.3 Corrosion additions for stainless steel 3.1.5 Corrosion additions for aluminium alloys
For structural members made of stainless steel, the corro- For structural members made of aluminium alloys, the cor-
sion addition tc is to be taken equal to 0. rosion addition tc is to be taken equal to 0.

July 2011 Bureau Veritas 87

Pt B, Ch 4, Sec 3

SECTION 3 STRENGTH PRINCIPLES

Symbols

E : Young’s modulus, in N/mm 2, to be taken equal 1 General principles

to:
• for steels in general: 1.1 Structural continuity
E = 2,06⋅105 N/mm2
1.1.1 The variation in scantlings between the midship
• for stainless steels: region and the fore and aft parts is to be gradual.
E = 1,95⋅105 N/mm2
1.1.2 The structural continuity is to be ensured:
• for aluminium alloys:
• in way of changes in the framing system
E = 7,0⋅104 N/mm2 • at the connections of primary or ordinary stiffeners
s : Spacing, in m, of ordinary stiffeners or primary • in way of the ends of the fore and aft parts (see Ch 9, Sec
supporting members, as the case may be 1 and Ch 9, Sec 2) and machinery space (see Ch 9, Sec
l : Span, in m, of an ordinary stiffener or a primary 3)
supporting member, as the case may be, meas- • in way of ends of superstructures (see Ch 9, Sec 4).
ured between the supporting members (see Fig
2 to Fig 5) 1.1.3 Longitudinal members contributing to the hull girder
longitudinal strength, according to Ch 6, Sec 1, [2], are to
lb : Length, in m, of brackets (see Fig 4 and Fig 5)
extend continuously for a sufficient distance towards the
hw : Web height, in mm, of an ordinary stiffener or a ends of the ship and in way of areas with changes in fram-
primary supporting member, as the case may be ing system.
tw : Net web thickness, in mm, of an ordinary stiff- Ordinary stiffeners contributing to the hull girder longitudinal
ener or a primary supporting member, as the strength are generally to be continuous when crossing pri-
case may be mary supporting members. Otherwise, the detail of connec-
tions is considered by the Society on a case by case basis.
bf : Face plate width, in mm, of an ordinary stiffener
or a primary supporting member, as the case Longitudinals of the bottom, bilge, sheerstrake, deck, upper
may be and lower longitudinal bulkhead and inner side strakes, as
well as the latter strakes themselves, the lower strake of the
tf : Net face plate thickness, in mm, of an ordinary centreline bottom girder and the upper strake of the cen-
stiffener or a primary supporting member, as the treline deck girder, where fitted, are to be continuous through
case may be the transverse bulkheads of the cargo area and cofferdams.
tp : Net thickness, in mm, of the plating attached to Alternative solutions may be examined by the Society on a
an ordinary stiffener or a primary supporting case by case basis, provided they are equally effective.
member, as the case may be
1.1.4 Where stress concentrations may occur in way of
w : Net section modulus, in cm3, of an ordinary structural discontinuities, adequate compensation and rein-
stiffener or a primary supporting member, as the forcements are to be provided.
case may be, with attached plating of width bp
I : Net moment of inertia, in cm4, of an ordinary 1.1.5 Openings are to be avoided, as far as practicable, in
stiffener or a primary supporting member, as the way of highly stressed areas.
case may be, without attached plating, around Where necessary, the shape of openings is to be specially
its neutral axis parallel to the plating (see Fig 4 designed to reduce the stress concentration factors.
and Fig 5)
Openings are to be generally well rounded with smooth
IB : Net moment of inertia, in cm4, of an ordinary edges.
stiffener or a primary supporting member, as the
case may be, with bracket and without attached 1.1.6 Primary supporting members are to be arranged in
plating, around its neutral axis parallel to the such a way that they ensure adequate continuity of strength.
plating, calculated at mid-length of the bracket Abrupt changes in height or in cross-section are to be
(see Fig 4 and Fig 5). avoided.

88 Bureau Veritas July 2011

 Pt B, Ch 4, Sec 3

1.2 Connections with higher strength steel 3 Ordinary stiffeners

1.2.1 The vertical extent of higher strength steel is to com- 3.1 General
ply with the requirements of Ch 6, Sec 2, [4.5].
3.1.1 Stiffener not perpendicular to the attached
1.2.2 When a higher strength steel is adopted at deck, plating
members not contributing to the longitudinal strength and
Where the stiffener is not perpendicular to the attached
welded on the strength deck (e.g. hatch coamings, strength-
plating, the actual net section modulus may be obtained, in
ening of deck openings) are also generally to be made of the
cm3, from the following formula:
same higher strength steel.
w = w0 sin α

1.3 Connections between steel and where:

aluminium w0 : Actual net section modulus, in cm3, of the stiff-
ener assumed to be perpendicular to the plating
1.3.1 Any direct contact between steel and aluminium
α : Angle between the stiffener web and the
alloy is to be avoided (e.g. by means of zinc or cadmium
attached plating.
plating of the steel parts and application of a suitable coat-
ing on the corresponding light alloy parts).
3.1.2 Bulb section: equivalent angle profile

1.3.2 Any heterogeneous jointing system is considered by A bulb section may be taken as equivalent to an angle pro-
the Society on a case by case basis. file.
The dimensions of the equivalent angle profile are to be
1.3.3 The use of transition joints made of aluminium/steel- obtained, in mm, from the following formulae:
clad plates or profiles is considered by the Society on a case
h w′
by case basis (see NR216 Materials, Ch 3, Sec 2, [4]). h w = h w′ – -------
-+2
9 ,2
t w = t w′
2 Plating h w′
b f = α t w′ + -------
-–2
6 ,7

2.1 Insert plates and doublers h w′

-–2
t f = -------
9 ,2

2.1.1 A local increase in plating thickness is generally to where:

be achieved through insert plates. Local doublers, which
h’w , t’w : Height and net thickness of the bulb section, in
are normally only allowed for temporary repair, may how-
mm, as shown in Fig 1
ever be accepted by the Society on a case by case basis.
α : Coefficient equal to:
In any case, doublers and insert plates are to be made of
2
materials of a quality at least equal to that of the plates on ( 120 – h w′ )
1 ,1 + ----------------------------
- for h w′ ≤ 120
which they are welded. 3000
1 for h w′ > 120
2.1.2 Doublers having width, in mm, greater than:
Figure 1 : Dimensions of a bulb section
• 20 times their thickness, for thicknesses equal to or less
than 15 mm

• 25 times their thickness, for thicknesses greater than 15

mm

JM
are to be fitted with slot welds, to be effected according to
Ch 12, Sec 1, [2.6].
DM

2.1.3 When doublers fitted on the outer shell and strength

deck within 0,6L amidships are accepted by the Society,
their width and thickness are to be such that slot welds are
not necessary according to the requirements in [2.1.2]. Out-
side this area, the possibility of fitting doublers requiring
slot welds will be considered by the Society on a case by
case basis.

July 2011 Bureau Veritas 89

Pt B, Ch 4, Sec 3

3.2 Span of ordinary stiffeners 3.3 Width of attached plating

3.2.1 General 3.3.1 Yielding check
The span l of ordinary stiffeners is to be measured as shown The width of the attached plating to be considered for the
in Fig 2 to Fig 5. yielding check of ordinary stiffeners is to be obtained, in m,
from the following formulae:
3.2.2 Ordinary stiffeners connected by struts • where the plating extends on both sides of the ordinary
The span of ordinary stiffeners connected by one or two stiffener:
struts, dividing the span in equal lengths, may be taken
bP = s
equal to 0,7l.
• where the plating extends on one side of the ordinary
Figure 2 : Ordinary stiffener without brackets stiffener (i.e. ordinary stiffeners bounding openings):
bP = 0,5s.
l
3.3.2 Buckling check and ultimate strength check
The attached plating to be considered for the buckling and
ultimate strength check of ordinary stiffeners is defined in
Ch 7, Sec 2, [4.1] and Ch 7, Sec 2, [5.2], respectively.

3.4 Geometric properties

3.4.1 Built section
Figure 3 : Ordinary stiffener with a stiffener at one end The geometric properties of built sections as shown in Fig 6
may be calculated as indicated in the following formulae.
l
Figure 6 : Dimensions of a built section

tp

tw
hw

Figure 4 : Ordinary stiffener with end bracket

tf
l
IB
bf
I
These formulae are applicable provided that:
A a ≥ tf bf
lb h
-----w- ≥ 10
tp
Figure 5 : Ordinary stiffener with a bracket hw
------ ≥ 10
and a stiffener at one end tf
where:
l
Aa : Net sectional area, in mm2, of the attached plat-
IB ing.
The net section modulus of a built section with attached
I
plating is to be obtained, in cm3, from the following for-
mula:
⎛ ⎞
lb h w t f b f t W h 2W ⎜ A a – tf bf ⎟
- + ------------- 1 + ------------------------
w = ------------- -
1000 6000 ⎜ tW h W⎟
⎝ A a + ------------ ⎠
2
The distance from face plate to neutral axis is to be
obtained, in cm, from the following formula:
h W ( A a + 0, 5t W h W )
v = --------------------------------------------------
-
10 ( A a + t f b f + t W h W )

90 Bureau Veritas July 2011

 Pt B, Ch 4, Sec 3

The net moment of inertia of a built section with attached Figure 9 : End connection of ordinary stiffener
plating is to be obtained, in cm4, from the following for- Collar plate
mula:
I=w⋅v
The net shear sectional area of a built section with attached
plating is to be obtained, in cm2, from the following for-
mula:
hw t
A Sh = ----------w-
100
Figure 10 : End connection of ordinary stiffener
3.4.2 Corrugations
One large collar plate
The net section modulus of a corrugation is to be obtained,
in cm3, from the following formula:
td
w = ----- ( 3b + c )10
–3

6
where:
t : Net thickness of the plating of the corrugation,
in mm
d, b, c : Dimensions of the corrugation, in mm, shown
in Fig 7. Figure 11 : End connection of ordinary stiffener
Where the web continuity is not ensured at ends of the Two large collar plates
bulkhead, the net section modulus of a corrugation is to be
obtained, in cm3, from the following formula:
w = 0,5 b t d 10−3

Figure 7 : Dimensions of a corrugation

b

3.5.2 Where ordinary stiffeners are cut at primary support-

c t ing members, brackets are to be fitted to ensure the struc-
d tural continuity. Their net section modulus and their net
sectional area are to be not less than those of the ordinary
stiffeners.
The net thickness of brackets is to be not less than that of
ordinary stiffeners. Brackets with net thickness, in mm, less
3.5 End connections than 15Lb, where Lb is the length, in m, of the free edge of
the end bracket, are to be flanged or stiffened by a welded
3.5.1 Where ordinary stiffeners are continuous through pri- face plate. The net sectional area, in cm2, of the flanged
mary supporting members, they are to be connected to the edge or face plate is to be at least equal to 10 Lb .
web plating so as to ensure proper transmission of loads,
e.g. by means of one of the connection details shown in Fig 3.5.3 Where necessary, the Society may require backing
8 to Fig 11. brackets to be fitted, as shown in Fig 12, in order to improve
Connection details other than those shown in Fig 8 to Fig 11 the fatigue strength of the connection (see also [4.7.4]).
may be considered by the Society on a case by case basis.
In some cases, the Society may require the details to be sup- Figure 12 : End connection of ordinary stiffener
ported by direct calculations submitted for review. Backing bracket

Figure 8 : End connection of ordinary stiffener

Without collar plate

X X/2

July 2011 Bureau Veritas 91

Pt B, Ch 4, Sec 3

4 Primary supporting members double bottom, see Fig 13), their influence is to be taken
into account by assigning an equivalent net shear sectional
area to the primary supporting member.
4.1 Span of primary supporting members
This equivalent net shear sectional area is to be obtained, in
4.1.1 The span of primary supporting members is to be cm2, from the following formula:
determined in accordance with [3.2].
AS h1 A S h2
A S h = --------------------------------------------
2
+ -------------------------------------------
2
-
0 ,0032 l A S h 1 0 ,0032 l A S h2
4.2 Width of attached plating 1 + ---------------------------------- 1 + ----------------------------------
I1 I2
4.2.1 General where (see Fig 13):
The width of the attached plating to be considered for the
yielding check of primary supporting members analysed I1, I2 : Net moments of inertia, in cm4, of deep webs
through beam structural models is to be obtained, in m, (1) and (2), respectively, with attached plating
from the following formulae: around their neutral axes parallel to the plating

• where the plating extends on both sides of the primary ASh1, ASh2 : Net shear sectional areas, in cm2, of deep webs
supporting member: (1) and (2), respectively, to be calculated
according to [4.3.2]
bP = min (s; 0,2l)
• where the plating extends on one side of the primary l : Span, in cm, of deep webs (1) and (2).
supporting member (i.e. primary supporting members
bounding openings): Figure 13 : Large openings in the web
of primary supporting members
bP = 0,5 min (s; 0,2l)

4.2.2 Corrugated bulkheads (1) I , ASh1

1
The width of attached plating of corrugated bulkhead pri-
mary supporting members is to be determined as follows:
• when primary supporting members are parallel to the
corrugations and are welded to the corrugation flanges,
the width of the attached plating is to be calculated in
accordance with [4.2.1] and is to be taken not greater
than the corrugation flange width
(2) I
2
, ASh2
• when primary supporting members are perpendicular to
the corrugations, the width of the attached plating is to
be taken equal to the width of the primary supporting l
member face plate.

4.3 Geometric properties 4.4 Bracketed end connections

4.3.1 Standard roll sections 4.4.1 Arm lengths of end brackets are to be equal, as far as
practicable.
The geometric properties of primary supporting members
made of standard roll sections may be determined in With the exception of primary supporting members of trans-
accordance with [3.4.1], reducing the web height hw by the versely framed single sides (see Ch 4, Sec 5, [3.2]), the
depth of the cut-out for the passage of ordinary stiffeners, if height of end brackets is to be not less than that of the pri-
any (see [4.6.1]). mary supporting member.

4.3.2 Built sections 4.4.2 The net thickness of the end bracket web is generally
The geometric properties of primary supporting members to be not less than that of the primary supporting member
made of built sections (including primary supporting mem- web.
bers of double skin structures, such as double bottom floors
and girders) are generally determined in accordance with 4.4.3 The net scantlings of end brackets are generally to be
[3.4.1], reducing the web height hw by the depth of the cut- such that the net section modulus of the primary supporting
out for the passage of ordinary stiffeners, if any (see [4.6.1]). member with end brackets is not less than that of the pri-
mary supporting member at mid-span.
Additional requirements relevant to the net shear sectional
area are provided in [4.3.3].
4.4.4 The width, in mm, of the face plate of end brackets is
4.3.3 Net shear sectional area in the case of web to be not less than 50(Lb+1), where Lb is the length, in m, of
large openings the free edge of the end bracket.
Where large openings are fitted in the web of primary sup- Moreover, the net thickness of the face plate is to be not less
porting members (e.g. where a pipe tunnel is fitted in the than that of the bracket web.

92 Bureau Veritas July 2011

 Pt B, Ch 4, Sec 3

4.4.5 Where deemed necessary, face plates of end con- 4.4.7 In addition to the above requirements, the net scant-
necting brackets are to be symmetrical. In such a case, the lings of end brackets are to comply with the applicable
following requirements are in general to be complied with: requirements given in Ch 4, Sec 4 to Ch 4, Sec 7.
• face plates are to be tapered at ends with a total angle
not greater than 30° 4.5 Bracketless end connections
• the breath of face plates at ends is not to be greater than
25 mm 4.5.1 In the case of bracketless crossing between two pri-
• face plates of 20 mm thick and above are to be tapered mary supporting members (see Fig 15), the net thickness of
in thickness at their ends down to their mid-thickness the common part of the webs, in mm, is to be not less than
the greatest value obtained from the following formula:
• bracket toes are to be of increased thickness
• an additional tripping bracket is to be fitted γR γ m Sf 1 σ1
t b = ------------------------
-
0, 5h 2 R y
• the radius R of the face plate is to be as large as possible
γR γ m Sf 2 σ2
• collar plates welded to the plating are to be fitted in way t b = ------------------------
-
0, 5h 1 R y
of the bracket toes
• throat thickness of fillet welds is not to be less than t/2, tb = max (t1 , t2)
with t being the thickness of the bracket toe.
where:
An example of bracket with symmetrical face plate is indi-
cated in Fig 14. γR, γm : Partial safety factors as defined in Ch 7, Sec 3,
[1.4]
4.4.6 Stiffening of end brackets is to be designed such that
Sf1, Sf2 : Net flange section, in mm2,of member 1 and
it provides adequate buckling web stability.
member 2 respectively

Figure 14 : Bracket with symmetrical face plate σ1, σ2 : Normal stresses, in N/mm2 , in member 1 and
member 2 respectively

t1, t2 : Net web thicknesses, in mm, of member 1 and

member 2 respectively

Figure 15 : Bracketless end connections

≤  between two primary supporting members

h1
tb
 Member 1

Member 2
h2

As guidance, the following prescriptions may be applied:

• where the length Lb is greater than 1,5 m, the web of the 4.5.2 In the case of bracketless crossing between three pri-
bracket is to be stiffened mary supporting members (see Fig 16), when the flange of
• the net sectional area, in cm 2, of web stiffeners is to be member 2 and member 3 is continuous, the net thickness,
not less than 16,5l, where l is the span, in m, of the in mm, of the common part of the webs is not to be less
stiffener than the greater of:

• tripping flat bars are to be fitted to prevent lateral buck- γR γ m Sf 1 σ1

t b = ------------------------
-
ling of web stiffeners. Where the width of the symmetri- 0, 5h 2 R y
cal face plate is greater than 400 mm, additional
backing brackets are to be fitted. tb = max (t1 , t2)

July 2011 Bureau Veritas 93

Pt B, Ch 4, Sec 3

Figure 16 : Bracketless end connections Figure 17 : Large openings in primary supporting

between three primary supporting members members - Secondary stresses
MA

M
MB
Member 3 QA
Q QB

R/2

h1
1
tb Member 1

A 2 B

Member 2
2 F
h2 m2
K2 QT
d
-F m1
1
K1 QT
When the flanges of member 2 and member 3 are not con-
tinuous, the net thickness of the common part of the webs is
to be defined as [4.5.1]. Members (1) and (2) are subjected to the following forces,
moments and stresses:
4.5.3 The common part of the webs is to be generally stiff-
MA + MB
ened where the minimum height of the member 1 and F = ---------------------
-
2d
member 2 is greater than 100tb.
MA – MB K
m1 = --------------------
- 1
4.5.4 When lamellar tearing of flanges may occur, the 2
flange in way of the connection may be requested to be of Z MA – MB K
m2 = --------------------
- 2
quality or a 100% ultrasonic testing of the flange in way of 2
the weld may be required prior to and after welding. F
σF 1 = 10 -----
S1
4.6 Cut-outs and holes
F
σF 2 = 10 -----
S2
4.6.1 Cut-outs for the passage of ordinary stiffeners are to
be as small as possible and well rounded with smooth m
σm 1 = -------1 10
3

edges. w1
In general, the depth of cut-outs is to be not greater than m
σm 2 = -------2 10
3

50% of the depth of the primary supporting member. w2

K 1 QT
4.6.2 Where openings such as lightening holes are cut in τ 1 = 10 ------------
-
Sw 1
primary supporting members, they are to be equidistant
K 2 QT
from the face plate and corners of cut-outs and, in general, τ 2 = 10 ------------
-
Sw 2
their height is to be not greater than 20% of the web height.
where:
4.6.3 Openings may not be fitted in way of toes of end MA, MB : Bending moments, in kN.m, in sections A and B
brackets.
of the primary supporting member
4.6.4 Over half of the span of primary supporting members, m 1, m 2 : Bending moments, in kN.m, in (1) and (2)
the length of openings is to be not greater than the distance d : Distance, in m, between the neutral axes of (1)
between adjacent openings. and (2)
At the ends of the span, the length of openings is to be not σF1, σF2 : Axial stresses, in N/mm2, in (1) and (2)
greater than 25% of the distance between adjacent open-
ings. σm1, σm2 : Bending stresses, in N/mm2, in (1) and (2)
QT : Shear force, in kN, equal to QA or Q B, which-
4.6.5 In the case of large openings as shown in Fig 17, the ever is greater
secondary stresses in primary supporting members are to be
τ1, τ2 : Shear stresses, in N/mm2, in (1) and (2)
considered for the reinforcement of the openings.
The secondary stresses may be calculated in accordance w 1, w2 : Net section moduli, in cm3, of (1) and (2)
with the following procedure. S 1, S 2 : Net sectional areas, in cm 2, of (1) and (2)

94 Bureau Veritas July 2011

 Pt B, Ch 4, Sec 3

Sw1, Sw2 : Net sectional areas, in cm2, of webs in (1) and Other arrangements may be accepted provided they are
(2) supported by direct calculations submitted to the Society for
I1, I2 : Net moments of inertia, in cm4, of (1) and (2) review.
with attached plating
I1 4.7 Stiffening arrangement
K 1 = -------------
-
I1 + I2
I2 4.7.1 Webs of primary supporting members are generally
K 2 = -------------
- to be stiffened where the height, in mm, is greater than
I1 + I2
100t, where t is the web net thickness, in mm, of the pri-
The combined stress σC calculated at the ends of members mary supporting member.
(1) and (2) is to be obtained from the following formula:
In general, the web stiffeners of primary supporting mem-
2 2
σc = ( σF + σ m ) + 3 τ bers are to be spaced not more than 110t.
The combined stress σC is to comply with the checking cri-
4.7.2 Where primary supporting member web stiffeners are
teria in Ch 7, Sec 3, [3.6] or Ch 7, Sec 3, [4.3], as applica-
welded to ordinary stiffener face plates, their net sectional
ble. Where these checking criteria are not complied with,
area at the web stiffener mid-height is to be not less than the
the cut-out is to be reinforced according to one of the solu-
value obtained, in cm2, from the following formula:
tions shown in Fig 18 to Fig 20:
• continuous face plate (solution 1): see Fig 18 A = 0 ,1 k1 ( γ S 2 p S + γ W 2 p W )s l
• straight face plate (solution 2): see Fig 19 where:
• compensation of the opening (solution 3): see Fig 20
k1 : Coefficient depending on the web connection
• combination of the above solutions.
with the ordinary stiffener, to be taken as:
Figure 18 : Stiffening of large openings in primary • k1 = 0,30 for connections without collar
supporting members - Solution 1 plate (see Fig 8)
• k1 = 0,225 for connections with a collar
plate (see Fig 9)
• k1 = 0,20 for connections with one or two
large collar plates (see Fig 10 and Fig 11)
pS, pW : Still water and wave pressure, respectively, in
kN/m2, acting on the ordinary stiffener, defined
Figure 19 : Stiffening of large openings in primary in Ch 7, Sec 2, [3.3.2] or Ch 8, Sec 4, [3.3.2]
supporting members - Solution 2 γS2, γW2 : Partial safety factors, defined in Ch 7, Sec 2, Tab
1 or Ch 8, Sec 4, Tab 1 for yielding check (gen-
eral)
H
l : Span of ordinary stiffeners, in m
s : Spacing of ordinary stiffeners, in m.

4.7.3 The net section modulus of web stiffeners of non-

watertight primary supporting members is to be not less
than the value obtained, in cm3, from the following formula:
0,5 H S
1,5 H 2 1 + 48 ----S
ts s 3
w = ---------- ⋅ ---------------------- 10
864 S
1 + 24 ----S
s
Figure 20 : Stiffening of large openings in primary
supporting members - Solution 3 w = 2,5 s2 t Ss2
Inserted plate
where:
s : Length, in m, of web stiffeners
t : Web net thickness, in mm, of the primary sup-
H
porting member

t1 t Ss : Spacing, in m, of web stiffeners.

Moreover, web stiffeners located in areas subject to com-
pression stresses are to be checked for buckling in accord-
H
ance with Ch 7, Sec 2, [4].

July 2011 Bureau Veritas 95

Pt B, Ch 4, Sec 3

4.7.4 Tripping brackets (see Fig 21) welded to the face plate 4.7.5 In general, the width of the primary supporting mem-
are generally to be fitted: ber face plate is to be not less than one tenth of the depth of
• every fourth spacing of ordinary stiffeners, without the web, where tripping brackets are spaced as specified in
exceeding 4 m [4.7.4].
• at the toe of end brackets
4.7.6 The arm length of tripping brackets is to be not less
• at rounded face plates than the greater of the following values, in m:
• in way of cross ties
d = 0 ,38b
• in way of concentrated loads.
s
d = 0 ,85b ---t
Where the width of the symmetrical face plate is greater t
than 400 mm, backing brackets are to be fitted in way of the
where:
tripping brackets.
b : Height, in m, of tripping brackets, shown in Fig
Figure 21 : Primary supporting member: 21
web stiffener in way of ordinary stiffener st : Spacing, in m, of tripping brackets
t : Net thickness, in mm, of tripping brackets.
It is recommended that the bracket toe should be designed
as shown in Fig 21.
b
4.7.7 Tripping brackets with a net thickness, in mm, less
than 15Lb are to be flanged or stiffened by a welded face
plate.
The net sectional area, in cm2, of the flanged edge or the
face plate is to be not less than 10Lb, where Lb is the length,
in m, of the free edge of the bracket.
Where the depth of tripping brackets is greater than 3 m, an
δ d additional stiffener is to be fitted parallel to the bracket free
edge.

96 Bureau Veritas July 2011

 Pt B, Ch 4, Sec 4

SECTION 4 BOTTOM STRUCTURE

1 General 2 Longitudinally framed single bottom

1.1 Application 2.1 General

1.1.1 The requirements of this Section apply to longitudi- 2.1.1 Single bottom ships are to be fitted with a centre
nally or transversely framed single and double bottom struc- girder formed by a vertical continuous or intercostal web
tures. plate and a horizontal face plate continuous over the floors.
Intercostal web plates are to be aligned and welded to
1.2 General arrangement floors.

1.2.1 In ships greater than 120 m in length, the bottom is, 2.1.2 In general, girders are to be fitted spaced not more
in general, to be longitudinally framed. than 2,5 m apart and formed by a vertical intercostal web
plate and a horizontal face plate continuous over the floors.
1.2.2 The bottom structure is to be checked by the
Intercostal web plates are to be aligned and welded to
Designer to make sure that it withstands the loads resulting
floors.
from the dry-docking of the ship.
2.1.3 Centre and side girders are to be extended as far aft
1.2.3 The bottom is to be locally stiffened where concen-
and forward as practicable.
trated loads are envisaged.
2.1.4 Where side girders are fitted in lieu of the centre
1.2.4 Girders or floors are to be fitted under each line of
girder, the scarfing is to be adequately extended and addi-
pillars, when deemed necessary by the Society on the basis
tional stiffening of the centre bottom may be required.
of the loads carried by the pillars.
2.1.5 Longitudinal girders are to be fitted in way of each
1.2.5 Adequate tapering is to be provided between double
line of pillars.
bottom and adjacent single bottom structures. Similarly,
adequate continuity is to be provided in the case of height 2.1.6 Floors are to be made with a welded face plate
variation in the double bottom. Where such a height varia- between the collision bulkhead and 0,25L from the fore
tion occurs within 0,6 L amidships, the inner bottom is gen- end.
erally to be maintained continuous by means of inclined
plating.
2.2 Floors
1.2.6 Provision is to be made for the free passage of water
2.2.1 In general, the floor spacing is to be not greater than
from all parts of the bottom to the suctions, taking into
5 frame spacings.
account the pumping rate required.

1.2.7 When solid ballast is fitted, it is to be securely posi- 2.3 Longitudinal ordinary stiffeners
tioned. If necessary, intermediate floors may be required for
this purpose. 2.3.1 Longitudinal ordinary stiffeners are generally to be
continuous when crossing primary members.
1.3 Keel
3 Transversely framed single bottom
1.3.1 The width of the keel is to be not less than the value
obtained, in m, from the following formula:
3.1 General
L
b = 0 ,8 + 0 ,5 ----------
100 3.1.1 The requirements in [2.1] apply also to transversely
framed single bottoms.
1.4 Drainage and openings for air passage
3.2 Floors
1.4.1 Holes are to be cut into floors and girders to ensure
the free passage of air and liquids from all parts of the dou- 3.2.1 Floors are to be fitted at every frame.
ble bottom.
3.2.2 The height, in m, of floors at the centreline is to be
1.4.2 Air holes are to be cut as near to the inner bottom not less than l/16. In the case of ships with considerable
and draining holes as near to the bottom shell as practica- rise of floor, this height may be required to be increased so
ble. as to assure a satisfactory connection to the frames.

July 2011 Bureau Veritas 97

Pt B, Ch 4, Sec 4

4 Longitudinally framed double 4.7 Bilge wells

bottom 4.7.1 Bilge wells arranged in the double bottom are to be
limited in depth and formed by steel plates having a net
4.1 General thickness not less than the greater of that required for water-
tight floors and that required for the inner bottom.
4.1.1 The centre girder is to be continuous and extended
over the full length of ship and the spacing of adjacent lon- 4.7.2 In ships for which damage stability requirements are
gitudinal girders is generally to be not greater than 6,5 m. to comply with, such bilge wells are to be fitted so that the
distance of their bottom from the shell plating is not less
than 460 mm.
4.2 Double bottom height
4.7.3 Where there is no margin plate, well arrangement is
4.2.1 The double bottom height is given in Ch 2, Sec 2, considered by the Society on a case by case basis.
[3].

5 Transversely framed double bottom

4.3 Floors

4.3.1 The spacing of plate floors, in m, is generally to be 5.1 General

not greater than 0,05L or 3,8 m, whichever is the lesser.
5.1.1 The requirements in [4.1], [4.2], [4.5], [4.6] and [4.7]
Additional plate floors are to be fitted in way of transverse apply also to transversely framed double bottoms.
watertight bulkheads.
5.2 Floors
4.3.2 Plate floors are generally to be provided with stiffen-
ers in way of longitudinal ordinary stiffeners. 5.2.1 Plate floors are to be fitted at every frame forward of
0,75L from the aft end.
4.3.3 Where the double bottom height exceeds 0,9 m,
watertight floors are to be fitted with stiffeners having a net Plate floors are also to be fitted:
section modulus not less than that required for tank bulk- • in way of transverse watertight bulkheads
head vertical stiffeners. • in way of double bottom steps.

Elsewhere, plate floors may be arranged at a distance not

4.4 Bottom and inner bottom longitudinal exceeding 3 m.
ordinary stiffeners
5.2.2 In general, plate floors are to be continuous between
4.4.1 Bottom and inner bottom longitudinal ordinary stiff- the centre girder and the margin plate.
eners are generally to be continuous through the floors.
5.2.3 Open floors are to be fitted in way of intermediate
frames.
4.5 Brackets to centreline girder and margin
plate 5.2.4 Where the double bottom height exceeds 0,9 m,
plate floors are to be fitted with vertical stiffeners spaced not
4.5.1 In general, intermediate brackets are to be fitted con- more than 1,5 m apart.
necting either the margin plate or the centre girder to the
These stiffeners may consist of flat bars with a width equal
nearest bottom and inner bottom ordinary stiffeners.
to one tenth of the floor depth and a net thickness, in mm,
not less than 0,8 L0,5.
4.5.2 Such brackets are to be stiffened at the edge with a
flange having a width not less than 1/10 of the local double
bottom height. 5.3 Girders
If necessary, the Society may require a welded flat bar to be 5.3.1 Side girders are to be arranged in such a way that
arranged in lieu of the flange. their distance to adjacent girders or margin plate does not
generally exceed 4,5 m.
4.5.3 Where the side shell is transversely stiffened, margin
plate brackets are to be fitted at every frame. 5.3.2 Where the double bottom height exceeds 0,9 m, lon-
gitudinal girders are to be fitted with vertical stiffeners
4.6 Duct keel spaced not more than 1,5 m apart.
These stiffeners may consist of flat bars with a width equal
4.6.1 Where a duct keel is arranged, the centre girder may to one tenth of the girder height and a net thickness, in mm,
be replaced by two girders conveniently spaced, generally not less than 0,8L0,5.
no more than 2 m apart.
5.3.3 In way of open floors, side girders are to be provided
4.6.2 The structures in way of the floors are to ensure suffi- with stiffeners having a web height which is generally to be
cient continuity of the latter. not less than 150 mm.

98 Bureau Veritas July 2011

 Pt B, Ch 4, Sec 4

5.4 Open floors Figure 1 : Open floor

5.4.1 At each frame between plate floors, open floors are to

be arranged consisting of a frame connected to the bottom
plating and a reverse frame connected to the inner bottom
plating (See Fig 1).

5.4.2 Open floors are to be attached to the centreline

girder and to the margin plate by means of flanged brackets
having a width of flange not less than 1/10 of the local dou-
ble bottom height.
Figure 2 : Bilge keel arrangement
5.4.3 Where frames and reverse frames are interrupted in
way of girders, double brackets are to be fitted. shell plating

6 Bilge keel

6.1 Arrangement, scantlings and connec-

tions

6.1.1 Arrangement
Bilge keels may not be welded directly on the shell plating.
An intermediate flat, or doubler, is required on the shell
plating.
The ends of the bilge keel are to be sniped at an angle of
15° or rounded with large radius. They are to be located in
way of a transverse bilge stiffener. The ends of the interme-
diate flat are to be sniped at an angle of 15°.
The arrangement shown in Fig 2 is recommended. Figure 3 : Bilge keel arrangement

The arrangement shown in Fig 3 may also be accepted.

6.1.2 Materials
The bilge keel and the intermediate flat are to be made of
steel with the same yield stress and grade as that of the bilge
strake.

6.1.3 Scantlings
The net thickness of the intermediate flat is to be equal to
that of the bilge strake. However, this thickness may gener-
ally not be greater than 15 mm.

6.1.4 Welding
Welding of bilge keel and intermediate plate connections is
to be in accordance with Ch 12, Sec 1, [3.2].

July 2011 Bureau Veritas 99

Pt B, Ch 4, Sec 5

SECTION 5 SIDE STRUCTURE

1 General 2.2 Primary supporting members

2.2.1 In general, the side vertical primary supporting mem-
1.1 Application ber spacing may not exceed 5 frame spacings.
1.1.1 The requirements of this Section apply to longitudi- 2.2.2 In general, the side vertical primary supporting mem-
nally or transversely framed single and double side struc- bers are to be bracketed to the double bottom transverse
tures. floors.

1.1.2 The transversely framed side structures are built with

transverse frames possibly supported by side girders (see
3 Transversely framed single side
[5.3.1]).
3.1 Frames
1.1.3 The longitudinally framed side structures are built
with longitudinal ordinary stiffeners supported by side verti- 3.1.1 Transverse frames are to be fitted at every frame.
cal primary supporting members.
3.1.2 Frames are generally to be continuous when crossing
primary members.
1.2 General arrangement Otherwise, the detail of the connection is to be examined
by the Society on a case by case basis.
1.2.1 Unless otherwise specified, side girders are to be fit-
ted aft of the collision bulkhead up to 0,2L aft of the fore 3.1.3 In general, the net section modulus of ‘tween deck
end, in line with fore peak girders. frames is to be not less than that required for frames located
immediately above.
1.2.2 Side vertical primary supporting members are to be
fitted in way of hatch end beams.
3.2 Primary supporting members
1.3 Sheerstrake 3.2.1 In 'tweendecks of more than 4 m in height, side gird-
ers or side vertical primary supporting members or both
1.3.1 The width of the sheerstrake is to be not less than the may be required by the Society.
value obtained, in m, from the following formula (see also
Ch 4, Sec 1, [2.4.5]): 3.2.2 Side girders are to be flanged or stiffened by a welded
face plate.
L
b = 0 ,715 + 0 ,425 ---------- The width of the flanged edge or face plate is to be not less
100
than 22t, where t is the web net thickness, in mm, of the
1.3.2 The sheerstrake may be either welded to the stringer girder.
plate or rounded. If it is rounded, the radius, in mm, is to be
3.2.3 The height of end brackets is to be not less than half
not less than 17tS , where tS is the net thickness, in mm, of
the height of the primary supporting member.
the sheerstrake.

1.3.3 The upper edge of the welded sheerstrake is to be 4 Longitudinally framed double side
rounded and free of notches.
4.1 General
1.3.4 The transition from a rounded sheerstrake to an
angled sheerstrake associated with the arrangement of 4.1.1 Adequate continuity of strength is to be ensured in
superstructures at the ends of the ship is to be carefully way of breaks or changes in width of the double side.
designed so as to avoid any discontinuities. In particular, scarfing of the inner side is to be ensured
Plans showing details of this transition are to be submitted beyond the cargo hold region.
for approval to the Society.
4.1.2 Knuckles of the inner side are to be adequately stiff-
ened.
2 Longitudinally framed single side
4.2 Primary supporting members
2.1 Longitudinal ordinary stiffeners
4.2.1 The height of side vertical primary supporting mem-
2.1.1 Longitudinal ordinary stiffeners are generally to be bers may be gradually tapered from bottom to deck. The
continuous when crossing primary members. maximum acceptable taper, however, is 8 cm per metre.

100 Bureau Veritas July 2011

 Pt B, Ch 4, Sec 5

4.2.2 Side vertical primary supporting members supported w : Required net section modulus of the stiffener, in
by a strut and two diagonals converging on the former are cm3, given in [6.2.2] and [6.2.3] and depending
to be considered by the Society on a case by case basis. on the type of connection
t : Bracket net thickness, in mm.
5 Transversely framed double side
6.2.2 For connections of perpendicular stiffeners located in
5.1 General the same plane (see Fig 1) or connections of stiffeners
located in perpendicular planes (see Fig 2), the required net
5.1.1 The requirements in [4.1] also apply to transversely section modulus is to be taken equal to:
framed double side. w = w2 if w2 ≤ w1
5.1.2 Transverse frames may be connected to the vertical w = w1 if w2 > w1
ordinary stiffeners of the inner side by means of struts. where w1 and w 2 are the required net section moduli of
Struts are generally to be connected to transverse frames stiffeners, as shown in Fig 1 and Fig 2.
and vertical ordinary stiffeners of the inner side by means of
vertical brackets. Figure 1 : Connections of perpendicular stiffeners
in the same plane
5.2 Frames
5.2.1 Transverse frames are to be fitted at every frame.
w2

5.3 Primary supporting members

5.3.1 Unless otherwise specified, transverse frames are to
be supported by side girders if D ≥ 6 m.
These girders are to be supported by side vertical primary d
supporting members spaced no more than 3,8 m apart.

5.3.2 In the case of ships having 4,5 < D < 6 m, side verti-
cal primary supporting members are to be fitted, in general
not more than 5 frame spacings apart. d
w1
6 Frame connections

6.1 General Figure 2 : Connections of stiffeners located

in perpendicular planes
6.1.1 End connections of frames are to be bracketed.

6.1.2 'Tweendeck frames are to be bracketed at the top and d

welded or bracketed at the bottom to the deck.
In the case of bulb profiles, a bracket may be required to be w2
fitted at bottom.

6.1.3 Brackets are normally connected to frames by lap

welds. The length of overlap is to be not less than the depth theoritical
of frames. bracket
actual d
bracket
6.2 Upper brackets of frames
6.2.1 The arm length of upper brackets connecting frames
to deck beams is to be not less than the value obtained, in w1
mm, from the following formula:
w + 30
d = ϕ ----------------- 6.2.3 For connections of frames to deck beams (see Fig 3),
t
the required net section modulus is to be taken equal to:
where:
• for bracket “A”:
ϕ : Coefficient equal to:
wA = w1 if w2 ≤ w1
• for unflanged brackets:
ϕ = 48 wA = w2 if w2 > w1
• for flanged brackets: • for bracket “B”:
ϕ = 43,5 wB = w’1 need not be greater than w1 ,

July 2011 Bureau Veritas 101

Pt B, Ch 4, Sec 5

where w1 , w’1 and w2 are the required net section moduli 7 Openings in the shell plating
of stiffeners, as shown in Fig 3.
7.1 Position of openings
Figure 3 : Connections of frames to deck beams
7.1.1 Openings in the shell plating are to be located at a
vertical distance from the decks at side not less than:
w'1
• two times the opening diameter, in case of circular
h'1 dB
opening
• the opening minor axis, in case of elliptical openings.

See also Ch 4, Sec 6, Fig 1.

dB

B 7.2 Local strengthening

h'1

w2 7.2.1 Openings in the ship sides, e.g. for cargo ports, are to
be well rounded at the corners and located well clear of
A superstructure ends or any openings in the deck areas at
sides of hatchways.
dA
7.2.2 Openings for sea intakes are to be well rounded at
the corners and, within 0,6 L amidships, located outside the
bilge strakes. Where arrangements are such that sea intakes
are unavoidably located in the curved zone of the bilge
strakes, such openings are to be elliptical with the major
dA axis in the longitudinal direction. Openings for stabiliser
fins are considered by the Society on a case by case basis.
w1 The thickness of sea chests is generally to be that of the
local shell plating, but in no case less than 12 mm.

7.2.3 Openings in [7.2.1] and [7.2.2] and, when deemed

6.3 Lower brackets of frames necessary by the Society, other openings of considerable
size are to be adequately compensated by means of insert
6.3.1 In general, frames are to be bracketed to the inner plates of increased thickness or doublers sufficiently
bottom or to the face plate of floors as shown in Fig 4. extended in length. Such compensation is to be partial or
total depending on the stresses occurring in the area of the
openings.
6.3.2 The arm lengths d1 and d2 of lower brackets of frames
are to be not less than the value obtained, in mm, from the Circular openings on the sheerstrake need not be compen-
following formula: sated where their diameter does not exceed 20% of the
sheerstrake minimum width, defined in [1.3], or 380 mm,
w + 30 whichever is the lesser, and where they are located away
d = ϕ ----------------- from openings on deck at the side of hatchways or super-
t
structure ends.
where:
Figure 4 : Lower brackets of main frames
ϕ : Coefficient equal to:

• for unflanged brackets: ϕ = 50 h

• for flanged brackets: ϕ = 45 d2

w : Required net section modulus of the frame, in

cm 3

t : Bracket net thickness, in mm.

h
1,5

6.3.3 Where the bracket net thickness, in mm, is less than

15 Lb , where Lb is the length, in m, of the bracket free edge, 75
the free edge of the bracket is to be flanged or stiffened by a 75
welded face plate. 2h

The net sectional area, in cm 2, of the flange or the face plate

is to be not less than 10 Lb. d1

102 Bureau Veritas July 2011

 Pt B, Ch 4, Sec 6

SECTION 6 DECK STRUCTURE

1 General 1.2.8 Pillars or other supporting structures are generally to

be fitted under heavy concentrated cargoes.

1.1 Application 1.2.9 Special arrangements, such as girders supported by

cantilevers, are considered by the Society on a case by case
1.1.1 The requirements of this Section apply to longitudi- basis.
nally or transversely framed deck structures.
1.2.10 Where devices for vehicle lashing arrangements
and/or corner fittings for containers are directly attached to
1.2 General arrangement
deck plating, provision is to be made for the fitting of suita-
1.2.1 The deck supporting structure consists of ordinary ble additional reinforcements of the sizes required by the
stiffeners (beams or longitudinals), longitudinally or trans- load carried.
versely arranged, supported by primary supporting mem- 1.2.11 Stiffeners are also to be fitted in way of the ends and
bers which may be sustained by pillars. corners of deck houses and partial superstructures.
1.2.2 Where beams are fitted in a hatched deck, these are
to be effectively supported by at least two longitudinal gird- 1.3 Construction of watertight decks
ers located in way of hatch side girders to which they are to
1.3.1 Watertight decks are to be of the same strength as
be connected by brackets and/or clips.
watertight bulkheads at corresponding levels. The means
used for making them watertight, and the arrangements
1.2.3 In ships greater than 120 m in length, the zones out-
adopted for closing openings in them, are to be to the satis-
side the line of openings of the strength deck and other
faction of the Society.
decks contributing to longitudinal strength are, in general,
to be longitudinally framed.
Where a transverse framing type is adopted for such ships, it 1.4 Stringer plate
is considered by the Society on a case by case basis.
1.4.1 The width of the stringer plate is to be not less than
the value obtained, in m, from the following formula (see
1.2.4 Adequate continuity of strength is to be ensured in
also Ch 4, Sec 1, [2.4.5]):
way of:
L
• stepped strength decks b = 0 ,35 + 0 ,5 ----------
100
• changes in the framing system. However, the stringer plate is also to comply with the
Details of structural arrangements are to be submitted for requirements in Ch 4, Sec 1, [2.4.5] and Ch 4, Sec 1,
review to the Society. [2.5.5].

1.4.2 Stringer plates of lower decks not extending over the

1.2.5 Where applicable, deck transverses of reinforced
full ship's length are to be gradually tapered or overlapped
scantlings are to be aligned with floors.
by adequately sized brackets.
1.2.6 Inside the line of openings, a transverse structure is
generally to be adopted for cross-deck structures, beams are 2 Longitudinally framed deck
to be adequately supported by girders and, in ships greater
than 120 m in length, extend up to the second longitudinal 2.1 General
from the hatch side girders toward the bulwark.
Where this is impracticable, intercostal stiffeners are to be 2.1.1 Deck longitudinals are to be continuous, as far as
fitted between the hatch side girder and the second longitu- practicable, in way of deck transverses and transverse bulk-
dinal. heads.
Other arrangements may be considered, provided adequate
Other structural arrangements may be accepted, subject to
continuity of longitudinal strength is ensured.
their strength verification. In particular, their buckling
strength against the transverse compression loads is to be 2.1.2 In general, the spacing of deck transverses is not to
checked. Where needed, deck transverses may be required exceed 5 frame spacings.
to be fitted.
2.1.3 In case of deck transverses located above the deck,
1.2.7 Deck supporting structures under deck machinery, longitudinal girders are to be fitted above the deck, in addi-
cranes and king posts are to be adequately stiffened. tion of tripping brackets.

July 2011 Bureau Veritas 103

Pt B, Ch 4, Sec 6

2.2 Longitudinal ordinary stiffeners 4.2.7 Where side pillars are not fitted in way of hatch ends,
vertical stiffeners of bulkheads supporting hatch side girders
2.2.1 In ships equal to or greater than 120 m in length, or hatch end beams are to be bracketed at their ends.
strength deck longitudinal ordinary stiffeners are to be con-
tinuous through the watertight bulkheads and/or deck trans-
verses.
5 Hatch supporting structures

2.2.2 Frame brackets, in ships with transversely framed 5.1 General

sides, are generally to have their horizontal arm extended to
the adjacent longitudinal ordinary stiffener. 5.1.1 Hatch side girders and hatch end beams of reinforced
scantlings are to be fitted in way of cargo hold openings.
3 Transversely framed deck In general, hatched end beams and deck transverses are to
be in line with bottom and side transverse structures, so as
to form a reinforced ring.
3.1 General
5.1.2 Clear of openings, adequate continuity of strength of
3.1.1 In general, deck beams are to be fitted at each frame.
longitudinal hatch coamings is to be ensured by underdeck
girders.
4 Pillars
5.1.3 The details of connection of deck transverses to longi-
4.1 General tudinal girders and web frames are to be submitted to the
Society for approval.
4.1.1 Pillars are to be fitted, as far as practicable, in the
same vertical line. 6 Openings in the strength deck
4.1.2 In general, pillars are to be fitted below winches,
cranes, windlasses and steering gear, in the engine room 6.1 Position of openings and local strength-
and at the corners of deckhouses. ening
4.1.3 In tanks, solid or open section pillars are generally to 6.1.1 Openings in the strength deck are to be kept to a
be fitted. Pillars located in spaces intended for products minimum and spaced as far apart from one another and
which may produce explosive gases are to be of open sec- from breaks of effective superstructures as practicable.
tion type. Openings are generally to be cut outside the hatched areas;
in particular, they are to be cut as far as practicable from
4.1.4 Tight or non-tight bulkheads may be considered as
hatchway corners.
pillars, provided that their arrangement complies with Ch 4,
Sec 7, [4]. The dashed areas in Fig 1 are those where openings are gen-
erally to be avoided. The meaning of the symbols in Fig 1 is
as follows:
4.2 Connections
c, e : Longitudinal and transverse dimensions of
4.2.1 Heads and heels of pillars are to be attached to the hatched area:
surrounding structure by means of brackets or insert plates c = 0,07 l + 0,10 b without being less than
so that the loads are well distributed. 0,25 b,
Insert plates may be replaced by doubling plates, except in e = 0,25 (B − b)
the case of pillars which may also work under tension such
a : Transverse dimension of openings
as those in tanks.
g : Transverse dimension of the area where open-
In general, the net thickness of doubling plates is to be not
ings are generally to be avoided in way of the
less than 1,5 times the net thickness of the pillar.
connection between deck and side (as shown in
4.2.2 Pillars are to be attached at their heads and heels by Fig 1), deck and longitudinal bulkheads, deck
continuous welding. and large deck girders:
• in the case of circular openings:
4.2.3 Pillars are to be connected to the inner bottom at the
g=2a
intersection of girders and floors.
• in the case of elliptical openings:
4.2.4 Where pillars connected to the inner bottom are not g=a
located in way of intersections of floors and girders, partial
floors or girders or equivalent structures suitable to support 6.1.2 No compensation is required where the openings
the pillars are to be arranged. are:
• circular of less than 350 mm in diameter and at a dis-
4.2.5 Manholes may not be cut in the girders and floors
tance from any other opening in compliance with Fig 2
below the heels of pillars.
• elliptical with the major axis in the longitudinal direc-
4.2.6 Where pillars are fitted in tanks, head and heel brack- tion and the ratio of the major to minor axis not less
ets may be required if tensile stresses are expected. than 2.

104 Bureau Veritas July 2011

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Figure 1 : Position of openings in the strength deck

Figure 2 : Circular openings in the strength deck

6.2 Corners of hatchways bolic profile and the half axes of elliptical openings, or the
half lengths of the parabolic arch, are not less than:
6.2.1 For hatchways located within the cargo area, insert • 1/20 of the hatchway width or 600 mm, whichever is
plates, whose thickness is to be determined according to the lesser, in the transverse direction
[6.2.3], are generally to be fitted in way of corners where • twice the transverse dimension, in the fore and aft direc-
the plating cut-out has a circular profile. tion.
The radius of circular corners is to be not less than:
6.2.3 Where insert plates are required, their thickness is
• 5% of the hatch width, where a continuous longitudinal obtained, in mm, from the following formula:
deck girder is fitted below the hatch coaming
l
t IN S = ⎛ 0 ,8 + 0 ,4 ---⎞ t
⎝ b⎠
• 8% of the hatch width, where no continuous longitudi-
nal deck girder is fitted below the hatch coaming. without being taken less than t or greater than 1,6t

Corner radiusing, in the case of the arrangement of two or where:

more hatchways athwartship, is considered by the Society l : Width, in m, in way of the corner considered, of
on a case by case basis. the cross deck strip between two consecutive
hatchways, measured in the longitudinal direc-
6.2.2 For hatchways located in the positions specified in tion (see Fig 1)
[6.2.1], insert plates are, in general, not required in way of b : Width, in m, of the hatchway considered, meas-
corners where the plating cut-out has an elliptical or para- ured in the transverse direction (see Fig 1)

July 2011 Bureau Veritas 105

Pt B, Ch 4, Sec 6

t : Actual thickness, in mm, of the deck at the side way of corners may be considered by the Society on a case
of the hatchways. by case basis.

For the extreme corners of end hatchways, the thickness of

insert plates is to be 60% greater than the actual thickness
7 Openings in decks other than the
of the adjacent deck plating. A lower thickness may be strength deck
accepted by the Society on the basis of calculations show-
ing that stresses at hatch corners are lower than permissible 7.1 General
values.
7.1.1 The requirements for such openings are similar to
those in [6.1] for the strength deck. However, circular open-
6.2.4 Where insert plates are required, the arrangement
ings need not to be compensated.
shown in Ch 12, App 2, Tab 68 is to be complied with.
7.1.2 Corners of hatchway openings are to be rounded, as
6.2.5 For hatchways located in positions other than those in specified in [6.2] for the strength deck; insert plates may be
[6.2.1], a reduction in the thickness of the insert plates in omitted, however, when deemed acceptable by the Society.

106 Bureau Veritas July 2011

 Pt B, Ch 4, Sec 7

SECTION 7 BULKHEAD STRUCTURE

1 General 1.3 Watertight bulkheads of trunks, tunnels,

etc.
1.1 Application
1.3.1 Watertight trunks, tunnels, duct keels and ventilators
1.1.1 The requirements of this Section apply to longitudinal are to be of the same strength as watertight bulkheads at
or transverse bulkhead structures which may be plane or corresponding levels. The means used for making them
corrugated. watertight, and the arrangements adopted for closing open-
ings in them, are to be to the satisfaction of the Society.
1.1.2 Bulkheads may be horizontally or vertically stiffened.
Horizontally framed bulkheads consist of horizontal ordi-
nary stiffeners supported by vertical primary supporting
1.4 Openings in watertight bulkheads
members.
1.4.1 Openings may not be cut in the collision bulkhead
Vertically framed bulkheads consist of vertical ordinary stiff- below the freeboard deck.
eners which may be supported by horizontal girders.
The number of openings in the collision bulkhead above
the freeboard deck is to be kept to the minimum compatible
1.2 General arrangement with the design and proper working of the ship.
1.2.1 The number and location of watertight bulkheads are All such openings are to be fitted with means of closing to
to be in accordance with the relevant requirements given in weathertight standards.
Ch 2, Sec 1.
1.4.2 Certain openings below the freeboard deck are per-
1.2.2 For ships greater than 170 m in length, longitudinal mitted in the other bulkheads, but these are to be kept to a
corrugated bulkheads are to have horizontal corrugations minimum compatible with the design and proper working
and the upper and lower strakes of longitudinal corrugated of the ship and to be provided with watertight doors having
bulkheads are to be plane up to a distance of at least 0,1D strength such as to withstand the head of water to which
from deck and bottom. they may be subjected.
Transverse corrugated bulkheads having horizontal corruga-
tions are to be fitted with vertical primary supporting mem- 1.5 Watertight doors
bers of number and size sufficient to ensure the required
vertical stiffness of the bulkhead. 1.5.1 The net thickness of watertight doors is to be not less
than that of the adjacent bulkhead plating, taking account
1.2.3 Where an inner bottom terminates on a bulkhead, the
of their actual spacing.
lowest strake of the bulkhead forming the watertight floor of
the double bottom is to extend at least 300 mm above the
1.5.2 Where vertical stiffeners are cut in way of watertight
inner bottom.
doors, reinforced stiffeners are to be fitted on each side of
1.2.4 Longitudinal bulkheads are to terminate at transverse the door and suitably overlapped; cross-bars are to be pro-
bulkheads and are to be effectively tapered to the adjoining vided to support the interrupted stiffeners.
structure at the ends and adequately extended in the
machinery space, where applicable. 1.5.3 Watertight doors required to be open at sea are to be
of the sliding type and capable of being operated both at
1.2.5 Where the longitudinal watertight bulkheads contrib- the door itself, on both sides, and from an accessible posi-
ute to longitudinal strength, the plating thickness is to be tion above the bulkhead deck.
uniform for a distance of at least 0,1D from the deck and Means are to be provided at the latter position to indicate
bottom. whether the door is open or closed, as well as arrows indi-
cating the direction in which the operating gear is to be
1.2.6 The structural continuity of the bulkhead vertical and operated.
horizontal primary supporting members with the surround-
ing supporting structures is to be carefully ensured. 1.5.4 Watertight doors may be of the hinged type if they are
always intended to be closed during navigation.
1.2.7 The height of vertical primary supporting members of
longitudinal bulkheads may be gradually tapered from bot- Such doors are to be framed and capable of being secured
tom to deck. The maximum acceptable taper, however, is 8 watertight by handle-operated wedges which are suitably
cm per metre. spaced and operable at both sides.

July 2011 Bureau Veritas 107

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2 Plane bulkheads • for arm length b, the greater of:

w + 20
b = 80 -----------------
2.1 General t
ps l
b = α ---------
2.1.1 Where a bulkhead does not extend up to the upper- t
most continuous deck (such as the after peak bulkhead),
suitable strengthening is to be provided in the extension of where:
the bulkhead. l : Span, in m, of the stiffener measured between
supports
2.1.2 Bulkheads are to be stiffened in way of deck girders.
w : Net section modulus, in cm3, of the stiffener
2.1.3 The webs of vertical stiffeners on hopper and topside t : Net thickness, in mm, of the bracket
tank watertight transverse bulkheads are generally to be p : Design pressure, in kN/m2, calculated at mid-
aligned with the webs of longitudinal stiffeners on sloping span
plates of inner hull. α : Coefficient equal to:
α = 4,9 for tank bulkheads
2.1.4 A primary supporting member is to be provided in
way of any vertical knuckle in longitudinal bulkheads. The α = 3,6 for watertight bulkheads.
distance between the knuckle and the primary supporting
2.3.2 The connection between the stiffener and the bracket
member is to be taken not greater than 70 mm.
is to be such that the net section modulus of the connection
2.1.5 Plate floors are to be fitted in the double bottom in is not less than that of the stiffener.
way of plane transverse bulkheads.
Figure 1 : Bracket at upper end of ordinary stiffener
2.1.6 A doubling plate of the same net thickness as the on plane bulkhead
bulkhead plating is to be fitted on the after peak bulkhead
in way of the sterntube, unless the net thickness of the bulk- b
head plating is increased by at least 60%.

2.2 End connections of ordinary stiffeners

2.2.1 The crossing of ordinary stiffeners through a water- a

tight bulkhead is to be watertight.
l
2.2.2 In general, end connections of ordinary stiffeners are
to be bracketed (see [2.3]). However, stiffeners of watertight
bulkheads in upper 'tweendecks may be sniped, provided
the scantlings of such stiffeners are modified accordingly.

2.2.3 Where hull lines do not enable compliance with the

requirements of [2.2.2], sniped ends may be accepted, pro-
vided the scantlings of stiffeners are modified accordingly.
Figure 2 : Bracket at lower end of ordinary stiffener
2.2.4 Where sniped ordinary stiffeners are fitted, the snipe on plane bulkhead
angle is to be not greater than 30° and their ends are to be
extended, as far as practicable, to the boundary of the bulk-
head.

2.3 Bracketed ordinary stiffeners

2.3.1 Where bracketed ordinary stiffeners are fitted, the

arm lengths of end brackets of ordinary stiffeners, as shown
in Fig 1 and Fig 2, are to be not less than the following val-
l

ues, in mm:
• for arm length a:
a
- brackets of horizontal stiffeners and bottom bracket
of vertical stiffeners:
a = 100 l b
- upper bracket of vertical stiffeners:
a = 80 l

108 Bureau Veritas July 2011

 Pt B, Ch 4, Sec 7

3 Corrugated bulkheads 3.2.4 In general, where vertically corrugated transverse

bulkheads are welded on the inner bottom, plate floors are
to be fitted in way of the flanges of corrugations.
3.1 General
However, other arrangements ensuring adequate structural
continuity may be accepted by the Society.
3.1.1 The main dimensions a, b, c and d of corrugated
bulkheads are defined in Fig 3. 3.2.5 In general, where vertically corrugated longitudinal
bulkheads are welded on the inner bottom, girders are to be
3.1.2 Unless otherwise specified, the following require- fitted in way of the flanges of corrugations.
ment is to be complied with:
However, other arrangements ensuring adequate structural
a ≤ 1 ,2 d continuity may be accepted by the Society.

Moreover, in some cases, the Society may prescribe an 3.2.6 In general, the upper and lower parts of horizontally
upper limit for the ratio b/t. corrugated bulkheads are to be flat over a depth equal to
0,1D.
Figure 3 : Corrugated bulkhead
3.2.7 Where stools are fitted at the lower part of transverse
b a bulkheads, the net thickness of adjacent plate floors is to be
not less than that of the stool plating.

c t 3.3 Bulkhead stool

d
3.3.1 In general, plate diaphragms or web frames are to be
fitted in bottom stools in way of the double bottom longitu-
dinal girders or plate floors, as the case may be.

3.3.2 Brackets or deep webs are to be fitted to connect the

3.1.3 In general, the bending internal radius is to be not upper stool to the deck transverses or hatch end beams, as
less than the following values, in mm: the case may be.

• for normal strength steel: 3.3.3 The continuity of the corrugated bulkhead with the
stool plating is to be adequately ensured. In particular, the
Ri = 2,5 t
upper strake of the lower stool is to be of the same net thick-
• for high tensile steel: ness and yield stress as those of the lower strake of the bulk-
head.
Ri = 3,0 t

where t is the net thickness, in mm, of the corrugated plate. 4 Non-tight bulkheads
3.1.4 When welds in a direction parallel to the bend axis 4.1 Non-tight bulkheads not acting as pillars
are provided in the zone of the bend, the welding proce-
dures are to be submitted to the Society for approval, as a 4.1.1 Non-tight bulkheads not acting as pillars are to be
function of the importance of the structural element. provided with vertical stiffeners with a maximum spacing
Moreover, when the gross thickness of the bulkhead plating equal to:
is greater than 20 mm, the Society may require the use of • 0,9 m, for transverse bulkheads
steel grade E or EH. • two frame spacings, with a maximum of 1,5 m, for lon-
gitudinal bulkheads.
3.1.5 In general, where girders or vertical primary support-
ing members are fitted on corrugated bulkheads, they are to
4.2 Non-tight bulkheads acting as pillars
be arranged symmetrically.
4.2.1 Non-tight bulkheads acting as pillars are to be pro-
3.2 Structural arrangement vided with vertical stiffeners with a maximum spacing equal
to:
3.2.1 The strength continuity of corrugated bulkheads is to • two frame spacings, when the frame spacing does not
be ensured at ends of corrugations. exceed 0,75 m,
• one frame spacing, when the frame spacing is greater
3.2.2 Where corrugated bulkheads are cut in way of primary than 0,75 m.
members, attention is to be paid to ensure correct alignment
of corrugations on each side of the primary member. 4.2.2 Each vertical stiffener, in association with a width of
plating equal to 35 times the plating net thickness, is to
3.2.3 The connection of the corrugated bulkhead with the comply with the applicable requirements for pillars in Ch 7,
deck and the bottom is to be carefully designed and spe- Sec 3, the load supported being determined in accordance
cially considered by the Society. with the same requirements.

July 2011 Bureau Veritas 109

Pt B, Ch 4, Sec 7

4.2.3 In the case of non-tight bulkheads supporting longitu- height), the areas of openings, expressed as percentages of
dinally framed decks, vertical girders are to be provided in the corresponding areas of these portions, are to be within
way of deck transverses. the limits given in Tab 1.

5 Wash bulkheads 5.2.2 In any case, the distribution of openings is to fulfil the
strength requirements specified in [4.2].
5.1 General
5.2.3 In general, openings may not be cut within 0,15D
5.1.1 The requirements in [5.2] apply to transverse and lon- from bottom and from deck.
gitudinal wash bulkheads whose main purpose is to reduce
the liquid motions in partly filled tanks.
Table 1 : Areas of openings in transverse
wash bulkheads
5.2 Openings
5.2.1 The total area of openings in a transverse wash bulk- Bulkhead portion Lower limit Upper limit
head is generally to be between 10% and 30% of the total Upper 10 % 15 %
bulkhead area.
Central 10 % 50 %
In the upper, central and lower portions of the bulkhead
(the depth of each portion being 1/3 of the bulkhead Lower 2% 10 %

110 Bureau Veritas July 2011

Achevé d’imprimer sur les presses d’Ediprint
53940 Saint Berthevin (France)
ISBN : 978-2-86413-054-3
Dépôt Légal : Juillet 2011