IACS JOINT BULKER PROJECT - Technical Backgrounds

A3 (CCS/KR/NK) UNITAS (BV/GL/RINA) - RS

IACS COMMON STRUCTURAL RULES Joint Bulker Project General introduction to Technical Background documentation

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IACS JOINT BULKER PROJECT - Technical Backgrounds

A3 (CCS/KR/NK) UNITAS (BV/GL/RINA) - RS

Table of contents
1. 1.1. 1.2. 2. 2.1. 2.2. 2.3. 3. 4. 4.1. 4.2. INTRODUCTION General Purpose of the document IMPLEMENTATION OF SAFETY OBJECTIVES Basis of structural design Goal-based Standards Functional requirements EQUIVALENT WAVE CONCEPT AND RULE LOAD CASES STRENGTH CRITERIA Characteristic values of loads Ultimate strength of hull girder 3 3 3 3 3 4 5 6 7 7 7

5. LOAD CASES FOR PRIMARY STRUCTURE CHECKING OF BULK CARRIERS

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IACS JOINT BULKER PROJECT - Technical Backgrounds

A3 (CCS/KR/NK) UNITAS (BV/GL/RINA) - RS

1.

INTRODUCTION
1.1. General

The present document introduces the main principles underlying the Joint Bulker Project set of structural rules for single side skin and double side skin bulk carriers of more than 90 m in length. The main aspects considered in these Rules are: - Compliance with the proposals of the common submission of Goal based standards by Bahamas, Greece and IACS provided in MSC document MSC 78/6/2 Conformity with the requirements and technical justifications of IACS Unified Requirements applicable to bulk carriers (e.g. UR S1A, S12, S17, S18, S20, S21, S25, S26, S27, S31, Z10.2, Z11.2.2) Explicit consideration of operational aspects (e.g. loading conditions in UR S25, loading/unloading operations, use of DSS spaces for ballast or void) Means of access for inspection and maintenance in to chapter 2 section 3 of the Rules according to the amendments to chapter II-1 and to the Technical provisions for means of access for inspections reviewed by MSC 78. Explicit requirements for coating at the newbuilding stage of ballast tanks, cargo holds and double side skin spaces whatever their use, to be completed by the Technical requirements for condition assessment of the structure of a ship already in service during the classification periodic surveys provided in chapter 12 of the Rules.

1.2.

Purpose of the document

The purpose of this document is to explain the way JBP implemented classification requirements into a consistent set of class rules, based of the state of the art concepts of safety and reliability standards. The document is divided as follows: Section 2 relates the Joint Bulker Project class requirements with the relevant parts of the Bahamas, Greece and IACS submission for the Goal based standards Section 3 introduces the equivalent wave concept and defines the basis for definition of the sea loads in the JBP Rules. Section 4 presents the strength criteria used in the structural rules. Section 5 discusses the loading conditions and standard load cases to be taken into account for finite element calculations of DSS bulk carriers, taking UR S25 into account.

2.

IMPLEMENTATION OF SAFETY OBJECTIVES

2.1. Basis of structural design

The class rules are to be based on simplified approaches for load formulation, corrosion process and structural models, like elastic finite element analysis, in order to allow a reasonably effective and practical assessment of the ships hull structure.

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IACS JOINT BULKER PROJECT - Technical Backgrounds

A3 (CCS/KR/NK) UNITAS (BV/GL/RINA) - RS

Figure 1 illustrates the logical structure of the class rules. The general safety objectives at the top are linked to the reliability and risk-management approach of the modern structural construction standards and are declined in the structural class rules at the lower level.

Fig. 1. Structure of the class rules

2.2.

Goal-based Standards

The development of the bulk carrier rules has been undertaken following the general principles which have been defined in the Bahamas, Greece and IACS proposal to IMO for the Goal based construction standards (document MSC 78/6/2) , illustrated in figure 1 herebelow.

Figure 2: General organisation of Goal Based Standards according to document MSC 78/6/2

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IACS JOINT BULKER PROJECT - Technical Backgrounds

A3 (CCS/KR/NK) UNITAS (BV/GL/RINA) - RS

JBP members mainly took into consideration the Safety objectives (tier I) and Functional requirements (tier II) of the proposal to IMO, considering that the Common Structural Rules for bulk carriers themselves are part of tier IV. The safety objectives defined in the in the document MSC/78/6/2 are recalled here: 1. Design life of 25 years 2. North Atlantic environmental conditions 3. Structural safety 4. Structural accessibility for overall and close up inspection 5. Quality of construction

2.3.

Functional requirements

The functional requirements defined apply to the Common structural rules for bulk carriers as follows: Design life: the design working life, defined as the assumed period for which the ships hull is to be operated with anticipated maintenance but without major repairs is 25 years. This applies both to ultimate strength of the hull girder (Ch 5, Sec 2) and to fatigue check of the structural details (Ch 8). For sea induced loads in the North Atlantic environmental conditions described in IACS Recommendation 34 (Nov. 2001), this corresponds approximately to 0.8x10-8 probability of exceedance per cycle. In practice, the characteristic value of the loads have been used at a probability level of 10-8 probability of exceedance per cycle, with a multiplicative coefficient of 1.012 to take into account a 25 years return period. Protection by coating is required for all ballast tanks and cargo holds. Corrosion is taken into account by considering suitable corrosion additions on top of net design scantlings. The design, scantlings and protection of the structural elements are such that no significant deterioration is likely to occur within the period between successive detailed inspections (2.5 years). All limit states, including buckling, are to be expressed as explicit rule combination formulas in order to be easily programmed by designers. The ultimate limit states of hull girder and secondary stiffeners are to be checked for a characteristic value of actions corresponding to the design working life, i.e. 25 years. The strength of the primary structure is to be assessed through elastic domain analysis (finite element models) for a characteristic value of loads corresponding to 10-8 probability of exceedance. Residual strength: Flooding of dry spaces is one of the accidental design situations explicitly dealt with. Contact damages are indirectly considered through general design requirements (double sides) or robustness requirements like the minimum rules thicknesses of structural elements. Means of access: The need for critical parts of the structure to be available for inspection without exposing the surveyor to unreasonable level of danger is to be considered in the design.

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IACS JOINT BULKER PROJECT - Technical Backgrounds

A3 (CCS/KR/NK) UNITAS (BV/GL/RINA) - RS

3.

EQUIVALENT WAVE CONCEPT AND RULE LOAD CASES

The sea induced loads are defined for a return period of 25 years. For loads in the North Atlantic environmental conditions described in IACS Recommendation 34 (Nov. 2001), this corresponds approximately to 0.8x10-8 probability of exceedance per cycle. In practice, the characteristic value of the loads have been used at a probability level of 10-8 probability of exceedance per cycle, with a multiplicative coefficient of 1.012 to take into account a 25 years return period. The principle of the equivalent wave approach is the following: Given a long term value RR,LT of a load parameter (e.g. the bottom pressure or the transverse acceleration at a given location having an assigned probability of exceedance) and based on the assumption that the maximum long term value of the parameter is well approximated by its maximum short term value in worst short term conditions, an equivalent wave is defined as the sinusoidal wave (in time and space) which, applied to a hydrodynamic model of the hull, gives a sinusoidal load parameter having an amplitude equal to RR,LT. Common Structural Rules for bulk carriers use the Equivalent Wave Concept, as experience shows that this concept is operational and well adapted to the loading of a finite element model of the ship and is clearly defined and understood by both the hydrodynamicists and structural engineers. The scope of this simple loading model is sufficiently general to be applied to local scantling calculations as well as direct loading of a finite element model of a complete ship at sea. Design load cases are derived from the results of the equivalent wave approach as summarised below. For each equivalent wave (i.e. for each wave maximising a specific load parameter) the values of the other parameters induced by that wave are calculated. The value of each load parameter for the equivalent wave is expressed as a fraction of its long term value, so that, for each wave, a combination is obtained in which the maximised parameter appeared with a factor equal to 1,0 and the other with lower combination values. Each combination identifies a load case. Analysing the load cases so obtained for all the considered ships, it is possible to identify some recurrences in the combinations between the load parameters. Finally, the design load cases are identified.

This process allows identification of four basic load cases defined in the loads Technical Background document.

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IACS JOINT BULKER PROJECT - Technical Backgrounds

A3 (CCS/KR/NK) UNITAS (BV/GL/RINA) - RS

4.

STRENGTH CRITERIA
4.1. Characteristic values of loads

The characteristic values of loads used in the Rules are provided in Table 1 as follows:

Yielding

Buckling With Ultimate Strength 9 9 10-8 10

-8

Ultimate strength 9 9 9 10-8 10-8 10

-8

Fatigue

Global Strength Local Strength

Hull Girder Plating Ordinary Stiffeners Structural details connection (stiffeners and primary supporting members Reference load only)

9 9 9

10-8 10-8 10
-8

NA NA NA 9 10-4

NA 9 10-8 9

NA 10-8 9

NA 10-8

Primary supporting members Table 1: characteristic values of loads

NA

4.2.

Ultimate strength of hull girder

The principle of the analysis is as follows: The hull girder is loaded by the combination of vertical still water bending moment and wave induced vertical and horizontal bending moments, according to the following process: when the bending moment increases, the deck and bottom are subject to compression and tension stresses. When theses stresses exceed the local strength of a particular structural element (stiffener and associated plating), partial buckling or yielding of this element occurs, and this failure further propagates to adjacent elements, ultimately leading to collapse of the whole cross-section and breaking of the hull girder. Compared to the existing buckling criteria of UR S11, the main advantage of the ultimate strength approach is clearly to obtain an overall picture of the hull girder condition taking explicitly into account the containment of failure effect produced by hard corners or reinforced components like longitudinal girders. The ultimate hull girder background document provides detailed explanation about the incremental iterative procedure implementing the Smiths method and nonlinear finite element method taken into account in the rules.

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IACS JOINT BULKER PROJECT - Technical Backgrounds

A3 (CCS/KR/NK) UNITAS (BV/GL/RINA) - RS

5.

LOAD CASES FOR PRIMARY STRUCTURE CHECKING OF BULK CARRIERS

Ch 4 Sec 7 of the Rules provides the list of standard loading conditions proposed for the finite element analysis of DSS bulk carriers in order to define an allowable domain of internal loading large enough to contain the majority of the loading conditions commonly expected in service. The loading conditions described in UR S25.5 of IACS are the basis for the described loading conditions. They have been completed by additional hypotheses on hull girder and local loading combination of effects in order to design a set of ship design loading conditions covering the main design conditions for the finite element analysis of the structure.

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