Ore Carriers Part 4, Chapter 11

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1 Section 1 Section 1 General 2 Materials and protection 3 Longitudinal strength 1.2 Structural configuration and ship arrangement The requirements contained in the Chapter apply to single deck ships with machinery aft, having two longitudinal bulkheads and a double bottom throughout the centre hold. A typical cross- section is indicated in Fig Hull envelope plating 5 Hull framing 6 Double bottom construction 7 Longitudinal bulkheads 8 Transverse bulkheads 9 Primary structure in wing tanks 10 Direct calculations 11 Forecastles 12 Single pass loading 3739/04 Fig Typical cross-section Section 1 General 1.1 Application This Chapter applies to the arrangements and scantlings within the cargo region of sea-going ore carriers, intended for the carriage of ore in centre holds The requirements of Chapter 9 are to be applied to ore carriers, except as required by the provisions of this Chapter The scantlings of structural items may be determined by direct calculation. Where the length of the ship exceeds 150 m, the scantlings of the primary supporting structure and the fatigue performance of structural details are to be assessed in accordance with the relevant ShipRight procedures, see In such cases, the calculations are to be submitted for approval The additional requirements for ore-carriers for the alternate carriage of oil cargo and dry bulk cargo are given in Pt 4, Ch 9, Ore carriers with a deadweight greater than tonnes are to comply with the requirements of Section 12 for single pass loading The bottom, and the deck outside the line of ore hatchways, are to be framed longitudinally within the cargo region. The side shell and longitudinal bulkheads are generally to be framed longitudinally where the length of the ship exceeds 150 m, but alternative proposals will be specially considered. Inside the line of openings, the deck is to be transversely framed. 1.3 Class notation Sea-going ships complying with the requirements of this Chapter and other relevant Rule requirements for the draught required will be eligible to be classed 100A1 ore carrier, ESP The notation ESP serves to identify the ship as being subject to an Enhanced Survey Programme as detailed in Pt 1, Ch 3,3 and Ch 3,6, see also Pt 1, Ch 2, The ShipRight Structural Design Assessment (SDA), Fatigue Design Assessment (FDA) and Construction Monitoring (CM) procedures are mandatory for ships with length, L, exceeding 150 m and for ships of abnormal hullform, or of unusual structural configuration or complexity, see Section The Regulations for classification and the assignment of class notations are given in Pt 1, Ch 2,2. LLOYD S REGISTER 1

2 Sections 1 to Symbols and definitions The following symbols and definitions are applicable to this Chapter unless otherwise stated: L, B, D, T as defined in Pt 3, Ch 1,6. b = the width of plating supported by the primary member, in metres or mm h = the load head, in metres, applied to the item under consideration k = higher tensile steel factor. For the determination of this factor, see Pt 3, Ch 2,1. For mild steel k may be taken as 1,0 l e = effective length of primary or secondary member, in metres, see Pt 3, Ch 3,3 s Z = spacing, in mm, of secondary members = the section modulus, in cm 3, of the primary or secondary member, in association with an effective width of attached plating determined in accordance with Pt 3, Ch 3, The expression primary member as used in this Chapter is defined as a girder, transverse, vertical web, stringer, cross-tie, buttress or double bottom floor. Secondary members are supporting members other than primary members. Section 2 Materials and protection 2.1 Materials and grades of steel Materials and grades of steel are to comply with the requirements of Pt 3, Ch 2. Section 4 Hull envelope plating 4.1 General The requirements for hull envelope plating as given for oil tankers in Ch 9,4 are to be applied, except as provided for in this Section. 4.2 Deck plating in way of ore hatchways The arrangement and scantlings of deck plating inside the line of ore hatchways and in way of ore hatchway corners are to be in accordance with the requirements for bulk carriers given in Ch 7, Hatchways The scantlings of the cargo hold hatch covers are to comply with Pt 3, Ch 11,2 and Pt 4, Ch 7, Hatch coamings The height and construction of hatch coamings are to comply with Pt 4, Ch 7, Wire rope grooving in way of cargo hold openings is to be prevented by fitting suitable protection, such as halfround bars, on the hatch side girders (upper portion of top-side tank plates), hatch end beams, and the upper portion of hatch coamings. 2.2 Corrosion protection coating for salt-water ballast spaces The requirements of Pt 3, Ch 2,3.6 are to be complied with. Section 3 Longitudinal strength 3.1 General The longitudinal strength standard is to comply with the relevant requirements of Pt 3, Ch For ships of length 150 m, with holds where any part of the longitudinal bulkhead is located within B/5 or 11,5 m, whichever is less, inboard from the ship s side at right angles to the centreline at the assigned summer load line, the requirements of Ch 7,3 are also to be applied. Section 5 Hull framing 5.1 General The framing requirements given for oil tankers in Ch 9,5 are to be applied, except as provided for in this Section Lateral buckling of longitudinal and transverse ordinary stiffeners is to be assessed in the following areas in association with a factor of safety of not less than 1,15 (allowable utilisation factor to be reduced by at least 1/1,15 = 0,87). Details are to be submitted: hatchway coaming; inner bottom; sloped stiffened panel of topside tanks (if any); longitudinal bulkhead; top stool and bottom stool of transverse bulkhead (if any) and stiffened transverse bulkhead (if any). 2 LLOYD S REGISTER

3 Sections 5 & Symbols The symbols used in this Section are defined as follows: h = load height, in metres, on the weather deck for primary and secondary members between ore hatchways = 1,8 for secondary members forward of 0,075L from F.P. = 4,2 + 2,04E for primary members forward of 0,075L from F.P. = 1,5 between 0,075L and 0,12L from F.P. = 1,2 + 2,04E elsewhere where E 0, ,003L = D T 0,15 but not to be greater than 0,147 K 1 = 1,6 in the forward 0,12L = 1,06 elsewhere K 2 = 0,00054 in the forward 0,075L = 0,00033 elsewhere Other symbols are defined in Bottom longitudinals in double bottom tanks The section modulus of bottom longitudinals in the double bottom in the centre hold is to satisfy the requirements of Table 1.6.1(b) in Chapter In general, the span of longitudinals in the double bottom in the centre hold is not to exceed 2,5 m or 0,01L, whichever is the greater, and the span in the wing tanks is not to exceed the greater of 3,6 m or 0,02L. 5.4 Deck structure in way of centre hold Where the hatch coamings are situated inboard of the longitudinal bulkhead, the deck between the two is to be fitted with suitably supported longitudinals complying with Ch 9, Particular attention is to be paid to the scarfing of deck beams into the structure outside the line of openings. Substantial brackets or equivalent arrangements are to be provided. Section 6 Double bottom construction 6.1 General The double bottom depth and scantlings are to be as required by Ch 7,8 for the double bottom structure of a bulk carrier to which the notation strengthened for heavy cargoes is to be assigned. However, where is not applicable, the requirements of Ch 7,8.8 need not be applied. The required depth of double bottom and scantlings of double bottom structure are to be verified by direct calculation. The calculation is to be submitted Where the proposed depth of double bottom exceeds 1,5 times the Rule minimum depth given in Ch 1,8, the scantlings of the floors and girders may be required to be increased to ensure adequate resistance to buckling The thickness of inner bottom plating in the cargo hold is to be not less than required by Ch 7,8 for ships having the notation strengthened for heavy cargoes For all vessels intended to be unloaded by grabs, the thickness of inner bottom plating is to meet the requirements of Pt 3, Ch 9,9.2.1(a) for a maximum design grab weight specified and recorded in the Loading Manual. For vessels of deadweight > tonnes, the design grab weight is not to be less than 25 tonnes Where the requirements of are met the descriptive note holds suitable for unloading by grabs may be employed. Where the design grab weight is 25 tonnes or more the notation strengthened for regular discharge by heavy grabs may be assigned. 5.5 Primary and secondary members inside line of ore hatchways The section modulus of secondary members between hatches is to be not less than: Z = k (K 1 T D + K 2 h B l 2 e s) cm 3 but need not exceed twice the value given by the second term within the brackets in the formula The section modulus of primary members between hatches is to be not less than: Z = 5,46k b h l 2 e cm 3 Forward of 0,075L from the forward perpendicular, the depth of the primary member is to be not less than twice that of the secondary member supported. 6.2 Arrangement In way of the cargo hold a centreline girder is to be fitted and side girders spaced not more than 3,8 m apart are generally to be arranged in way of transverse bulkheads. The side girders are to extend at least to the first plate floor adjacent to the bulkhead each side. The outboard side girder is to be continuous, forming the lower part of the longitudinal bulkhead Plate floors are to be fitted in line with each transverse in the wing tanks and in way of transverse bulkhead stools. Additional floors are to be so arranged that the spacing of floors does not exceed 2,5 m or 0,01L, whichever is the greater Attention is to be given to structural continuity and alignment between double bottom structure and transverses in wing tanks, see also 9.2. LLOYD S REGISTER 3

4 Sections 6, 7 & Alternative arrangements will be considered on the basis of the results of direct calculations. Section 7 Longitudinal bulkheads The thickness of the lowest strake of sloped bulkhead plating is also to comply with inner bottom requirements as given in Where this provision results in an increase in thickness, the latter may be gradually tapered above the lowest strake to the required longitudinal bulkhead thickness at the position of the knuckle, or at a point one third of the depth of the bulkhead above the inner bottom, whichever is the lower. 7.1 General The requirements for longitudinal oiltight bulkheads given in Ch 9,6 and Ch 9,9 are to be applied, together with the additional requirements of this Section Longitudinal bulkhead scantlings are to be additionally assessed against ore loading in accordance with Table Longitudinal bulkheads on ore carriers are to be plane with rolled or fabricated longitudinal stiffeners. The bulkhead may be sloped to form a hopper shape in the lower part of the hold or over its full depth Where the upper part of the bulkhead is vertical and the lower part sloped to form a hopper shape, the thickness of the bulkhead plating in way of the knuckle may be required to be increased to resist transverse compressive buckling stresses. The knuckle is to be arranged in way of a longitudinal. Section 8 Transverse bulkheads 8.1 General Where the form of construction used for transverse bulkheads in wing tanks is different from that used in centre holds, arrangements are to be made to ensure continuity of transverse strength through the longitudinal bulkhead. 8.2 Transverse watertight bulkheads in wing tanks The requirements for transverse bulkhead plating, stiffening and primary structure given in Ch 1,9 for deep tank bulkheads are to be applied. Table Longitudinal and transverse bulkhead scantlings for ore loading Item Longitudinal and transverse bulkhead K c H k Plate thickness including corrugations (mm) t = 0,004s f + 3,5 mm C s k K c H l 2 e Modulus of rolled and built stiffeners, and symmetrical Z = cm 3 corrugations (cm 3 ) 22C γ (ω 1 + ω 2 + 2) Symbols s, S, k, l as defined in Ch 1,1.5.1 f = 1,1 s/2500s but not to be taken greater than 1,0 l e = effective length of stiffening member, in metres, and for bulkhead stiffeners, to be taken as l e 1 e 2 γ = 1,4 for rolled or built sections and double plate bulkheads = 1,6 for flat bars = 1,1 for symmetrical corrugations of deep tank bulkheads = 1,0 for symmetrical corrugations of watertight bulkheads ω, e = as defined in Table in Chapter 1, see also Fig Where applicable the value of M 2 is to be taken as K c H s l 2 = 22C K c = ore pressure coefficient, to be taken as cos 2 α + (1 s in ψ) sin 2 α for inner side (hopper tank, transverse and longitudinal bulkheads, lower stool, vertical upper stool, etc.), and where: K c = 0 for top side tank, upper deck and sloped upper stool α = angle, in degrees, between panel considered and the horizontal plane ψ = assumed angle of repose, in degrees, of bulk cargo (considered drained and removed); in the absence of more precise evaluation to be taken as ψ = 35 for iron ore H = height, from position under consideration to deck at side amidships, in metres C = stowage rate, in m 3 /tonne, as defined in Pt 3, Ch 3,5.2. For vessels where is applicable, C is to include the cargo overshoot specified in (e) 4 LLOYD S REGISTER

5 Sections 8 to Transverse watertight bulkheads in centre holds Scantlings are to comply with Pt 4, Ch 1,9 and assessed against ore loading in accordance with Table Transverse corrugated bulkhead scantlings may be determined by direct calculations but are not to be less than required by the watertight bulkhead requirements of Pt 4, Ch 1, For ships where the requirements of are applicable, the requirements for transverse hold bulkheads given for the carriage of dry bulk cargoes in Ch 7,10 are also to be applied In general, the bulkheads are to have stiffening or corrugations arranged vertically, supported by top and bottom end stools. Alternative arrangements will, however, be considered Where inner bottom plating is increased as required by 6.1.4, the lower part of the transverse bulkhead should also be increased in accordance with Pt 3, Ch 9, Non-watertight bulkheads Non-watertight bulkheads in wing tanks are to comply with the requirements given in Ch 9,8 and Ch 9, The bulkhead plating is to be suitably reinforced in way of double bottom scarfing arrangements and the ends of centre hold deck transverses. Openings in wing tank bulkheads are to be kept clear of these areas. Section 9 Primary structure in wing tanks 9.1 General The primary structure in the wing tanks is to comply with the requirements given in Ch 9, Scarfing of double bottom The inner bottom plating is to be extended into the wing tank in the form of a horizontal diaphragm, arranged to ensure a smooth structural transition in way of transverse primary members and to maintain longitudinal continuity. The diaphragms are to be of sufficient width to provide effective scarfing of the inner bottom into the wing tank structure Floors intermediate between transverses are to be backed in the wing tanks by substantial vertical brackets extending transversely over at least three bottom longitudinal spaces and vertically to a sufficient height above the horizontal diaphragms to provide effective support for the double bottom structure. Section 10 Direct calculations 10.1 Application Direct calculations are to be employed in the derivation of scantlings where required by the preceding Sections of this Chapter or by related provisions included in Part Direct calculation methods are also generally to be used where additional calculations are required by the Rules in respect of unusual arrangements For complex structural arrangements, e.g., a double plate transverse bulkhead with stool in a centre hold, associated with plane wing tank bulkheads supported by stringers and buttresses, an investigation of bottom primary structure over a full cargo hold length and three-dimensional analysis of the transverse bulkhead structure will generally be required, taking account of applied longitudinal hull bending effects The cross-deck structure is to be verified as being capable of supporting transverse compressive stresses resulting from lightship weight, deadweight, hydrostatic and wave loads. For ore carriers that are designed to operate with an asymmetrical loading condition, or large ore carriers with B 40 m or b/w 2,2, the wave loads should take account of hydrodynamic torque in an oblique sea. The cross-deck structure is to comprise the hatch coamings and beams, the plating and attached stiffeners and the upper stool. Noncorrugated bulkhead plating may also be included. where B = moulded breadth, in metres b w = breadth of the deck hatch openings, in metres = width of the cross-deck strip between hatchways, in metres Procedures For details of Lloyd s Register s direct calculation procedures, see Pt 3, Ch 1,2. For requirements concerning use of other calculation procedures, see Pt 3, Ch 1, Where appropriate to the structural configuration, the direct calculation procedures for tanker primary structure, see Ch 9,14, will be adapted for application to ore carriers. Section 11 Forecastles 11.1 General A forecastle is to be fitted in accordance with the requirements of Pt 4, Ch 7,14. LLOYD S REGISTER 5

6 Section 12 Section 12 Single pass loading 12.1 Scope and application The requirements of this Section are to be applied to all ore carriers with a deadweight greater than tonnes. The requirements are for single pass loading where the maximum permissible cargo intake per cargo hold may be loaded in a single loading pour Information required In addition to the plans required for submission by Pt 3, Ch 1,5.2 and as detailed in the applicable Chapters, the following information is also to be submitted: (a) (b) (c) (d) (e) Maximum permissible cargo in each cargo hold. Cargo mass curves for a single and adjacent hold loadings taking into account the cargo overshoot defined in (e). One or more cargo loading sequences intended for single pass loading, see Details of ballast and deballast piping arrangements and pumping capacity. Specification of loading computer The cargo loading sequences as required by (c) are to include the following: (a) Start and end times of each cargo pour and the intended loading rate. (b) Start and end times of each deballasting operation and the intended discharge rate. (c) Intermediate points (in time) during pours and between pours. In general, the interval between intermediate points is not to be greater than 1 hour. (d) The ship s loading condition, including the ship s draughts at the fore and aft perpendiculars, amount of cargo in each hold and amount of ballast in each tank, and the still water bending moments and shear forces, are to be provided for each point (in time) of the loading operation specified in (a), (b) and (c). (b) (c) (d) (e) (f) The cargo is distributed symmetrically in a hold space. Deballasting is carried out for each pair of symmetrical port and starboard tanks simultaneously, so that each pair of symmetrical port and starboard ballast tanks contain equal amounts of water ballast throughout deballasting operations. To improve deballasting and stripping, the trim of the ship is to be, in general, by the stern throughout the cargo loading operation. A cargo overshoot per cargo hold is taken as 10 per cent of the maximum permissible hold cargo mass or 3000 tonnes, whichever is the lesser, but not less than 5 per cent of the maximum permissible hold cargo weight, in any case. A higher cargo overshoot may be specially considered. Loading more than one cargo hold simultaneously in a single pass, i.e., simultaneous filling of two or more holds, will be specially considered. The specific loading conditions are to be submitted for appraisal in addition to the condition(s) for standard single-pass loading Design assessment The following criteria are to be complied with in all cargo loading sequences: (a) Still water bending moment and shear force are within the allowable limits. (b) Single hold loading is within the allowable hold mass curve. (c) Two adjacent holds loading are within the allowable hold mass curve Arrangements and scantlings of local stiffeners and plating within the cargo hold region are to comply with Sections 1 to 11 with consideration of the maximum permissible cargo mass per hold in the loading manual and the cargo overshoot specified in (e) The primary structure and plating within the cargo hold region are to be assessed in accordance with the ShipRight SDA Procedure for Ore Carriers Definitions Pour. A pour is defined by the start and finish of loading of a cargo hold. A pour finishes when the loading equipment changes position to a new cargo hold Overshooting. Overshooting is to be taken as the consequence of mistiming the loading of cargo, resulting in cargo overloading Ballast arrangements The deballasting capacity of the vessel, including arrangement of ballast tanks, pumps and relevant piping system, is to be sufficient for the loading operations as agreed in the approved loading plan A smaller diameter stripping system with separate main and branch lines may need to be provided in order to achieve the required deballasting capacity Cargo loading conditions for design assessment For the purpose of the design assessment, the following conditions are assumed: (a) Cargo loading and deballasting operations are coordinated, with the deballast capacity and arrangement of the vessel designed to accommodate the specified loading sequences Loading manual All loading sequences of single pass loading, maximum loading rates and ballast pumping details are to be submitted for approval and included in the Loading Manual. Loading conditions at intermediate points as described in (c) need not be included in the Loading Manual. 6 LLOYD S REGISTER

7 Section Loading computer The ship is to be installed with sensors for remote measurement of water ballast, fuel oil and ship s draughts In addition, it is recommended that an interface with the onboard loading computer, connecting to the installed sensors detailed in , is to be provided to check the ship s condition during loading and unloading. LLOYD S REGISTER 7

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