Bulk Carrier Pamphlet
Transcript of Bulk Carrier Pamphlet
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Bulk Carrier
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The Role of the Surveyor The scope and extent of ClassNK survey and inspection services is increasing Not only are more
ships being built but shipyards are coming to rely more and more on the high quality servicesoffered by ClassNK It is not uncommon to hear shipyard executives say things like We want
ClassNK to look after each and every ship we build in our yardrdquo and ClassNK surveyors give us
01 FeatureThe Role of the Surveyor in Building Better Ships
06 History and StructureProgress of Bulk Carriers
11 FocusRule C100
Technical Challenges and Daring Innovation
13 ReportThe ClassNK Research Center
Column - Pitting Corrosion
15 RuleShip Condition Assessment Program (CAP)
17 WatchCSR-bring changes to ship structural standards
ClassNKs Rule C100 project played an essential
part in their development
19 ServiceCSR Related Services
20 Topics
21 World Class amp NK Now
CONTENTS
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in Building Better Ships
Feature
advice on a number of important points and we regard ClassNK surveyors as our trusted advisorsrdquo
During a recent visit to one of Japanrsquos leading shipyards we were able to watch a ClassNK sur-veyor in action Even from just the short time we spent observing the ClassNK surveyor the experi-
ence and expertise that have become the hallmark of ClassNKrsquos reputation were readily apparent
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Profound Trust of Clients
During our visit one of the shipyardrsquos executives told
us ldquoWersquove learned a lot of things from ClassNKrdquo
Building a ship is a step-by-step process and you
will 1047297nd ClassNK surveyors offering their support at every
step along the way The advice surveyors provide is indis-
pensable to building better quality ships
The amount of survey work being done by ClassNK sur-
veyors is increasing every year The most obvious reason
for this is the increase in the number of ships being builtto NK class A decade ago the shipyard we visited would
build 15 ships a year but now they are building as many
as 22 ships in the same time span Schedules are tight and
the yard is busy with activity While a bulk carrier is being
assembled in the dry dock blocks are being arranged and
taking up almost all the left over space At the same time
a bulk carrier that was just launched is now alongside the
1047297tting quay its deck a 1047298urry of activity as workers strive to
keep the out1047297tting work on schedule
The schedule of the ClassNK surveyors at the shipyard is
just as busy Ships on the weekly schedule are highlighted
with different colored pens to show which surveyor is in
charge of which ship Survey work starts from very early
in the morning and some surveys can take many hours to
complete There are only a few open spaces on the sched-
ule and even as the demand for surveys increases there is
little room to further streamline the workload An exclu-
sive surveyor in his early thirties working at the yard told us
fervently ldquoI try to concentrate on carrying out each surveyone at a time This helps keep me focused at all timesrdquo A
senior surveyor at the yard added that ClassNK surveyors
are always close by and they observe everything closely
even seemingly minor items emphasizing quality and being
involved with even the smallest details
This thoroughness in carrying out survey work is the
source of the trust that shipyards place in ClassNK allow-
ing them to say with con1047297dence that they rely on ClassNK
surveyors and gladly look to them for advice and support
Feature
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Widening Role of Class Surveyors
Many shipyards already consider ClassNK sur-
veyors to be their trusted advisors A veteran
surveyor told us ldquoCurrently our role as survey-
ors has de1047297nitely expanded to serving as advisors as wellrdquo
The reason for this is that the job of the surveyors is no lon-
ger con1047297ned to just classi1047297cation matters Their work now
also covers ISM Code certi1047297cation and work related to the
ISPS Code As a result of the many marine casualties that
occurred in the 1990s the International Maritime Organi-
zation (IMO) decided to make the ISM Code mandatory
Under the ISM Code shipping companies are required to
establish a Safety Management System (SMS) which must
be certi1047297ed by the 1047298ag state or a recognized organization
working on its behalf This work is often undertaken by
classi1047297cation societies In light of recent terrorist attacks
the IMO has also made the ISPS Code mandatory in order
to increase maritime security Certi1047297cation of shipboard se-
curity systems in line with the ISPS Code is also now a job
undertaken by classi1047297cation societies as recognized organi-
zations of the 1047298ag state At ClassNK many surveyors un-
dergo quali1047297cation training for ISM Code and ISPC Code
related certi1047297cation but for most surveyors this is a job
that is done in addition to their ordinary class survey work
Class surveyors are increasingly working as agents on be-
half of 1047298ag states and this is expanding the scope of each
individual surveyorrsquos work As ClassNK surveyors take on
these roles it is only natural that the shipyards would begin
to look to them as ldquoadvisorsrdquo as well as surveyors
Why ClassNK is Trusted
Both shipyards and ClassNK are dedicated to the
construction of quality ships ClassNKrsquos younger
surveyors often remark that the senior staff stress
the importance of working together with the shipyard and
shipowner and ClassNK surveyors are taught the most ef-
fective ways to promote the construction of quality ships
Veteran experienced senior surveyors work side by side
with younger surveyors and encourage them to join the
shipbuilding effort as part of a team
Trust and con1047297dence are developed through the effective
transfer of technology and a true dedication to quality ser-
vice It is these core principles that ClassNK maintains in
its approach towards class surveys that gives shipyards the
con1047297dence to say ldquoWe want ClassNK to take care of each
and every ship we build at our yardrdquo
Feature
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The first bulk carriers built by various Japanese shipyards
Ship Name Completion Shipbuilder DWT Type
Nichiryu Maru 1954 NKK Shimizu 15368 OreBulk
Nikitas Roussos 1960 Shin-MHI Kobe 21110 Bulk
Laconia 1960 Harima SampE 20853 Bulk
Amorgos 1961 IHI Tokyo 22850 Bulk
Bintan Maru 1961 Uraga Dock 15355 Bulk
Moshill 1961 MHI Nagasaki 24717 Bulk
Corsair 1962 MES Tamano 24911 Bulk
Eastern Sakura 75 1962 Hakodate Dock 15700 Log
Fugo Maru 1964 IHI Aioi 34986 Bulk
Arthur Stone 1965 Hitachi Innoshima 39277 Bulk
Aegean Sky 1966 MHI YokohamaHiroshima 40783 Bulk
Source Tsuneo Yoshiki Systematic Survey of the Development of Specialized Shipbuilding Tech-
nologies National Museum of Nature and Science Survey reports on the systemization of
technologies vol 5 2005 p 247
Note Topside tank = upper hopper ballast tank
Until the middle part of the 20th century the cargo
holds of ships carrying dry cargo were generally
partitioned into upper and lower holds This was
convenient for the carriage of cargo in boxes and in bags
and the partitioning deck itself contributed to the strength
of the hull structure Bulk carriers with topside tanks did
not emerge until the 1950s At the time bulk cargo volumes
were increasing and there was a growing need for ships that
could carry loose unpackaged dry cargos
The 1047297rst bulk carrier built in Japan was theNichiryu Maru
a twin engine twin shaft ship 1047297tted with two diesel engines
with a length of 153 metres breadth of 21 metres depth
of 115 metres and a deadweight of 15368 tons The ship
was designed to carry iron ore as its main cargo and was
completed at Nippon Kokanrsquos (NKK)
Shimizu Shipyard in August 1954
After the Nichiryu Maru the con-
struction of bulk carriers to carry coal
and grain became prominent in Japan
around 1960
The table shows the 1047297rst bulk carri-
ers built at several of Japanrsquos leading
shipyards
History and Structure
The Birth of the Bulk Carrier
The first bulk carrier built in Japan - the
Nichiryu Maru Nippon Kokan Shimizu
Shipyard Hull No 110
Rational Structure
The Development of Bulk Carriers
Ship designers often say that the bulk carrier is a ra-
tional structure with a minimal amount of waste
The triangular shaped topside tanks situated under
the main deck and the double bottom and hopper tanks at
the bottom of the ship help to strengthen the hull enabling
the cargo holds to be made larger Furthermore the holdstructure makes it possible for the cargo to be loaded with-
out the need for trimming allowing bulk carriers to carry
large volumes of cargo ef1047297ciently
It is important for ships carrying cargo in bulk to have
as large a hold capacity as possible and current bulk car-
rier designs have been re1047297ned
to meet such objectives Hop-
per tanks not only play a role in
strengthening the hull but they
also make it easier to unloadcargo This multi-functionality
is a perfect example of why the
bulk carrier is considered to be
an extremely rational structure Single-Sided Bulk Carrier
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Acid production process
Coal(self-heating)
Moisture
Condensation
Reacts with sulfur
in coal
Formation of acids
S i d e s h e l l
Sea water
(cool)
History and Structure
The illustration and description be-
low shows a number of areas on bulk
carriers that require special attention
for maintenance and management
A Hatch corners are prone to cracking due to high stresses
on the upper deck the width of the opening and dis-
continuity of the strength properties
B The underside of the topside tank (upper deck) and
lower part of the topside tank are prone to corrosion
C Due to the con1047297gu-
ration of the single
side structure propermaintenance of the
frames inside the hold
is important from a
strength point of view
Once cracks develop
on the frames in the
hold there is a con-
cern that such cracks
may propagate to the
shell plate Frames in
holds are likely to be
damaged during cargo handling and the lower part in
particular is prone to corrosion and high stresses as
well When carrying coal especially the moisture gener-
ated in the holds due to differences in the temperature in
the hold and the surrounding seawater will dissolve the
sulphur in the coal causing a chemical reaction that will
lead to the development of corrosion (see 1047297gure to the
right)D Large stresses will occur at the bilge knuckle There
are two types of knuckles Welded knuckles are better
from a strength point of view but need suf1047297cient care
to maintain the required workmanship In the case of
round knuckles suf1047297cient structural strength is achieved
through the addition of reinforcing stiffeners
E End connecting parts of the side bulkheads are prone
to developing fatigue cracks due to the concentration
of stresses Special attention is necessary for the ballast
holds since larger loads will be generated when ballast
is loaded in the ballast holds
Various Ship Types
B
efore the 1047297rst oil shock as ship sizes increased a
large number of Ore Bulk Oil (OBO) carriers
capable of carrying not only coal and grain butalso iron ore and crude oil were built
After the oil shock crude oil trade volumes decreased
but volumes of iron ore coal and other dry bulk cargo in-
creased and combination carriers gradually became less
and less common Over this same period improvements
in ship design as well as the introduction of high ef1047297cien-
cy propellers made energy ef1047297cient large bulk and ironore carriers more popular As the variety of cargo types
increased and new trade routes developed the structural
con1047297gurations of bulk carriers became more diverse
Bulk carrier under construction
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The key characteristics of each bulk carrier type are shown below
Ore Carriers
bull Due to the high speci1047297c gravity of
the cargo cargo holds are relatively
small and the side tanks are large
bull During the 1970s there were many
combination carriers with side tanks
used as oil tanks but such ships are
seldom seen nowadays
Wooden Chip Carriers
bull Due to the low speci1047297c gravity ofthe cargo cargo holds are deep and
topside tanks are eliminated in or-
der to increase hold volume
bull Care is necessary for the reinforce-
ment of the underside of the upper
deck since deck cranes and belt
conveyors are generally 1047297tted on
deck
bull Lower ballast tanks are prone to
corrosion due to the relatively high-
er temperature of the chip cargo
bull This type of carrier was once con-
sidered to be less versatile but its
use has expanded to include carry-
ing cargos such as soybean meal
Double Side shell Bulk Carriers
bull Due to double side con1047297gura-tion frames inside the hull can be
eliminated This allows the strength
members to be protected from the
corrosive environment of the hold
while also improving cargo han-
dling ef1047297ciency
bull Just as with single sided bulk carri-
ers double hull bulk carriers need
to comply with the common struc-
tural rules
Note) In 2002 requirements for dou-
ble hull bulk carriers were adopted
as mandatory at IMO but in 2004
prior to the rule coming into effect
the rule was changed and became
non-mandatory
Open Hatch Bulk Carriers
bull Wide hatch openings improve cargo
handling ef1047297ciency
bull Possible to load super large size car-
goes
bull Cargoes other than bulk cargo such
as pulp products steel coils and
containers can be carried
Currently bulk carriers are commonly divided into
several standard categories each with their own
popular trade names
bull Handysize Bulk carriers with a deadweight range of
10000 to 50000 tons belong to this catego-
ry The shiprsquos shallow draft allows it to enter
into various ports around the world Smaller
sized vessels below 30000 deadweight tons
are called small handies while vessels of
40000 to 60000 deadweight tons are called
handymaxes
bull Lakesizes Also called Lakers Handysize bulkers with
a deadweight ranging from 20000 to 27000
tons the largest type of bulk carrier that canpass through the St Lawrence Seaway which
calls for a draught of less than 7925 metres
bull Panamax The largest bulk carriers (breadth of about
322 metres) that can pass through the Pan-
ama Canal With a deadweight of around
80000 tons
bull Over-Panamax Bulkers which are wider than Panamaxes
with a deadweight between 80000 and
120000 tons Bulkers with dimensions suit-
able for transiting the new locks of the ex-
panded Panama Canal expansion scheduled
for completion in 2015 are called Post-Pan-
amaxes
bull Capesize Ships with a deadweight of more than
100000 tons and capable of entering the
port at Richards Bay South Africa
bull Dunkerquemax Largest bulk carrier that can enter the port
at Dunkerque France with a deadweight of
about 170000 tonnes
There are other speci1047297c trade names given to some bulker
types that have have been designed and optimized to serve a
speci1047297c port
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Tightening Rule Requirements
Revision to Rules for Bulk Carrier Safety
Bulk Carrier Safety
Towards the end of the 1980s a number of bulk
carriers sank in a series of highly publicized mari-
time incidents In response to these incidents the
IMO adopted a set of amendments called the Enhanced
Survey Programme to the SOLAS Convention in order to
enhance bulk carrier inspection
After the ESP came into force in January 1996 however
the number of accidents did not decrease This led to the
adoption of additional amendments to the SOLAS Con-
vention and the introduction of further safety measures
The new amendments form Chapter XII of the SOLAS
Convention and include new standards for 1047298ooding dam-
age stability and other requirements
In 1998 a new study seeking ways to further improve bulk
carrier safety was initiated under the auspices of the IMO
The study was inspired by the accident report from the
1980 sinking of the bulk carrier Derbyshire and utilized aholistic safety assessment method called the Formal Safety
Assessment (FSA) ClassNK contributed to the study as a
member of the Japanese Government team As a result of
the study after six years of deliberations new amendments
to SOLAS and the Load Line Conventions were adopted
in December 2004 IACS adopted its own additional safety
measures as well
The rules revisions from 1998 onwards are collectively
referred to as Bulk Carrier Safety requirements which re-
sulted in the application of the following safety measures
for bulk carriers
Requirements concerning spare
buoyancy and the strengthening
of hatch covers were implement-
ed as measures against 1047298ooding
of the forward part of the deck
which was thought to be the fun-
damental cause of the sinking
of the Derbyshire Further re-
quirements for the provision of a
1047298ooding warning system (forwardarea and cargo hold) and draining
system were adopted to facilitate
early discovery and action against
1047298ooding
Requirements for a forecastle were implemented in order
to meet the required buoyancy standards during navigation
in heavy weather when the forward part of the ship would
be submerged by waves It was also decided that the 1047297ttings
at the front of the ship should be strengthened to better re-
sist the force of waves and prevent damage to the air pipes
and any 1047298ooding that could result from such damage
Many bulk carriers were believed to have sunk due
to corrosion on the frames inside the holds It
was therefore decided that a permanent means
of access should be provided for spaces that were hard to
access and dif1047297cult to inspect and maintain For existing
ships a review of the strength of hold frames was made
to establish new standard strength criteria and standard
renewal criteria While further safety improvements based
on a double side con1047297guration meant to eliminate hold
frames and free strength members from corrosive environ-
ments were also agreed upon but in the end those mea-sures did not become mandatory
In order to ensure the safety of the crew in the event of an
accident in low temperature water requirements for free-
fall lifeboats and immersion suits for the full shiprsquos comple-
ment were also implemented
History and Structure
Free-fall lifeboats
Immersion suits
Means of access
Double side skinHarmonized notations ampdesign loading conditions
Water level detectors amp pumping arrangements
Bow height amp reserve buoyancyforecastle
Hatch covers and securing mechanisms
Water level detectors
Fore deck fittings
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Common Structural Rules (CSR)
Around the year 2000 while bulk carrier safety dis-
cussions were still ongoing IACS began studying
ways to improve the safety of tanker hull struc-
tures in response to a number of accidents involving oil
tankers At this point investigations into bulk carrier safety
were already well underway and IACS moved to include oil
tankers in its efforts as well In 2003 as the investigations
into bulk carrier safety were coming to a close IACS decid-
ed to proceed with the development of common structural
rules (CSR) for both bulk carriers and oil tankers In so
doing the individual structural rules of each classi1047297cation
society were to be uni1047297ed with the hope of developing a
more rigorous and transparent set of rules
After several years of study and discussions with various
parts of the maritime industry IACS adopted the CSR in
December 2005 for application to new ships contracted af-
ter 1 April 2006
Prior to IACSrsquos descision to develop the CSR ClassNK
was already engaged in its own Rule C100 Project (see page
11 for details) which aimed to develop more rational and
transparent rules for hull structures ClassNK had already
developed advanced structural rules and hull structural
strength assessment methods as part of this project and
consequently ClassNK assumed a leading role in the de-
velopment of the CSR
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The Rule C100 Project sought
answers as to what the most rationalrules for hulls structures should be
and the project aimed to adapt these
answers to all major ship types such
as bulk carriers tankers and con-
tainer ships Determining the wave
loads would be the main prerequisite
to achieve this but it was clear that
it was going to take an incredible
amount of effort and fortitude to
change the wave load parameters that
has been in use until then
Before work began on the Rule
C100 project the ClassNK
rules had been based on re-
search and analysis that re1047298ected the
vast array of survey experience com-
piled by the Society While such rules
were well balanced there was no clear
correspondence between the rules andcertain scienti1047297c concepts and techni-
cal values Despite the magnitude of
the task ahead of them the research-
ers proceeded to establish a higher
dards for the next 100 years as well
Before commencing work
on the Rule C100 Proj-
ect research staff from the
ClassNK Research Institute and the
Development Department began tack-
ling questions such as ldquohow do waves
actually behaverdquo and ldquohow should a
hull structure performrdquo One of the
key factors when developing rules
for hull structures is determining the
wave loads that the ship is expected to
endure and the required dimensions
for hull structures largely depend on
this data It was further decided that
a ships hull should be able to survive
major accidents such as deformation
from unexpectedly large waves and
that a ship should not sink even if
it were to run aground However ifrobustness were the only important
factor the research teams would be
designing something more akin to a
warship than a merchant vessel
The Rule C100 project wasbegun in 1997 with an eye
towards commemorating the
Societyrsquos 100th anniversary in 1999
The project involved participants
from throughout ClassNKrsquos many
departments including staff from the
Development Department Research
Institute Hull Department and Tech-
nical Investigation and Information
Department among others The proj-
ect drew on the combined knowledge
and experience of the entire ClassNK
staff
The purpose of the Rule C100
Project was to completely review
ClassNKrsquos hull structure standards
and contribute to ship safety by de-
veloping a new set of advanced rules
for hull structures The letter ldquoCrdquo was
used because the rules related to hull
structures come under part ldquoCrdquo ofthe ClassNK Rules and the number
ldquo100rdquo stood for the 100 years since
ClassNKrsquos establishment and also
as a challenge to create a set of stan-
When ClassNK commenced work on its Rule C100 Project some
ten years ago it was the largest research and development proj-
ect ever undertaken by the Society This advanced structuralrule development project not only greatly improved ClassNKrsquos
technical capabilities and expertise but also greatly contribut-
ed to the development of the IACS Common Structural Rules
Focus
Rule C100
Technical Challengesand Daring Innovation
Changing the Wave Loads
How Should a HullStructure Perform
Starting From Scratch
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standard for wave loads
The researchers decided the waveloads for the new rules would be based
on a ship sailing in the North Atlantic
Ocean for 25 years The North Atlan-
tic is well known for boasting some
of the severest natural environmental
conditions to be found in the mari-
time world Specifying the naviga-
tion area as the North Atlantic meant
that researchers had to consider that
waves could come from all directions
and with a wildly changing variety of
lengths and heights Additionally ac-
tual waves are not simple structures
but rather combinations of different
waves with different force compo-
nents A vast amount of calculation
would be necessary in order to faith-
fully represent real world conditions
While proceeding with the vast
calculation work ClassNK
began determining the ef-
fects of wave loads by focusing on the
waves which could severely affect hull
structures The research was an in-credibly rich and dense kind of analy-
sis compiling results from 3-dimen-
sional whole ship structural analysis
long-term stress prediction methods
using statistical analysis for long-
term wave data newly developed ra-
tionalised fatigue strength assessment
methods buckling strength assess-
ment methods and longitudinal ulti-
mate strength analysis methods amid
a wide variety of tests and assess-
ments Furthermore for certain hull
structural members rationalised cor-
rosion margin thickness assessments
derived from the statistical analysis
of plate thickness measurement data
were also included
In the case of fatigue strength it
had been acknowledged that existing
assessment methods could not ad-equately explain the nature of fatigue
damage on actual ships With the
conventional fatigue strength assess-
ment method for welded parts for ex-
ample the effect of structural average
stress would be considered negligible
because of the initial residual stress
but in cases of actual fatigue damage
such effects are anything but negli-
gible This pushed the researchers at
ClassNK to develop a new practical
assessment method The incredibleamount of data that ClassNK had in
its possession greatly contributed to
this development
One of the weaknesses commonly at-
tributed to bulk carriers derives from
the diminution of the hold frames
due to corrosion ClassNK surveyors
have traditionally paid close attention
to the condition of the hold frames
and carried out rigorous inspections
As part of the new Rule C100 project
however a new corrosion model had
to be developed This system would
utilize data taken from actual corrod-
ed samples and would apply statisti-
cal analysis as well as an examination
into how corrosion develops This
research led to the development of a
new rational method for determining
corrosion levels
T
he results of all these efforts be-
came the ldquoTechnical Guidance
on Hull Structural Strength
Assessmentrdquo published by ClassNK
in 1999 The guidance details ap-
proaches to hull structural strength
assessment based on 1047297rst principles
Based on this technical guidance
practical design standards were con-
secutively published starting with the
Guidelines for Tanker Structures in
2001 followed by Guidelines for bulk
carriers in 2002 and container carri-
ers in 2003
The standards and guidelines de-
veloped as a result of the Rule C100project not only greatly contributed to
ClassNK rules but would also serve
as a foundation for the development
of the IACS CSR
A Technical GuidanceBecomes a Design Standard
An Abundance of Datafrom Actual Ships
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Opened in Chiba in March 1993 the ClassNK Research Center combines the research capa-
bilities of the ClassNKs Research Institute formerly based in Mitaka and the computer facilties
from the ClassNK Administration Center in Tokyo into a single state-of-the-art research facility
The ClassNK Research Cen-
ter is equipped with the most
advanced testing facilities
available and its testing laboratory
includes structural testing equipment
electronic microscopes with scanning
capabilities and equipment for oil
analysis among a wide variety of oth-
er testing equipment
The Research Center undertakes a
wide range of the testing activities
that are expected of an international
classi1047297cation society such as large
scale structural analyses research and
development for rules and regulations
in new 1047297elds and analytical stud-
ies of information from NK classed
ships thus playing a central role inthe technical and research activities
of ClassNK
The Research Center consists of the
General Affairs Division Develop-
ment Department Offshore Technol-
ogy Division Research Institute and
the Testing Machine Department
The General Affairs Division takes
care of matters related to human re-
sources general affairs welfare and
budget administration and account-
ing for both the Research Center and
the adjacent Information Center
The Development Department is in
charge of establishing the technical
rules which classi1047297cation surveys etc
are based upon as well as managing
research and development plans The
departments work encompasses the
entire rule making process from de-
vising and compiling of the rules to
their revision and abolishment TheDevelopment Department is made
up of 1047297ve different sections Three of
these sections are rules related sec-
tions and respectively cover the rules
for the hull rules for machinery and
rules for equipment and materials
The remaining two sections are the
Technical Analysis section and Tech-
nical Systems section which jointly
develop waveload analysis and hull
structure analysis systems These sec-
tions utilize these systems as well as a
number of widely available computer
programs to carry out technical cal-
culations
The Offshore Technology Division
engages in the research and study of
new technologies and standards for
offshore development and increased
utilization of the entire ocean
The Research Institute is comprised
of four separate research divisions -the hull related research division the
machinery related research division
the materials and equipment related
research division and the rule related
Report
The ClassNK Research Center
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research division and their activities
cover a wide range of studies in the
1047297elds of hull structural strength ship
performance out1047297tting and equip-
ment systems to ensure reliability
of the ships and future technology
development among others The Re-
search Institute also coordinates re-
search projects being conducted at
the request of outside bodies
The Testing Machine Department
administers the technical matters
related to the calibration of power
meters used for inspections of single
shaft test facilities value settings of
test pieces used for Charpy impact
test machines and hardness testers
accuracy management for the variousstandard meters used for such testing
and the inspection of testing facilities
for materials for marine and indus-
trial use
The ClassNK Research Insti-
tute has developed a simulation
method capable of realistically
reproducing actual pitting cor-
rosion Research on the con1047297gurationof actual steel members with pitting
corrosion has been carried out and the
simulation method has been con1047297rmed
to effectively produce accurate simula-
tions of pitting corrosion
This simulation method is expandable
and can be used to develop models for
the generation and growth of pitting
corrosion where the time of pit corro-
sion generation and the growth process
of pitting corrosion will depend on the
introduction of probability models Ba-
sically when pitting corrosion grows it
exhibits a conical shape with an average
diameter-depth ratio of 81 This is due
to the fact that as the pitting corrosion
grows peripheral areas of the pit will
smoothen and the rate of corrosion in
terms of depth will diminish and this
slowing eventually reaches a constantstate of slow corrosion This slowing
phenomenon is an important part of the
simulation model
By conducting strength assessments of
the steel members in the states of cor-
rosion reproduced by this simulation
method it is possible to further study the
relationship between the state of corro-
sion and member strength Furthermore
it was discovered that a dimensional ef-
fect of pitting corrosion on steel mem-
bers is evident when the dimensions are
small but when the dimensions become
relatively large (500mm times 500mm) such
effects become negligible
Pitting Corrosion Simulation
8162019 Bulk Carrier Pamphlet
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AT
he results of the assessment are provided by as-
signing an accurate rating for each survey item
The de1047297nition of each rating is shown below
(1) CAP-HULL RATING
(a) Rating Level l ldquoVery Good Conditionrdquo
Compared to either the condition at the start of ser-
vice or the scantling dimensions required by the current
rules in force only super1047297cial deterioration was found
on the item during inspection andor measurement
There is no need for maintenance or repair
(b) Rating Level 2 ldquoGood Conditionrdquo
Minor defects which do not require corrections or re-
pairs were found on items during inspection andor all
plate thickness measurements show substantial margins
over the maximum permissible diminution standard
speci1047297ed by class requirements
(c) Rating Level 3 ldquoSatisfactory Conditionrdquo
Defects which do not require urgent corrections or re-
pairs were found or while a fair amount of corrosion
was found the plate thickness is above the maximum
permissible diminution standard speci1047297ed by class re-
quirements
(d) Rating Level 4 ldquoUnsatisfactory Conditionrdquo
One or more defects that prevent the ship from meeting
class requirements were found on items during inspec-
tion and measurement or plate thickness in a number
of areas does not conform to the maximum permissible
diminution standard speci1047297ed by class requirements
Rule
Ship Condition Assessment
As long as ships are operated properly and
the actual state of a shiprsquos structures and
equipment are monitored and inspections
and maintenance are carried out in a time-
ly manner ships can be kept in good con-
dition and continue to operate safely
Ships undergo periodical inspections in order to
con1047297rm their compliance with the technical rules and
regulations laid out by international conventions and
classi1047297cation societies However these inspections are
only meant to ensure that the ship satis1047297es certain
standards of soundness and comply to rule require-
ments Detailed assessment of the shiprsquos condition are
normally not made during such inspections
However such detailed inspections are necessary for
shipowners to effectively maintain ships throughout
their service lives
ClassNKrsquos Condition Assessment Program (CAP)
is a specially developed inspection program that pro-
vides shipowners with information on the condition
of their ship via hull structural strength assessments
fatigue assessments and the results from detailed in-
spections of the hull machinery deck machinery car-
go handling gear etc Undergoing a CAP inspection
provides shipowners the data and tools to develop a
thorough understanding of their shiprsquos condition
CAP consists of two different condition assessment
surveys At the discretion of the owner these two sur-
veys can be conducted independently or in tandem
(1) CAP-HULL
(Condition Assessment for Hull Structures)
(2) CAP-MACHINERY CARGO SYSTEM (Condition Assessment for Machinery and Cargo
Systems)
8162019 Bulk Carrier Pamphlet
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(2) CAP-MACHINERY CARGO SYSTEM RATING
(a) Rating Grade 1 ldquoVery Good Conditionrdquo
No performance affecting defects were found dur-
ing the inspections or effectiveness tests of the items
or systems Upkeep records and maintenance practices
are considered to be good There is no need for main-
tenance or repair
(b) Rating Grade 2 ldquoGood Conditionrdquo
Several minor non-performance affecting defects
were found during the inspections or effectiveness tests
of the items or systems Upkeep records and mainte-
nance practices are considered to be adequate There is
no urgent need for maintenance or repair
(c) Rating Grade 3 ldquoSatisfactory Conditionrdquo
Defects were found during the inspections or effec-
tiveness tests of the items or systems but they do not
greatly affect performance Upkeep records and main-
tenance practices meet minimum requirements Some
maintenance work or repairs are necessary
(d) Rate Grade 4 ldquoUnsatisfactory Conditionrdquo
Defects which greatly affect performance were found
during the inspections or effectiveness tests of the items
or system Upkeep records and maintenance practices
are considered to be unsatisfactory
Programme (CAP)
The following detailed assessment results
and related records will accompany theCAP Certi1047297cate
(1) CAP-HULL
(a) Overall Assessment and Assessment of
Hull Strength Study for each structural part
(b) Inspection Report
(c) Fatigue Strength Study Report
(d) Corrosion Protection Assessment
(e) Photographic Report
(f) Plate Thickness Measurement Records
(2) CAP-MACHINERYCARGO SYSTEM
(a) CAP-MACHINERYCARGO
SYSTEM Assessment for each item
(b) Inspection Report
(c) Photographic Report
The Condition Assessment Programme (CAP)
service provided by ClassNK meets the approvalof RightShip (ship vetting company)
When the CAP survey is completed a
CAP Certi1047297cate will be issued showing
the overall rating of the ship (Overall
Rating for CAP-HULL andor CAP-
MACHINERYCARGO SYSTEM)W
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Sample of input screens and calculation screens
Watch
ClassNKs Rule C100 projectplayed an essential part intheir development
New CSR bring changes to ship structural standards
I
ACS made the decision to develop the CSR for bulk
carriers and oil tankers in 2003 Prior to this each
of the IACS member societies had been working in-dependently to improve the safety of ship hull structures
The move to work collectively to improve ship safety was
due in part to the oil spills caused by consecutive tanker
accidents and the sinking of several aging bulk carriers
These accidents drew the attention of the public and the
IMO moved to address these issues The IMO began by
requiring tankers to have double-hulls and enforcing more
stringent inspections of bulk carriers as well as introducing
higher structural strength requirements to address 1047298ooding
accidents Despite these efforts a number of accidents still
occurred Foremost among these were accidents involving
the tankers Erika which sank off the French coast in De-
cember 1999 and Prestige which sank in November 2002
These accidents highlighted the need to improve ship safe-
ty as soon as possible and IACS set out to develop the
CSR in light of these circumstances ClassNK had already
begun working on its own improvements to ship hull safety
when it began work on its Rule C100 project in 1998 It was
only natural then that ClassNK would play a central role
within IACS in the development of the CSR
Prior to the development of the CSR by IACS
various rule-making efforts were underway at a
number of class societies Among IACS mem-
bers Lloyds Register (LR) American Bureau of Shipping
(ABS) and Det Norske Veritas (DNV) jointly started a
program to develop common rules for oil tankers in July
2002 This project was called the LAN project the three
letters being taken from the names of the three societies
On the other side of the world ClassNK China Classi1047297ca-
tion Society (CCS) and the Korean Register of Shipping
(KR) joined together to form the A3 project in September
2002 The A3 project aimed to develop a common set of
guidelines for structural strength based on the results of
the Rule C100 project
Background to the CSR
The CSR - an undertaking ofunprecedented magnitude
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Scantling definition at forward sectionScantling definition for transverse bulkhead
One development that has certainly drawn the attention of the shipping and shipbuilding industriesover the past few years has been the introduction of the IACS Common Structural Rules (CSR) The
CSR represent IACSs greatest undertaking since its founding The CSR are a dramatic achievement
not only in the way they are affecting ship structure and design but in the sense that for the first time
standards have been unified among the class societies Thanks to research and development on Rule
C100 ClassNK was able to play a central role in the development and implementation of the IACS CSR
In Europe public scrutiny of the IMO greatly intensi1047297ed
after the sinking of the Erika and the Prestige The IMO re-
sponded by establishing Goal-Based Standards which are
standards intended to achieve certain goals rather than just
establish certain baselines for safety IACS in turn commit-ted itself to developing the CSR in June 2003 for bulk carri-
ers and oil tankers The CSR represent a single set of rules
covering all aspects of hull structures to be shared among
all of the IACS member societies This was an undertaking
of unprecedented magnitude and certainly one of the larg-
est developments since the founding of IACS
As the development of a set of common rules for
oil tankers was already being undertaken by the
LAN project participants IACS arranged for de-
velopment to continue under a new name the Joint Tanker
Project (JTP) At the same time the A3 project members
joined together with the UNITAS project formed by Bu-
reau Veritas (BV) Registro Italiano Navale (RINA) and
Germanischer Lloyd (GL) to proceed with the develop-
ment of CSR for bulk carriers as part of the Joint Bulker
Project (JBP) in October 2003
ClassNK took a leadership role in the JBP by using the
knowledge gained from ClassNKs Rule C100 project Theresults from the Rule C100 project became a cornerstone
of the CSR for bulk carriers especially with regards to cor-
rosion margins design loads and fatigue strength assess-
ment ClassNKs position as chair of the IACS Hull Panel
helped to further ensure the successful development of the
new CSR
As a result of IACSrsquo energetic approach to common rule
development the CSR for bulk carriers and oil tankers were
adopted unanimously by the IACS Council in December
2005 At that time the two sets of CSR were harmonized
with regards to corrosion margins and ultimate strength in
longitudinal bending but the rules could not be completely
harmonized in other areas such as design loads and fatigue
strength IACS however has made harmonization of the
two sets of rules one of its long term goals and ClassNK is
once again taking a leadership role in this process
ClassNKLeadership and Contribution
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Sample of PrimeShip-HULL (CSR) input screens Output screen of calculation results (Displacement)
CSR Related Services
Vast amount of research data leads to
release of CSR compatible software
To obtain the software contact ClassNK Hull Department
Telephone +81-(0)3-5226-20172018
Fax +81-(0)3-5226-2019
E-mail hldclassnkorjp
For further details on the software contact ClassNK Development Department
Telephone +81-(0)43-294-4970 (dedicated line for PrimeShip-HULL)
Fax +81-(0)43-294-6924
E-mail primeship-hullclassnkorjp
In December 2005 concurrent with the adoption of
the CSR by IACS ClassNK released new rule cal-
culation software allowing for direct strength calcu-
lations using 1047297nite element method (FEM) analysis com-
patible with the new bulk carrier CSR Direct calculation
software for the tanker CSR was released to the public in
June 2006 The software has since been further enhanced
in response to client feedback received since the CSR were
implemented in April 2006 The latest version of the calcu-lation software PrimeShip-HULL (CSR) was released in
September 2007 and not only combines the software for
both the tanker CSR and bulk carrier CSR into a single
software package but also includes a number of improve-
ments to overall usability
PrimeShip-HULL(CSR) consists of two systems the
Rule Calculation System and the Direct Calculation Sys-
tem With the Rule Calculation System users can input hull
cross-section information in to the system and hull cross-
section calculations longitudinal strength calculations
local strength assessments fatigue strength assessments
and buckling strength assessments can be carried out to
obtain data necessary for complying with the CSR The
Direct Calculation System is a tool used to directly carry
out structural analysis via 1047297nite element analysis (FEA)
and strength assessment Assessments of hull structural
strength can be achieved by ensuring that the results from
direct calculations are in line with the CSR requirements
A dedicated web-based support service is also availablefor users of the PrimeShip-HULL(CSR) software system
Service
Based on vast amounts of data accumulated
through research and survey work ClassNK
has developed and released a new software
system PrimeShip-HULL (CSR) for use with
the IACS Common Structural Rules (CSR)
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On 1 March 2008 Noboru Ueda
became the new Chairman
and President of ClassNK
During a press conference held on
6 March he explained his intention
to expand ClassNKrsquos overseas service
network noting in particular his plans
to increase the number of surveyors
and of1047297ces in China He further stated
his intention to strengthen the pres-
ence of ClassNK as the worlds top
classi1047297cation society and to intensify
the Societyrsquos international efforts in-
cluding its activities at IACS and the
IMO ClassNK already works closely
with the China Classi1047297cation Society
(CCS) and Korean Register of Ship-
ping (KR) but Chairman and Presi-
dent Ueda also indicated future plans
Mr Ueda becomes the new Chairman and President of ClassNK
Topics
New Chairman and President Ueda (center) at a press conference on May 6
SEA JAPAN 2008
Notable events in 2008
bull GASTECHBangkok
bull VietShipHanoi
bull CMA ShippingStamford
bull Asia Paci1047297c MaritimeSingaporebull SEA JAPANTokyo
bull ShiptekKochi
bull PosidoniaAthens
bull Asia Maritime and LogisticsKuala Lumpur
bull China (Nangton) International Ship Industry ExpoNantong
bull SMMHamburg
bull Shiport ChinaDalian
bull Seatrade Middle East MaritimeDubai
to more actively exchange views and
work with other classi1047297cation societ-
ies such as those in India Vietnam
Indonesia and Russia in order to
promote stronger ties within the
Asian maritime community
ClassNK participates in numer-
ous international maritime
events each year In 2008 the
Society participated in the following
exhibitions
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Dubai
Kuwait
Alexandria
Jeddah
PiraeusCadiz
Marseille
Antwerp
Lisbon
as Palmas
Copenhagen
Hamburg
Genova
LondonMilford Haven
Amman
Beijing
Ulsan
Hong Kong
Guangzhou
Seoul
TaipeiDhaka
Manila
Haiphong
Bangkok Nha Trang
Jakarta
Kuala Lumpur
Istanbul
Cape Town
Shanghai
Kaohsiung
Dalian
Qingdao
Visakhapatnam
Surabaya
Chennai(Madras)
Mumbai(Bombay)
Melbourne
Fremantle
Oslo
KojeBusan
BatangasCebu
Balikpapan
Miri Kota Kinabalu
SingaporeBatam Johor Bahru
Ho Chi Minh
Durban
Constantza
BarcelonaBilbao
Rotterdam
GdanskNewcastle
TokyoChiba
(Head Office)
Kochi
Zhoushan
Mokpo
Tianjin
World Classwwwclassnkorjp
Plan Approval Center
21 Bulk Carrier
B y the end of August 2008 the ClassNK service network had grown to a total of 104
exclusive service sites This includes 21 service sites in Japan and a total of 83 service
sites in key locations around the world with Kochi in India Tianjin and Zhoushan in
China and Mokpo in Korea being the latest additions In addition to this service network
ClassNK also maintains a total of 21 international committees so that the Society can
exchange information and ideas with maritime leaders throughout the world The Society
established its newest committee the Middle-East Technical Committee at the end of 2007In order to provide better local service customer oriented service ClassNK established
three new plan approval centers in Istanbul Mumbai and Busan in 2008 These centers
join the Societyrsquos existing plan approval centers in Tokyo Singapore and Shanghai allow-
ing plan approvals to be conducted quickly and effectively around the globe
104 Locations NK Now
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Aucklanddney
Brisbane
Buenos Aires
Veracruz
Panama
Norfolk
Rio de JaneiroSantos
New York
Montreal
New Orleans
Los Angeles
Houston
VancouverSeattle
Valparaiso
Guayaquil
Miami
Bulk Carrier 22
A t the end of November 2008 ClassNK had 7017 ships on its register total-
ing some 160522744 gross tons ClassNK is the 1047297rst classi1047297cation society
in the world to surpass the 160 million gross ton mark for tonnage registered un-
der class and ClassNK remains the worldrsquos largest classi1047297cation society in terms
of gross tons On a tonnage basis more than 20 of the worldrsquos 1047298eet is registered
with ClassNK 549 newbuildings totaling 14420125 gross tons were registered
to ClassNK in 2007 surpassing the previous record set in 2006 by more than120000 gross tons When combined with other ships newly registered during the
year a record 584 ships totaling 14978670 gross tons were added to the ClassNK
register in 2007 Due to the large number of newbuildings registered the ClassNK
1047298eet continues to be comparatively young with an average age of 111 years
B ulk carriers account for more than
half of the ClassNK 1047298eet represent-
ing 51 of the register in terms of gross
tons ClassNK also classes the worldrsquos
largest share of bulk carriers - roughly
one-third of the worldrsquos bulk carriers
under class are registered with ClassNKBulk carriers of all sizes are registered
with ClassNK with nearly 75 all post-
Panamaxes and nearly half of all VLOCs
registered with the Society
51 160 Milliongross tons
8162019 Bulk Carrier Pamphlet
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4-7 Kioi-cho Chiyoda-ku Tokyo 102-8567 JAPANTel +81-3-3230-1201 Fax +81-3-5226-2012URL wwwclassnkorjp
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The Role of the Surveyor The scope and extent of ClassNK survey and inspection services is increasing Not only are more
ships being built but shipyards are coming to rely more and more on the high quality servicesoffered by ClassNK It is not uncommon to hear shipyard executives say things like We want
ClassNK to look after each and every ship we build in our yardrdquo and ClassNK surveyors give us
01 FeatureThe Role of the Surveyor in Building Better Ships
06 History and StructureProgress of Bulk Carriers
11 FocusRule C100
Technical Challenges and Daring Innovation
13 ReportThe ClassNK Research Center
Column - Pitting Corrosion
15 RuleShip Condition Assessment Program (CAP)
17 WatchCSR-bring changes to ship structural standards
ClassNKs Rule C100 project played an essential
part in their development
19 ServiceCSR Related Services
20 Topics
21 World Class amp NK Now
CONTENTS
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in Building Better Ships
Feature
advice on a number of important points and we regard ClassNK surveyors as our trusted advisorsrdquo
During a recent visit to one of Japanrsquos leading shipyards we were able to watch a ClassNK sur-veyor in action Even from just the short time we spent observing the ClassNK surveyor the experi-
ence and expertise that have become the hallmark of ClassNKrsquos reputation were readily apparent
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Profound Trust of Clients
During our visit one of the shipyardrsquos executives told
us ldquoWersquove learned a lot of things from ClassNKrdquo
Building a ship is a step-by-step process and you
will 1047297nd ClassNK surveyors offering their support at every
step along the way The advice surveyors provide is indis-
pensable to building better quality ships
The amount of survey work being done by ClassNK sur-
veyors is increasing every year The most obvious reason
for this is the increase in the number of ships being builtto NK class A decade ago the shipyard we visited would
build 15 ships a year but now they are building as many
as 22 ships in the same time span Schedules are tight and
the yard is busy with activity While a bulk carrier is being
assembled in the dry dock blocks are being arranged and
taking up almost all the left over space At the same time
a bulk carrier that was just launched is now alongside the
1047297tting quay its deck a 1047298urry of activity as workers strive to
keep the out1047297tting work on schedule
The schedule of the ClassNK surveyors at the shipyard is
just as busy Ships on the weekly schedule are highlighted
with different colored pens to show which surveyor is in
charge of which ship Survey work starts from very early
in the morning and some surveys can take many hours to
complete There are only a few open spaces on the sched-
ule and even as the demand for surveys increases there is
little room to further streamline the workload An exclu-
sive surveyor in his early thirties working at the yard told us
fervently ldquoI try to concentrate on carrying out each surveyone at a time This helps keep me focused at all timesrdquo A
senior surveyor at the yard added that ClassNK surveyors
are always close by and they observe everything closely
even seemingly minor items emphasizing quality and being
involved with even the smallest details
This thoroughness in carrying out survey work is the
source of the trust that shipyards place in ClassNK allow-
ing them to say with con1047297dence that they rely on ClassNK
surveyors and gladly look to them for advice and support
Feature
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Widening Role of Class Surveyors
Many shipyards already consider ClassNK sur-
veyors to be their trusted advisors A veteran
surveyor told us ldquoCurrently our role as survey-
ors has de1047297nitely expanded to serving as advisors as wellrdquo
The reason for this is that the job of the surveyors is no lon-
ger con1047297ned to just classi1047297cation matters Their work now
also covers ISM Code certi1047297cation and work related to the
ISPS Code As a result of the many marine casualties that
occurred in the 1990s the International Maritime Organi-
zation (IMO) decided to make the ISM Code mandatory
Under the ISM Code shipping companies are required to
establish a Safety Management System (SMS) which must
be certi1047297ed by the 1047298ag state or a recognized organization
working on its behalf This work is often undertaken by
classi1047297cation societies In light of recent terrorist attacks
the IMO has also made the ISPS Code mandatory in order
to increase maritime security Certi1047297cation of shipboard se-
curity systems in line with the ISPS Code is also now a job
undertaken by classi1047297cation societies as recognized organi-
zations of the 1047298ag state At ClassNK many surveyors un-
dergo quali1047297cation training for ISM Code and ISPC Code
related certi1047297cation but for most surveyors this is a job
that is done in addition to their ordinary class survey work
Class surveyors are increasingly working as agents on be-
half of 1047298ag states and this is expanding the scope of each
individual surveyorrsquos work As ClassNK surveyors take on
these roles it is only natural that the shipyards would begin
to look to them as ldquoadvisorsrdquo as well as surveyors
Why ClassNK is Trusted
Both shipyards and ClassNK are dedicated to the
construction of quality ships ClassNKrsquos younger
surveyors often remark that the senior staff stress
the importance of working together with the shipyard and
shipowner and ClassNK surveyors are taught the most ef-
fective ways to promote the construction of quality ships
Veteran experienced senior surveyors work side by side
with younger surveyors and encourage them to join the
shipbuilding effort as part of a team
Trust and con1047297dence are developed through the effective
transfer of technology and a true dedication to quality ser-
vice It is these core principles that ClassNK maintains in
its approach towards class surveys that gives shipyards the
con1047297dence to say ldquoWe want ClassNK to take care of each
and every ship we build at our yardrdquo
Feature
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The first bulk carriers built by various Japanese shipyards
Ship Name Completion Shipbuilder DWT Type
Nichiryu Maru 1954 NKK Shimizu 15368 OreBulk
Nikitas Roussos 1960 Shin-MHI Kobe 21110 Bulk
Laconia 1960 Harima SampE 20853 Bulk
Amorgos 1961 IHI Tokyo 22850 Bulk
Bintan Maru 1961 Uraga Dock 15355 Bulk
Moshill 1961 MHI Nagasaki 24717 Bulk
Corsair 1962 MES Tamano 24911 Bulk
Eastern Sakura 75 1962 Hakodate Dock 15700 Log
Fugo Maru 1964 IHI Aioi 34986 Bulk
Arthur Stone 1965 Hitachi Innoshima 39277 Bulk
Aegean Sky 1966 MHI YokohamaHiroshima 40783 Bulk
Source Tsuneo Yoshiki Systematic Survey of the Development of Specialized Shipbuilding Tech-
nologies National Museum of Nature and Science Survey reports on the systemization of
technologies vol 5 2005 p 247
Note Topside tank = upper hopper ballast tank
Until the middle part of the 20th century the cargo
holds of ships carrying dry cargo were generally
partitioned into upper and lower holds This was
convenient for the carriage of cargo in boxes and in bags
and the partitioning deck itself contributed to the strength
of the hull structure Bulk carriers with topside tanks did
not emerge until the 1950s At the time bulk cargo volumes
were increasing and there was a growing need for ships that
could carry loose unpackaged dry cargos
The 1047297rst bulk carrier built in Japan was theNichiryu Maru
a twin engine twin shaft ship 1047297tted with two diesel engines
with a length of 153 metres breadth of 21 metres depth
of 115 metres and a deadweight of 15368 tons The ship
was designed to carry iron ore as its main cargo and was
completed at Nippon Kokanrsquos (NKK)
Shimizu Shipyard in August 1954
After the Nichiryu Maru the con-
struction of bulk carriers to carry coal
and grain became prominent in Japan
around 1960
The table shows the 1047297rst bulk carri-
ers built at several of Japanrsquos leading
shipyards
History and Structure
The Birth of the Bulk Carrier
The first bulk carrier built in Japan - the
Nichiryu Maru Nippon Kokan Shimizu
Shipyard Hull No 110
Rational Structure
The Development of Bulk Carriers
Ship designers often say that the bulk carrier is a ra-
tional structure with a minimal amount of waste
The triangular shaped topside tanks situated under
the main deck and the double bottom and hopper tanks at
the bottom of the ship help to strengthen the hull enabling
the cargo holds to be made larger Furthermore the holdstructure makes it possible for the cargo to be loaded with-
out the need for trimming allowing bulk carriers to carry
large volumes of cargo ef1047297ciently
It is important for ships carrying cargo in bulk to have
as large a hold capacity as possible and current bulk car-
rier designs have been re1047297ned
to meet such objectives Hop-
per tanks not only play a role in
strengthening the hull but they
also make it easier to unloadcargo This multi-functionality
is a perfect example of why the
bulk carrier is considered to be
an extremely rational structure Single-Sided Bulk Carrier
8162019 Bulk Carrier Pamphlet
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Acid production process
Coal(self-heating)
Moisture
Condensation
Reacts with sulfur
in coal
Formation of acids
S i d e s h e l l
Sea water
(cool)
History and Structure
The illustration and description be-
low shows a number of areas on bulk
carriers that require special attention
for maintenance and management
A Hatch corners are prone to cracking due to high stresses
on the upper deck the width of the opening and dis-
continuity of the strength properties
B The underside of the topside tank (upper deck) and
lower part of the topside tank are prone to corrosion
C Due to the con1047297gu-
ration of the single
side structure propermaintenance of the
frames inside the hold
is important from a
strength point of view
Once cracks develop
on the frames in the
hold there is a con-
cern that such cracks
may propagate to the
shell plate Frames in
holds are likely to be
damaged during cargo handling and the lower part in
particular is prone to corrosion and high stresses as
well When carrying coal especially the moisture gener-
ated in the holds due to differences in the temperature in
the hold and the surrounding seawater will dissolve the
sulphur in the coal causing a chemical reaction that will
lead to the development of corrosion (see 1047297gure to the
right)D Large stresses will occur at the bilge knuckle There
are two types of knuckles Welded knuckles are better
from a strength point of view but need suf1047297cient care
to maintain the required workmanship In the case of
round knuckles suf1047297cient structural strength is achieved
through the addition of reinforcing stiffeners
E End connecting parts of the side bulkheads are prone
to developing fatigue cracks due to the concentration
of stresses Special attention is necessary for the ballast
holds since larger loads will be generated when ballast
is loaded in the ballast holds
Various Ship Types
B
efore the 1047297rst oil shock as ship sizes increased a
large number of Ore Bulk Oil (OBO) carriers
capable of carrying not only coal and grain butalso iron ore and crude oil were built
After the oil shock crude oil trade volumes decreased
but volumes of iron ore coal and other dry bulk cargo in-
creased and combination carriers gradually became less
and less common Over this same period improvements
in ship design as well as the introduction of high ef1047297cien-
cy propellers made energy ef1047297cient large bulk and ironore carriers more popular As the variety of cargo types
increased and new trade routes developed the structural
con1047297gurations of bulk carriers became more diverse
Bulk carrier under construction
8162019 Bulk Carrier Pamphlet
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The key characteristics of each bulk carrier type are shown below
Ore Carriers
bull Due to the high speci1047297c gravity of
the cargo cargo holds are relatively
small and the side tanks are large
bull During the 1970s there were many
combination carriers with side tanks
used as oil tanks but such ships are
seldom seen nowadays
Wooden Chip Carriers
bull Due to the low speci1047297c gravity ofthe cargo cargo holds are deep and
topside tanks are eliminated in or-
der to increase hold volume
bull Care is necessary for the reinforce-
ment of the underside of the upper
deck since deck cranes and belt
conveyors are generally 1047297tted on
deck
bull Lower ballast tanks are prone to
corrosion due to the relatively high-
er temperature of the chip cargo
bull This type of carrier was once con-
sidered to be less versatile but its
use has expanded to include carry-
ing cargos such as soybean meal
Double Side shell Bulk Carriers
bull Due to double side con1047297gura-tion frames inside the hull can be
eliminated This allows the strength
members to be protected from the
corrosive environment of the hold
while also improving cargo han-
dling ef1047297ciency
bull Just as with single sided bulk carri-
ers double hull bulk carriers need
to comply with the common struc-
tural rules
Note) In 2002 requirements for dou-
ble hull bulk carriers were adopted
as mandatory at IMO but in 2004
prior to the rule coming into effect
the rule was changed and became
non-mandatory
Open Hatch Bulk Carriers
bull Wide hatch openings improve cargo
handling ef1047297ciency
bull Possible to load super large size car-
goes
bull Cargoes other than bulk cargo such
as pulp products steel coils and
containers can be carried
Currently bulk carriers are commonly divided into
several standard categories each with their own
popular trade names
bull Handysize Bulk carriers with a deadweight range of
10000 to 50000 tons belong to this catego-
ry The shiprsquos shallow draft allows it to enter
into various ports around the world Smaller
sized vessels below 30000 deadweight tons
are called small handies while vessels of
40000 to 60000 deadweight tons are called
handymaxes
bull Lakesizes Also called Lakers Handysize bulkers with
a deadweight ranging from 20000 to 27000
tons the largest type of bulk carrier that canpass through the St Lawrence Seaway which
calls for a draught of less than 7925 metres
bull Panamax The largest bulk carriers (breadth of about
322 metres) that can pass through the Pan-
ama Canal With a deadweight of around
80000 tons
bull Over-Panamax Bulkers which are wider than Panamaxes
with a deadweight between 80000 and
120000 tons Bulkers with dimensions suit-
able for transiting the new locks of the ex-
panded Panama Canal expansion scheduled
for completion in 2015 are called Post-Pan-
amaxes
bull Capesize Ships with a deadweight of more than
100000 tons and capable of entering the
port at Richards Bay South Africa
bull Dunkerquemax Largest bulk carrier that can enter the port
at Dunkerque France with a deadweight of
about 170000 tonnes
There are other speci1047297c trade names given to some bulker
types that have have been designed and optimized to serve a
speci1047297c port
8162019 Bulk Carrier Pamphlet
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Tightening Rule Requirements
Revision to Rules for Bulk Carrier Safety
Bulk Carrier Safety
Towards the end of the 1980s a number of bulk
carriers sank in a series of highly publicized mari-
time incidents In response to these incidents the
IMO adopted a set of amendments called the Enhanced
Survey Programme to the SOLAS Convention in order to
enhance bulk carrier inspection
After the ESP came into force in January 1996 however
the number of accidents did not decrease This led to the
adoption of additional amendments to the SOLAS Con-
vention and the introduction of further safety measures
The new amendments form Chapter XII of the SOLAS
Convention and include new standards for 1047298ooding dam-
age stability and other requirements
In 1998 a new study seeking ways to further improve bulk
carrier safety was initiated under the auspices of the IMO
The study was inspired by the accident report from the
1980 sinking of the bulk carrier Derbyshire and utilized aholistic safety assessment method called the Formal Safety
Assessment (FSA) ClassNK contributed to the study as a
member of the Japanese Government team As a result of
the study after six years of deliberations new amendments
to SOLAS and the Load Line Conventions were adopted
in December 2004 IACS adopted its own additional safety
measures as well
The rules revisions from 1998 onwards are collectively
referred to as Bulk Carrier Safety requirements which re-
sulted in the application of the following safety measures
for bulk carriers
Requirements concerning spare
buoyancy and the strengthening
of hatch covers were implement-
ed as measures against 1047298ooding
of the forward part of the deck
which was thought to be the fun-
damental cause of the sinking
of the Derbyshire Further re-
quirements for the provision of a
1047298ooding warning system (forwardarea and cargo hold) and draining
system were adopted to facilitate
early discovery and action against
1047298ooding
Requirements for a forecastle were implemented in order
to meet the required buoyancy standards during navigation
in heavy weather when the forward part of the ship would
be submerged by waves It was also decided that the 1047297ttings
at the front of the ship should be strengthened to better re-
sist the force of waves and prevent damage to the air pipes
and any 1047298ooding that could result from such damage
Many bulk carriers were believed to have sunk due
to corrosion on the frames inside the holds It
was therefore decided that a permanent means
of access should be provided for spaces that were hard to
access and dif1047297cult to inspect and maintain For existing
ships a review of the strength of hold frames was made
to establish new standard strength criteria and standard
renewal criteria While further safety improvements based
on a double side con1047297guration meant to eliminate hold
frames and free strength members from corrosive environ-
ments were also agreed upon but in the end those mea-sures did not become mandatory
In order to ensure the safety of the crew in the event of an
accident in low temperature water requirements for free-
fall lifeboats and immersion suits for the full shiprsquos comple-
ment were also implemented
History and Structure
Free-fall lifeboats
Immersion suits
Means of access
Double side skinHarmonized notations ampdesign loading conditions
Water level detectors amp pumping arrangements
Bow height amp reserve buoyancyforecastle
Hatch covers and securing mechanisms
Water level detectors
Fore deck fittings
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Common Structural Rules (CSR)
Around the year 2000 while bulk carrier safety dis-
cussions were still ongoing IACS began studying
ways to improve the safety of tanker hull struc-
tures in response to a number of accidents involving oil
tankers At this point investigations into bulk carrier safety
were already well underway and IACS moved to include oil
tankers in its efforts as well In 2003 as the investigations
into bulk carrier safety were coming to a close IACS decid-
ed to proceed with the development of common structural
rules (CSR) for both bulk carriers and oil tankers In so
doing the individual structural rules of each classi1047297cation
society were to be uni1047297ed with the hope of developing a
more rigorous and transparent set of rules
After several years of study and discussions with various
parts of the maritime industry IACS adopted the CSR in
December 2005 for application to new ships contracted af-
ter 1 April 2006
Prior to IACSrsquos descision to develop the CSR ClassNK
was already engaged in its own Rule C100 Project (see page
11 for details) which aimed to develop more rational and
transparent rules for hull structures ClassNK had already
developed advanced structural rules and hull structural
strength assessment methods as part of this project and
consequently ClassNK assumed a leading role in the de-
velopment of the CSR
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The Rule C100 Project sought
answers as to what the most rationalrules for hulls structures should be
and the project aimed to adapt these
answers to all major ship types such
as bulk carriers tankers and con-
tainer ships Determining the wave
loads would be the main prerequisite
to achieve this but it was clear that
it was going to take an incredible
amount of effort and fortitude to
change the wave load parameters that
has been in use until then
Before work began on the Rule
C100 project the ClassNK
rules had been based on re-
search and analysis that re1047298ected the
vast array of survey experience com-
piled by the Society While such rules
were well balanced there was no clear
correspondence between the rules andcertain scienti1047297c concepts and techni-
cal values Despite the magnitude of
the task ahead of them the research-
ers proceeded to establish a higher
dards for the next 100 years as well
Before commencing work
on the Rule C100 Proj-
ect research staff from the
ClassNK Research Institute and the
Development Department began tack-
ling questions such as ldquohow do waves
actually behaverdquo and ldquohow should a
hull structure performrdquo One of the
key factors when developing rules
for hull structures is determining the
wave loads that the ship is expected to
endure and the required dimensions
for hull structures largely depend on
this data It was further decided that
a ships hull should be able to survive
major accidents such as deformation
from unexpectedly large waves and
that a ship should not sink even if
it were to run aground However ifrobustness were the only important
factor the research teams would be
designing something more akin to a
warship than a merchant vessel
The Rule C100 project wasbegun in 1997 with an eye
towards commemorating the
Societyrsquos 100th anniversary in 1999
The project involved participants
from throughout ClassNKrsquos many
departments including staff from the
Development Department Research
Institute Hull Department and Tech-
nical Investigation and Information
Department among others The proj-
ect drew on the combined knowledge
and experience of the entire ClassNK
staff
The purpose of the Rule C100
Project was to completely review
ClassNKrsquos hull structure standards
and contribute to ship safety by de-
veloping a new set of advanced rules
for hull structures The letter ldquoCrdquo was
used because the rules related to hull
structures come under part ldquoCrdquo ofthe ClassNK Rules and the number
ldquo100rdquo stood for the 100 years since
ClassNKrsquos establishment and also
as a challenge to create a set of stan-
When ClassNK commenced work on its Rule C100 Project some
ten years ago it was the largest research and development proj-
ect ever undertaken by the Society This advanced structuralrule development project not only greatly improved ClassNKrsquos
technical capabilities and expertise but also greatly contribut-
ed to the development of the IACS Common Structural Rules
Focus
Rule C100
Technical Challengesand Daring Innovation
Changing the Wave Loads
How Should a HullStructure Perform
Starting From Scratch
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standard for wave loads
The researchers decided the waveloads for the new rules would be based
on a ship sailing in the North Atlantic
Ocean for 25 years The North Atlan-
tic is well known for boasting some
of the severest natural environmental
conditions to be found in the mari-
time world Specifying the naviga-
tion area as the North Atlantic meant
that researchers had to consider that
waves could come from all directions
and with a wildly changing variety of
lengths and heights Additionally ac-
tual waves are not simple structures
but rather combinations of different
waves with different force compo-
nents A vast amount of calculation
would be necessary in order to faith-
fully represent real world conditions
While proceeding with the vast
calculation work ClassNK
began determining the ef-
fects of wave loads by focusing on the
waves which could severely affect hull
structures The research was an in-credibly rich and dense kind of analy-
sis compiling results from 3-dimen-
sional whole ship structural analysis
long-term stress prediction methods
using statistical analysis for long-
term wave data newly developed ra-
tionalised fatigue strength assessment
methods buckling strength assess-
ment methods and longitudinal ulti-
mate strength analysis methods amid
a wide variety of tests and assess-
ments Furthermore for certain hull
structural members rationalised cor-
rosion margin thickness assessments
derived from the statistical analysis
of plate thickness measurement data
were also included
In the case of fatigue strength it
had been acknowledged that existing
assessment methods could not ad-equately explain the nature of fatigue
damage on actual ships With the
conventional fatigue strength assess-
ment method for welded parts for ex-
ample the effect of structural average
stress would be considered negligible
because of the initial residual stress
but in cases of actual fatigue damage
such effects are anything but negli-
gible This pushed the researchers at
ClassNK to develop a new practical
assessment method The incredibleamount of data that ClassNK had in
its possession greatly contributed to
this development
One of the weaknesses commonly at-
tributed to bulk carriers derives from
the diminution of the hold frames
due to corrosion ClassNK surveyors
have traditionally paid close attention
to the condition of the hold frames
and carried out rigorous inspections
As part of the new Rule C100 project
however a new corrosion model had
to be developed This system would
utilize data taken from actual corrod-
ed samples and would apply statisti-
cal analysis as well as an examination
into how corrosion develops This
research led to the development of a
new rational method for determining
corrosion levels
T
he results of all these efforts be-
came the ldquoTechnical Guidance
on Hull Structural Strength
Assessmentrdquo published by ClassNK
in 1999 The guidance details ap-
proaches to hull structural strength
assessment based on 1047297rst principles
Based on this technical guidance
practical design standards were con-
secutively published starting with the
Guidelines for Tanker Structures in
2001 followed by Guidelines for bulk
carriers in 2002 and container carri-
ers in 2003
The standards and guidelines de-
veloped as a result of the Rule C100project not only greatly contributed to
ClassNK rules but would also serve
as a foundation for the development
of the IACS CSR
A Technical GuidanceBecomes a Design Standard
An Abundance of Datafrom Actual Ships
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Opened in Chiba in March 1993 the ClassNK Research Center combines the research capa-
bilities of the ClassNKs Research Institute formerly based in Mitaka and the computer facilties
from the ClassNK Administration Center in Tokyo into a single state-of-the-art research facility
The ClassNK Research Cen-
ter is equipped with the most
advanced testing facilities
available and its testing laboratory
includes structural testing equipment
electronic microscopes with scanning
capabilities and equipment for oil
analysis among a wide variety of oth-
er testing equipment
The Research Center undertakes a
wide range of the testing activities
that are expected of an international
classi1047297cation society such as large
scale structural analyses research and
development for rules and regulations
in new 1047297elds and analytical stud-
ies of information from NK classed
ships thus playing a central role inthe technical and research activities
of ClassNK
The Research Center consists of the
General Affairs Division Develop-
ment Department Offshore Technol-
ogy Division Research Institute and
the Testing Machine Department
The General Affairs Division takes
care of matters related to human re-
sources general affairs welfare and
budget administration and account-
ing for both the Research Center and
the adjacent Information Center
The Development Department is in
charge of establishing the technical
rules which classi1047297cation surveys etc
are based upon as well as managing
research and development plans The
departments work encompasses the
entire rule making process from de-
vising and compiling of the rules to
their revision and abolishment TheDevelopment Department is made
up of 1047297ve different sections Three of
these sections are rules related sec-
tions and respectively cover the rules
for the hull rules for machinery and
rules for equipment and materials
The remaining two sections are the
Technical Analysis section and Tech-
nical Systems section which jointly
develop waveload analysis and hull
structure analysis systems These sec-
tions utilize these systems as well as a
number of widely available computer
programs to carry out technical cal-
culations
The Offshore Technology Division
engages in the research and study of
new technologies and standards for
offshore development and increased
utilization of the entire ocean
The Research Institute is comprised
of four separate research divisions -the hull related research division the
machinery related research division
the materials and equipment related
research division and the rule related
Report
The ClassNK Research Center
8162019 Bulk Carrier Pamphlet
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research division and their activities
cover a wide range of studies in the
1047297elds of hull structural strength ship
performance out1047297tting and equip-
ment systems to ensure reliability
of the ships and future technology
development among others The Re-
search Institute also coordinates re-
search projects being conducted at
the request of outside bodies
The Testing Machine Department
administers the technical matters
related to the calibration of power
meters used for inspections of single
shaft test facilities value settings of
test pieces used for Charpy impact
test machines and hardness testers
accuracy management for the variousstandard meters used for such testing
and the inspection of testing facilities
for materials for marine and indus-
trial use
The ClassNK Research Insti-
tute has developed a simulation
method capable of realistically
reproducing actual pitting cor-
rosion Research on the con1047297gurationof actual steel members with pitting
corrosion has been carried out and the
simulation method has been con1047297rmed
to effectively produce accurate simula-
tions of pitting corrosion
This simulation method is expandable
and can be used to develop models for
the generation and growth of pitting
corrosion where the time of pit corro-
sion generation and the growth process
of pitting corrosion will depend on the
introduction of probability models Ba-
sically when pitting corrosion grows it
exhibits a conical shape with an average
diameter-depth ratio of 81 This is due
to the fact that as the pitting corrosion
grows peripheral areas of the pit will
smoothen and the rate of corrosion in
terms of depth will diminish and this
slowing eventually reaches a constantstate of slow corrosion This slowing
phenomenon is an important part of the
simulation model
By conducting strength assessments of
the steel members in the states of cor-
rosion reproduced by this simulation
method it is possible to further study the
relationship between the state of corro-
sion and member strength Furthermore
it was discovered that a dimensional ef-
fect of pitting corrosion on steel mem-
bers is evident when the dimensions are
small but when the dimensions become
relatively large (500mm times 500mm) such
effects become negligible
Pitting Corrosion Simulation
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AT
he results of the assessment are provided by as-
signing an accurate rating for each survey item
The de1047297nition of each rating is shown below
(1) CAP-HULL RATING
(a) Rating Level l ldquoVery Good Conditionrdquo
Compared to either the condition at the start of ser-
vice or the scantling dimensions required by the current
rules in force only super1047297cial deterioration was found
on the item during inspection andor measurement
There is no need for maintenance or repair
(b) Rating Level 2 ldquoGood Conditionrdquo
Minor defects which do not require corrections or re-
pairs were found on items during inspection andor all
plate thickness measurements show substantial margins
over the maximum permissible diminution standard
speci1047297ed by class requirements
(c) Rating Level 3 ldquoSatisfactory Conditionrdquo
Defects which do not require urgent corrections or re-
pairs were found or while a fair amount of corrosion
was found the plate thickness is above the maximum
permissible diminution standard speci1047297ed by class re-
quirements
(d) Rating Level 4 ldquoUnsatisfactory Conditionrdquo
One or more defects that prevent the ship from meeting
class requirements were found on items during inspec-
tion and measurement or plate thickness in a number
of areas does not conform to the maximum permissible
diminution standard speci1047297ed by class requirements
Rule
Ship Condition Assessment
As long as ships are operated properly and
the actual state of a shiprsquos structures and
equipment are monitored and inspections
and maintenance are carried out in a time-
ly manner ships can be kept in good con-
dition and continue to operate safely
Ships undergo periodical inspections in order to
con1047297rm their compliance with the technical rules and
regulations laid out by international conventions and
classi1047297cation societies However these inspections are
only meant to ensure that the ship satis1047297es certain
standards of soundness and comply to rule require-
ments Detailed assessment of the shiprsquos condition are
normally not made during such inspections
However such detailed inspections are necessary for
shipowners to effectively maintain ships throughout
their service lives
ClassNKrsquos Condition Assessment Program (CAP)
is a specially developed inspection program that pro-
vides shipowners with information on the condition
of their ship via hull structural strength assessments
fatigue assessments and the results from detailed in-
spections of the hull machinery deck machinery car-
go handling gear etc Undergoing a CAP inspection
provides shipowners the data and tools to develop a
thorough understanding of their shiprsquos condition
CAP consists of two different condition assessment
surveys At the discretion of the owner these two sur-
veys can be conducted independently or in tandem
(1) CAP-HULL
(Condition Assessment for Hull Structures)
(2) CAP-MACHINERY CARGO SYSTEM (Condition Assessment for Machinery and Cargo
Systems)
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(2) CAP-MACHINERY CARGO SYSTEM RATING
(a) Rating Grade 1 ldquoVery Good Conditionrdquo
No performance affecting defects were found dur-
ing the inspections or effectiveness tests of the items
or systems Upkeep records and maintenance practices
are considered to be good There is no need for main-
tenance or repair
(b) Rating Grade 2 ldquoGood Conditionrdquo
Several minor non-performance affecting defects
were found during the inspections or effectiveness tests
of the items or systems Upkeep records and mainte-
nance practices are considered to be adequate There is
no urgent need for maintenance or repair
(c) Rating Grade 3 ldquoSatisfactory Conditionrdquo
Defects were found during the inspections or effec-
tiveness tests of the items or systems but they do not
greatly affect performance Upkeep records and main-
tenance practices meet minimum requirements Some
maintenance work or repairs are necessary
(d) Rate Grade 4 ldquoUnsatisfactory Conditionrdquo
Defects which greatly affect performance were found
during the inspections or effectiveness tests of the items
or system Upkeep records and maintenance practices
are considered to be unsatisfactory
Programme (CAP)
The following detailed assessment results
and related records will accompany theCAP Certi1047297cate
(1) CAP-HULL
(a) Overall Assessment and Assessment of
Hull Strength Study for each structural part
(b) Inspection Report
(c) Fatigue Strength Study Report
(d) Corrosion Protection Assessment
(e) Photographic Report
(f) Plate Thickness Measurement Records
(2) CAP-MACHINERYCARGO SYSTEM
(a) CAP-MACHINERYCARGO
SYSTEM Assessment for each item
(b) Inspection Report
(c) Photographic Report
The Condition Assessment Programme (CAP)
service provided by ClassNK meets the approvalof RightShip (ship vetting company)
When the CAP survey is completed a
CAP Certi1047297cate will be issued showing
the overall rating of the ship (Overall
Rating for CAP-HULL andor CAP-
MACHINERYCARGO SYSTEM)W
8162019 Bulk Carrier Pamphlet
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Sample of input screens and calculation screens
Watch
ClassNKs Rule C100 projectplayed an essential part intheir development
New CSR bring changes to ship structural standards
I
ACS made the decision to develop the CSR for bulk
carriers and oil tankers in 2003 Prior to this each
of the IACS member societies had been working in-dependently to improve the safety of ship hull structures
The move to work collectively to improve ship safety was
due in part to the oil spills caused by consecutive tanker
accidents and the sinking of several aging bulk carriers
These accidents drew the attention of the public and the
IMO moved to address these issues The IMO began by
requiring tankers to have double-hulls and enforcing more
stringent inspections of bulk carriers as well as introducing
higher structural strength requirements to address 1047298ooding
accidents Despite these efforts a number of accidents still
occurred Foremost among these were accidents involving
the tankers Erika which sank off the French coast in De-
cember 1999 and Prestige which sank in November 2002
These accidents highlighted the need to improve ship safe-
ty as soon as possible and IACS set out to develop the
CSR in light of these circumstances ClassNK had already
begun working on its own improvements to ship hull safety
when it began work on its Rule C100 project in 1998 It was
only natural then that ClassNK would play a central role
within IACS in the development of the CSR
Prior to the development of the CSR by IACS
various rule-making efforts were underway at a
number of class societies Among IACS mem-
bers Lloyds Register (LR) American Bureau of Shipping
(ABS) and Det Norske Veritas (DNV) jointly started a
program to develop common rules for oil tankers in July
2002 This project was called the LAN project the three
letters being taken from the names of the three societies
On the other side of the world ClassNK China Classi1047297ca-
tion Society (CCS) and the Korean Register of Shipping
(KR) joined together to form the A3 project in September
2002 The A3 project aimed to develop a common set of
guidelines for structural strength based on the results of
the Rule C100 project
Background to the CSR
The CSR - an undertaking ofunprecedented magnitude
8162019 Bulk Carrier Pamphlet
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Scantling definition at forward sectionScantling definition for transverse bulkhead
One development that has certainly drawn the attention of the shipping and shipbuilding industriesover the past few years has been the introduction of the IACS Common Structural Rules (CSR) The
CSR represent IACSs greatest undertaking since its founding The CSR are a dramatic achievement
not only in the way they are affecting ship structure and design but in the sense that for the first time
standards have been unified among the class societies Thanks to research and development on Rule
C100 ClassNK was able to play a central role in the development and implementation of the IACS CSR
In Europe public scrutiny of the IMO greatly intensi1047297ed
after the sinking of the Erika and the Prestige The IMO re-
sponded by establishing Goal-Based Standards which are
standards intended to achieve certain goals rather than just
establish certain baselines for safety IACS in turn commit-ted itself to developing the CSR in June 2003 for bulk carri-
ers and oil tankers The CSR represent a single set of rules
covering all aspects of hull structures to be shared among
all of the IACS member societies This was an undertaking
of unprecedented magnitude and certainly one of the larg-
est developments since the founding of IACS
As the development of a set of common rules for
oil tankers was already being undertaken by the
LAN project participants IACS arranged for de-
velopment to continue under a new name the Joint Tanker
Project (JTP) At the same time the A3 project members
joined together with the UNITAS project formed by Bu-
reau Veritas (BV) Registro Italiano Navale (RINA) and
Germanischer Lloyd (GL) to proceed with the develop-
ment of CSR for bulk carriers as part of the Joint Bulker
Project (JBP) in October 2003
ClassNK took a leadership role in the JBP by using the
knowledge gained from ClassNKs Rule C100 project Theresults from the Rule C100 project became a cornerstone
of the CSR for bulk carriers especially with regards to cor-
rosion margins design loads and fatigue strength assess-
ment ClassNKs position as chair of the IACS Hull Panel
helped to further ensure the successful development of the
new CSR
As a result of IACSrsquo energetic approach to common rule
development the CSR for bulk carriers and oil tankers were
adopted unanimously by the IACS Council in December
2005 At that time the two sets of CSR were harmonized
with regards to corrosion margins and ultimate strength in
longitudinal bending but the rules could not be completely
harmonized in other areas such as design loads and fatigue
strength IACS however has made harmonization of the
two sets of rules one of its long term goals and ClassNK is
once again taking a leadership role in this process
ClassNKLeadership and Contribution
8162019 Bulk Carrier Pamphlet
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Sample of PrimeShip-HULL (CSR) input screens Output screen of calculation results (Displacement)
CSR Related Services
Vast amount of research data leads to
release of CSR compatible software
To obtain the software contact ClassNK Hull Department
Telephone +81-(0)3-5226-20172018
Fax +81-(0)3-5226-2019
E-mail hldclassnkorjp
For further details on the software contact ClassNK Development Department
Telephone +81-(0)43-294-4970 (dedicated line for PrimeShip-HULL)
Fax +81-(0)43-294-6924
E-mail primeship-hullclassnkorjp
In December 2005 concurrent with the adoption of
the CSR by IACS ClassNK released new rule cal-
culation software allowing for direct strength calcu-
lations using 1047297nite element method (FEM) analysis com-
patible with the new bulk carrier CSR Direct calculation
software for the tanker CSR was released to the public in
June 2006 The software has since been further enhanced
in response to client feedback received since the CSR were
implemented in April 2006 The latest version of the calcu-lation software PrimeShip-HULL (CSR) was released in
September 2007 and not only combines the software for
both the tanker CSR and bulk carrier CSR into a single
software package but also includes a number of improve-
ments to overall usability
PrimeShip-HULL(CSR) consists of two systems the
Rule Calculation System and the Direct Calculation Sys-
tem With the Rule Calculation System users can input hull
cross-section information in to the system and hull cross-
section calculations longitudinal strength calculations
local strength assessments fatigue strength assessments
and buckling strength assessments can be carried out to
obtain data necessary for complying with the CSR The
Direct Calculation System is a tool used to directly carry
out structural analysis via 1047297nite element analysis (FEA)
and strength assessment Assessments of hull structural
strength can be achieved by ensuring that the results from
direct calculations are in line with the CSR requirements
A dedicated web-based support service is also availablefor users of the PrimeShip-HULL(CSR) software system
Service
Based on vast amounts of data accumulated
through research and survey work ClassNK
has developed and released a new software
system PrimeShip-HULL (CSR) for use with
the IACS Common Structural Rules (CSR)
8162019 Bulk Carrier Pamphlet
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On 1 March 2008 Noboru Ueda
became the new Chairman
and President of ClassNK
During a press conference held on
6 March he explained his intention
to expand ClassNKrsquos overseas service
network noting in particular his plans
to increase the number of surveyors
and of1047297ces in China He further stated
his intention to strengthen the pres-
ence of ClassNK as the worlds top
classi1047297cation society and to intensify
the Societyrsquos international efforts in-
cluding its activities at IACS and the
IMO ClassNK already works closely
with the China Classi1047297cation Society
(CCS) and Korean Register of Ship-
ping (KR) but Chairman and Presi-
dent Ueda also indicated future plans
Mr Ueda becomes the new Chairman and President of ClassNK
Topics
New Chairman and President Ueda (center) at a press conference on May 6
SEA JAPAN 2008
Notable events in 2008
bull GASTECHBangkok
bull VietShipHanoi
bull CMA ShippingStamford
bull Asia Paci1047297c MaritimeSingaporebull SEA JAPANTokyo
bull ShiptekKochi
bull PosidoniaAthens
bull Asia Maritime and LogisticsKuala Lumpur
bull China (Nangton) International Ship Industry ExpoNantong
bull SMMHamburg
bull Shiport ChinaDalian
bull Seatrade Middle East MaritimeDubai
to more actively exchange views and
work with other classi1047297cation societ-
ies such as those in India Vietnam
Indonesia and Russia in order to
promote stronger ties within the
Asian maritime community
ClassNK participates in numer-
ous international maritime
events each year In 2008 the
Society participated in the following
exhibitions
8162019 Bulk Carrier Pamphlet
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Dubai
Kuwait
Alexandria
Jeddah
PiraeusCadiz
Marseille
Antwerp
Lisbon
as Palmas
Copenhagen
Hamburg
Genova
LondonMilford Haven
Amman
Beijing
Ulsan
Hong Kong
Guangzhou
Seoul
TaipeiDhaka
Manila
Haiphong
Bangkok Nha Trang
Jakarta
Kuala Lumpur
Istanbul
Cape Town
Shanghai
Kaohsiung
Dalian
Qingdao
Visakhapatnam
Surabaya
Chennai(Madras)
Mumbai(Bombay)
Melbourne
Fremantle
Oslo
KojeBusan
BatangasCebu
Balikpapan
Miri Kota Kinabalu
SingaporeBatam Johor Bahru
Ho Chi Minh
Durban
Constantza
BarcelonaBilbao
Rotterdam
GdanskNewcastle
TokyoChiba
(Head Office)
Kochi
Zhoushan
Mokpo
Tianjin
World Classwwwclassnkorjp
Plan Approval Center
21 Bulk Carrier
B y the end of August 2008 the ClassNK service network had grown to a total of 104
exclusive service sites This includes 21 service sites in Japan and a total of 83 service
sites in key locations around the world with Kochi in India Tianjin and Zhoushan in
China and Mokpo in Korea being the latest additions In addition to this service network
ClassNK also maintains a total of 21 international committees so that the Society can
exchange information and ideas with maritime leaders throughout the world The Society
established its newest committee the Middle-East Technical Committee at the end of 2007In order to provide better local service customer oriented service ClassNK established
three new plan approval centers in Istanbul Mumbai and Busan in 2008 These centers
join the Societyrsquos existing plan approval centers in Tokyo Singapore and Shanghai allow-
ing plan approvals to be conducted quickly and effectively around the globe
104 Locations NK Now
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Aucklanddney
Brisbane
Buenos Aires
Veracruz
Panama
Norfolk
Rio de JaneiroSantos
New York
Montreal
New Orleans
Los Angeles
Houston
VancouverSeattle
Valparaiso
Guayaquil
Miami
Bulk Carrier 22
A t the end of November 2008 ClassNK had 7017 ships on its register total-
ing some 160522744 gross tons ClassNK is the 1047297rst classi1047297cation society
in the world to surpass the 160 million gross ton mark for tonnage registered un-
der class and ClassNK remains the worldrsquos largest classi1047297cation society in terms
of gross tons On a tonnage basis more than 20 of the worldrsquos 1047298eet is registered
with ClassNK 549 newbuildings totaling 14420125 gross tons were registered
to ClassNK in 2007 surpassing the previous record set in 2006 by more than120000 gross tons When combined with other ships newly registered during the
year a record 584 ships totaling 14978670 gross tons were added to the ClassNK
register in 2007 Due to the large number of newbuildings registered the ClassNK
1047298eet continues to be comparatively young with an average age of 111 years
B ulk carriers account for more than
half of the ClassNK 1047298eet represent-
ing 51 of the register in terms of gross
tons ClassNK also classes the worldrsquos
largest share of bulk carriers - roughly
one-third of the worldrsquos bulk carriers
under class are registered with ClassNKBulk carriers of all sizes are registered
with ClassNK with nearly 75 all post-
Panamaxes and nearly half of all VLOCs
registered with the Society
51 160 Milliongross tons
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2424
4-7 Kioi-cho Chiyoda-ku Tokyo 102-8567 JAPANTel +81-3-3230-1201 Fax +81-3-5226-2012URL wwwclassnkorjp
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 324 Bulk Carrier 02
in Building Better Ships
Feature
advice on a number of important points and we regard ClassNK surveyors as our trusted advisorsrdquo
During a recent visit to one of Japanrsquos leading shipyards we were able to watch a ClassNK sur-veyor in action Even from just the short time we spent observing the ClassNK surveyor the experi-
ence and expertise that have become the hallmark of ClassNKrsquos reputation were readily apparent
8162019 Bulk Carrier Pamphlet
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Profound Trust of Clients
During our visit one of the shipyardrsquos executives told
us ldquoWersquove learned a lot of things from ClassNKrdquo
Building a ship is a step-by-step process and you
will 1047297nd ClassNK surveyors offering their support at every
step along the way The advice surveyors provide is indis-
pensable to building better quality ships
The amount of survey work being done by ClassNK sur-
veyors is increasing every year The most obvious reason
for this is the increase in the number of ships being builtto NK class A decade ago the shipyard we visited would
build 15 ships a year but now they are building as many
as 22 ships in the same time span Schedules are tight and
the yard is busy with activity While a bulk carrier is being
assembled in the dry dock blocks are being arranged and
taking up almost all the left over space At the same time
a bulk carrier that was just launched is now alongside the
1047297tting quay its deck a 1047298urry of activity as workers strive to
keep the out1047297tting work on schedule
The schedule of the ClassNK surveyors at the shipyard is
just as busy Ships on the weekly schedule are highlighted
with different colored pens to show which surveyor is in
charge of which ship Survey work starts from very early
in the morning and some surveys can take many hours to
complete There are only a few open spaces on the sched-
ule and even as the demand for surveys increases there is
little room to further streamline the workload An exclu-
sive surveyor in his early thirties working at the yard told us
fervently ldquoI try to concentrate on carrying out each surveyone at a time This helps keep me focused at all timesrdquo A
senior surveyor at the yard added that ClassNK surveyors
are always close by and they observe everything closely
even seemingly minor items emphasizing quality and being
involved with even the smallest details
This thoroughness in carrying out survey work is the
source of the trust that shipyards place in ClassNK allow-
ing them to say with con1047297dence that they rely on ClassNK
surveyors and gladly look to them for advice and support
Feature
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 62405 Bulk Carrier
Widening Role of Class Surveyors
Many shipyards already consider ClassNK sur-
veyors to be their trusted advisors A veteran
surveyor told us ldquoCurrently our role as survey-
ors has de1047297nitely expanded to serving as advisors as wellrdquo
The reason for this is that the job of the surveyors is no lon-
ger con1047297ned to just classi1047297cation matters Their work now
also covers ISM Code certi1047297cation and work related to the
ISPS Code As a result of the many marine casualties that
occurred in the 1990s the International Maritime Organi-
zation (IMO) decided to make the ISM Code mandatory
Under the ISM Code shipping companies are required to
establish a Safety Management System (SMS) which must
be certi1047297ed by the 1047298ag state or a recognized organization
working on its behalf This work is often undertaken by
classi1047297cation societies In light of recent terrorist attacks
the IMO has also made the ISPS Code mandatory in order
to increase maritime security Certi1047297cation of shipboard se-
curity systems in line with the ISPS Code is also now a job
undertaken by classi1047297cation societies as recognized organi-
zations of the 1047298ag state At ClassNK many surveyors un-
dergo quali1047297cation training for ISM Code and ISPC Code
related certi1047297cation but for most surveyors this is a job
that is done in addition to their ordinary class survey work
Class surveyors are increasingly working as agents on be-
half of 1047298ag states and this is expanding the scope of each
individual surveyorrsquos work As ClassNK surveyors take on
these roles it is only natural that the shipyards would begin
to look to them as ldquoadvisorsrdquo as well as surveyors
Why ClassNK is Trusted
Both shipyards and ClassNK are dedicated to the
construction of quality ships ClassNKrsquos younger
surveyors often remark that the senior staff stress
the importance of working together with the shipyard and
shipowner and ClassNK surveyors are taught the most ef-
fective ways to promote the construction of quality ships
Veteran experienced senior surveyors work side by side
with younger surveyors and encourage them to join the
shipbuilding effort as part of a team
Trust and con1047297dence are developed through the effective
transfer of technology and a true dedication to quality ser-
vice It is these core principles that ClassNK maintains in
its approach towards class surveys that gives shipyards the
con1047297dence to say ldquoWe want ClassNK to take care of each
and every ship we build at our yardrdquo
Feature
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The first bulk carriers built by various Japanese shipyards
Ship Name Completion Shipbuilder DWT Type
Nichiryu Maru 1954 NKK Shimizu 15368 OreBulk
Nikitas Roussos 1960 Shin-MHI Kobe 21110 Bulk
Laconia 1960 Harima SampE 20853 Bulk
Amorgos 1961 IHI Tokyo 22850 Bulk
Bintan Maru 1961 Uraga Dock 15355 Bulk
Moshill 1961 MHI Nagasaki 24717 Bulk
Corsair 1962 MES Tamano 24911 Bulk
Eastern Sakura 75 1962 Hakodate Dock 15700 Log
Fugo Maru 1964 IHI Aioi 34986 Bulk
Arthur Stone 1965 Hitachi Innoshima 39277 Bulk
Aegean Sky 1966 MHI YokohamaHiroshima 40783 Bulk
Source Tsuneo Yoshiki Systematic Survey of the Development of Specialized Shipbuilding Tech-
nologies National Museum of Nature and Science Survey reports on the systemization of
technologies vol 5 2005 p 247
Note Topside tank = upper hopper ballast tank
Until the middle part of the 20th century the cargo
holds of ships carrying dry cargo were generally
partitioned into upper and lower holds This was
convenient for the carriage of cargo in boxes and in bags
and the partitioning deck itself contributed to the strength
of the hull structure Bulk carriers with topside tanks did
not emerge until the 1950s At the time bulk cargo volumes
were increasing and there was a growing need for ships that
could carry loose unpackaged dry cargos
The 1047297rst bulk carrier built in Japan was theNichiryu Maru
a twin engine twin shaft ship 1047297tted with two diesel engines
with a length of 153 metres breadth of 21 metres depth
of 115 metres and a deadweight of 15368 tons The ship
was designed to carry iron ore as its main cargo and was
completed at Nippon Kokanrsquos (NKK)
Shimizu Shipyard in August 1954
After the Nichiryu Maru the con-
struction of bulk carriers to carry coal
and grain became prominent in Japan
around 1960
The table shows the 1047297rst bulk carri-
ers built at several of Japanrsquos leading
shipyards
History and Structure
The Birth of the Bulk Carrier
The first bulk carrier built in Japan - the
Nichiryu Maru Nippon Kokan Shimizu
Shipyard Hull No 110
Rational Structure
The Development of Bulk Carriers
Ship designers often say that the bulk carrier is a ra-
tional structure with a minimal amount of waste
The triangular shaped topside tanks situated under
the main deck and the double bottom and hopper tanks at
the bottom of the ship help to strengthen the hull enabling
the cargo holds to be made larger Furthermore the holdstructure makes it possible for the cargo to be loaded with-
out the need for trimming allowing bulk carriers to carry
large volumes of cargo ef1047297ciently
It is important for ships carrying cargo in bulk to have
as large a hold capacity as possible and current bulk car-
rier designs have been re1047297ned
to meet such objectives Hop-
per tanks not only play a role in
strengthening the hull but they
also make it easier to unloadcargo This multi-functionality
is a perfect example of why the
bulk carrier is considered to be
an extremely rational structure Single-Sided Bulk Carrier
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 82407 Bulk Carrier
Acid production process
Coal(self-heating)
Moisture
Condensation
Reacts with sulfur
in coal
Formation of acids
S i d e s h e l l
Sea water
(cool)
History and Structure
The illustration and description be-
low shows a number of areas on bulk
carriers that require special attention
for maintenance and management
A Hatch corners are prone to cracking due to high stresses
on the upper deck the width of the opening and dis-
continuity of the strength properties
B The underside of the topside tank (upper deck) and
lower part of the topside tank are prone to corrosion
C Due to the con1047297gu-
ration of the single
side structure propermaintenance of the
frames inside the hold
is important from a
strength point of view
Once cracks develop
on the frames in the
hold there is a con-
cern that such cracks
may propagate to the
shell plate Frames in
holds are likely to be
damaged during cargo handling and the lower part in
particular is prone to corrosion and high stresses as
well When carrying coal especially the moisture gener-
ated in the holds due to differences in the temperature in
the hold and the surrounding seawater will dissolve the
sulphur in the coal causing a chemical reaction that will
lead to the development of corrosion (see 1047297gure to the
right)D Large stresses will occur at the bilge knuckle There
are two types of knuckles Welded knuckles are better
from a strength point of view but need suf1047297cient care
to maintain the required workmanship In the case of
round knuckles suf1047297cient structural strength is achieved
through the addition of reinforcing stiffeners
E End connecting parts of the side bulkheads are prone
to developing fatigue cracks due to the concentration
of stresses Special attention is necessary for the ballast
holds since larger loads will be generated when ballast
is loaded in the ballast holds
Various Ship Types
B
efore the 1047297rst oil shock as ship sizes increased a
large number of Ore Bulk Oil (OBO) carriers
capable of carrying not only coal and grain butalso iron ore and crude oil were built
After the oil shock crude oil trade volumes decreased
but volumes of iron ore coal and other dry bulk cargo in-
creased and combination carriers gradually became less
and less common Over this same period improvements
in ship design as well as the introduction of high ef1047297cien-
cy propellers made energy ef1047297cient large bulk and ironore carriers more popular As the variety of cargo types
increased and new trade routes developed the structural
con1047297gurations of bulk carriers became more diverse
Bulk carrier under construction
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The key characteristics of each bulk carrier type are shown below
Ore Carriers
bull Due to the high speci1047297c gravity of
the cargo cargo holds are relatively
small and the side tanks are large
bull During the 1970s there were many
combination carriers with side tanks
used as oil tanks but such ships are
seldom seen nowadays
Wooden Chip Carriers
bull Due to the low speci1047297c gravity ofthe cargo cargo holds are deep and
topside tanks are eliminated in or-
der to increase hold volume
bull Care is necessary for the reinforce-
ment of the underside of the upper
deck since deck cranes and belt
conveyors are generally 1047297tted on
deck
bull Lower ballast tanks are prone to
corrosion due to the relatively high-
er temperature of the chip cargo
bull This type of carrier was once con-
sidered to be less versatile but its
use has expanded to include carry-
ing cargos such as soybean meal
Double Side shell Bulk Carriers
bull Due to double side con1047297gura-tion frames inside the hull can be
eliminated This allows the strength
members to be protected from the
corrosive environment of the hold
while also improving cargo han-
dling ef1047297ciency
bull Just as with single sided bulk carri-
ers double hull bulk carriers need
to comply with the common struc-
tural rules
Note) In 2002 requirements for dou-
ble hull bulk carriers were adopted
as mandatory at IMO but in 2004
prior to the rule coming into effect
the rule was changed and became
non-mandatory
Open Hatch Bulk Carriers
bull Wide hatch openings improve cargo
handling ef1047297ciency
bull Possible to load super large size car-
goes
bull Cargoes other than bulk cargo such
as pulp products steel coils and
containers can be carried
Currently bulk carriers are commonly divided into
several standard categories each with their own
popular trade names
bull Handysize Bulk carriers with a deadweight range of
10000 to 50000 tons belong to this catego-
ry The shiprsquos shallow draft allows it to enter
into various ports around the world Smaller
sized vessels below 30000 deadweight tons
are called small handies while vessels of
40000 to 60000 deadweight tons are called
handymaxes
bull Lakesizes Also called Lakers Handysize bulkers with
a deadweight ranging from 20000 to 27000
tons the largest type of bulk carrier that canpass through the St Lawrence Seaway which
calls for a draught of less than 7925 metres
bull Panamax The largest bulk carriers (breadth of about
322 metres) that can pass through the Pan-
ama Canal With a deadweight of around
80000 tons
bull Over-Panamax Bulkers which are wider than Panamaxes
with a deadweight between 80000 and
120000 tons Bulkers with dimensions suit-
able for transiting the new locks of the ex-
panded Panama Canal expansion scheduled
for completion in 2015 are called Post-Pan-
amaxes
bull Capesize Ships with a deadweight of more than
100000 tons and capable of entering the
port at Richards Bay South Africa
bull Dunkerquemax Largest bulk carrier that can enter the port
at Dunkerque France with a deadweight of
about 170000 tonnes
There are other speci1047297c trade names given to some bulker
types that have have been designed and optimized to serve a
speci1047297c port
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Tightening Rule Requirements
Revision to Rules for Bulk Carrier Safety
Bulk Carrier Safety
Towards the end of the 1980s a number of bulk
carriers sank in a series of highly publicized mari-
time incidents In response to these incidents the
IMO adopted a set of amendments called the Enhanced
Survey Programme to the SOLAS Convention in order to
enhance bulk carrier inspection
After the ESP came into force in January 1996 however
the number of accidents did not decrease This led to the
adoption of additional amendments to the SOLAS Con-
vention and the introduction of further safety measures
The new amendments form Chapter XII of the SOLAS
Convention and include new standards for 1047298ooding dam-
age stability and other requirements
In 1998 a new study seeking ways to further improve bulk
carrier safety was initiated under the auspices of the IMO
The study was inspired by the accident report from the
1980 sinking of the bulk carrier Derbyshire and utilized aholistic safety assessment method called the Formal Safety
Assessment (FSA) ClassNK contributed to the study as a
member of the Japanese Government team As a result of
the study after six years of deliberations new amendments
to SOLAS and the Load Line Conventions were adopted
in December 2004 IACS adopted its own additional safety
measures as well
The rules revisions from 1998 onwards are collectively
referred to as Bulk Carrier Safety requirements which re-
sulted in the application of the following safety measures
for bulk carriers
Requirements concerning spare
buoyancy and the strengthening
of hatch covers were implement-
ed as measures against 1047298ooding
of the forward part of the deck
which was thought to be the fun-
damental cause of the sinking
of the Derbyshire Further re-
quirements for the provision of a
1047298ooding warning system (forwardarea and cargo hold) and draining
system were adopted to facilitate
early discovery and action against
1047298ooding
Requirements for a forecastle were implemented in order
to meet the required buoyancy standards during navigation
in heavy weather when the forward part of the ship would
be submerged by waves It was also decided that the 1047297ttings
at the front of the ship should be strengthened to better re-
sist the force of waves and prevent damage to the air pipes
and any 1047298ooding that could result from such damage
Many bulk carriers were believed to have sunk due
to corrosion on the frames inside the holds It
was therefore decided that a permanent means
of access should be provided for spaces that were hard to
access and dif1047297cult to inspect and maintain For existing
ships a review of the strength of hold frames was made
to establish new standard strength criteria and standard
renewal criteria While further safety improvements based
on a double side con1047297guration meant to eliminate hold
frames and free strength members from corrosive environ-
ments were also agreed upon but in the end those mea-sures did not become mandatory
In order to ensure the safety of the crew in the event of an
accident in low temperature water requirements for free-
fall lifeboats and immersion suits for the full shiprsquos comple-
ment were also implemented
History and Structure
Free-fall lifeboats
Immersion suits
Means of access
Double side skinHarmonized notations ampdesign loading conditions
Water level detectors amp pumping arrangements
Bow height amp reserve buoyancyforecastle
Hatch covers and securing mechanisms
Water level detectors
Fore deck fittings
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Common Structural Rules (CSR)
Around the year 2000 while bulk carrier safety dis-
cussions were still ongoing IACS began studying
ways to improve the safety of tanker hull struc-
tures in response to a number of accidents involving oil
tankers At this point investigations into bulk carrier safety
were already well underway and IACS moved to include oil
tankers in its efforts as well In 2003 as the investigations
into bulk carrier safety were coming to a close IACS decid-
ed to proceed with the development of common structural
rules (CSR) for both bulk carriers and oil tankers In so
doing the individual structural rules of each classi1047297cation
society were to be uni1047297ed with the hope of developing a
more rigorous and transparent set of rules
After several years of study and discussions with various
parts of the maritime industry IACS adopted the CSR in
December 2005 for application to new ships contracted af-
ter 1 April 2006
Prior to IACSrsquos descision to develop the CSR ClassNK
was already engaged in its own Rule C100 Project (see page
11 for details) which aimed to develop more rational and
transparent rules for hull structures ClassNK had already
developed advanced structural rules and hull structural
strength assessment methods as part of this project and
consequently ClassNK assumed a leading role in the de-
velopment of the CSR
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 122411 Bulk Carrier
The Rule C100 Project sought
answers as to what the most rationalrules for hulls structures should be
and the project aimed to adapt these
answers to all major ship types such
as bulk carriers tankers and con-
tainer ships Determining the wave
loads would be the main prerequisite
to achieve this but it was clear that
it was going to take an incredible
amount of effort and fortitude to
change the wave load parameters that
has been in use until then
Before work began on the Rule
C100 project the ClassNK
rules had been based on re-
search and analysis that re1047298ected the
vast array of survey experience com-
piled by the Society While such rules
were well balanced there was no clear
correspondence between the rules andcertain scienti1047297c concepts and techni-
cal values Despite the magnitude of
the task ahead of them the research-
ers proceeded to establish a higher
dards for the next 100 years as well
Before commencing work
on the Rule C100 Proj-
ect research staff from the
ClassNK Research Institute and the
Development Department began tack-
ling questions such as ldquohow do waves
actually behaverdquo and ldquohow should a
hull structure performrdquo One of the
key factors when developing rules
for hull structures is determining the
wave loads that the ship is expected to
endure and the required dimensions
for hull structures largely depend on
this data It was further decided that
a ships hull should be able to survive
major accidents such as deformation
from unexpectedly large waves and
that a ship should not sink even if
it were to run aground However ifrobustness were the only important
factor the research teams would be
designing something more akin to a
warship than a merchant vessel
The Rule C100 project wasbegun in 1997 with an eye
towards commemorating the
Societyrsquos 100th anniversary in 1999
The project involved participants
from throughout ClassNKrsquos many
departments including staff from the
Development Department Research
Institute Hull Department and Tech-
nical Investigation and Information
Department among others The proj-
ect drew on the combined knowledge
and experience of the entire ClassNK
staff
The purpose of the Rule C100
Project was to completely review
ClassNKrsquos hull structure standards
and contribute to ship safety by de-
veloping a new set of advanced rules
for hull structures The letter ldquoCrdquo was
used because the rules related to hull
structures come under part ldquoCrdquo ofthe ClassNK Rules and the number
ldquo100rdquo stood for the 100 years since
ClassNKrsquos establishment and also
as a challenge to create a set of stan-
When ClassNK commenced work on its Rule C100 Project some
ten years ago it was the largest research and development proj-
ect ever undertaken by the Society This advanced structuralrule development project not only greatly improved ClassNKrsquos
technical capabilities and expertise but also greatly contribut-
ed to the development of the IACS Common Structural Rules
Focus
Rule C100
Technical Challengesand Daring Innovation
Changing the Wave Loads
How Should a HullStructure Perform
Starting From Scratch
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standard for wave loads
The researchers decided the waveloads for the new rules would be based
on a ship sailing in the North Atlantic
Ocean for 25 years The North Atlan-
tic is well known for boasting some
of the severest natural environmental
conditions to be found in the mari-
time world Specifying the naviga-
tion area as the North Atlantic meant
that researchers had to consider that
waves could come from all directions
and with a wildly changing variety of
lengths and heights Additionally ac-
tual waves are not simple structures
but rather combinations of different
waves with different force compo-
nents A vast amount of calculation
would be necessary in order to faith-
fully represent real world conditions
While proceeding with the vast
calculation work ClassNK
began determining the ef-
fects of wave loads by focusing on the
waves which could severely affect hull
structures The research was an in-credibly rich and dense kind of analy-
sis compiling results from 3-dimen-
sional whole ship structural analysis
long-term stress prediction methods
using statistical analysis for long-
term wave data newly developed ra-
tionalised fatigue strength assessment
methods buckling strength assess-
ment methods and longitudinal ulti-
mate strength analysis methods amid
a wide variety of tests and assess-
ments Furthermore for certain hull
structural members rationalised cor-
rosion margin thickness assessments
derived from the statistical analysis
of plate thickness measurement data
were also included
In the case of fatigue strength it
had been acknowledged that existing
assessment methods could not ad-equately explain the nature of fatigue
damage on actual ships With the
conventional fatigue strength assess-
ment method for welded parts for ex-
ample the effect of structural average
stress would be considered negligible
because of the initial residual stress
but in cases of actual fatigue damage
such effects are anything but negli-
gible This pushed the researchers at
ClassNK to develop a new practical
assessment method The incredibleamount of data that ClassNK had in
its possession greatly contributed to
this development
One of the weaknesses commonly at-
tributed to bulk carriers derives from
the diminution of the hold frames
due to corrosion ClassNK surveyors
have traditionally paid close attention
to the condition of the hold frames
and carried out rigorous inspections
As part of the new Rule C100 project
however a new corrosion model had
to be developed This system would
utilize data taken from actual corrod-
ed samples and would apply statisti-
cal analysis as well as an examination
into how corrosion develops This
research led to the development of a
new rational method for determining
corrosion levels
T
he results of all these efforts be-
came the ldquoTechnical Guidance
on Hull Structural Strength
Assessmentrdquo published by ClassNK
in 1999 The guidance details ap-
proaches to hull structural strength
assessment based on 1047297rst principles
Based on this technical guidance
practical design standards were con-
secutively published starting with the
Guidelines for Tanker Structures in
2001 followed by Guidelines for bulk
carriers in 2002 and container carri-
ers in 2003
The standards and guidelines de-
veloped as a result of the Rule C100project not only greatly contributed to
ClassNK rules but would also serve
as a foundation for the development
of the IACS CSR
A Technical GuidanceBecomes a Design Standard
An Abundance of Datafrom Actual Ships
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Opened in Chiba in March 1993 the ClassNK Research Center combines the research capa-
bilities of the ClassNKs Research Institute formerly based in Mitaka and the computer facilties
from the ClassNK Administration Center in Tokyo into a single state-of-the-art research facility
The ClassNK Research Cen-
ter is equipped with the most
advanced testing facilities
available and its testing laboratory
includes structural testing equipment
electronic microscopes with scanning
capabilities and equipment for oil
analysis among a wide variety of oth-
er testing equipment
The Research Center undertakes a
wide range of the testing activities
that are expected of an international
classi1047297cation society such as large
scale structural analyses research and
development for rules and regulations
in new 1047297elds and analytical stud-
ies of information from NK classed
ships thus playing a central role inthe technical and research activities
of ClassNK
The Research Center consists of the
General Affairs Division Develop-
ment Department Offshore Technol-
ogy Division Research Institute and
the Testing Machine Department
The General Affairs Division takes
care of matters related to human re-
sources general affairs welfare and
budget administration and account-
ing for both the Research Center and
the adjacent Information Center
The Development Department is in
charge of establishing the technical
rules which classi1047297cation surveys etc
are based upon as well as managing
research and development plans The
departments work encompasses the
entire rule making process from de-
vising and compiling of the rules to
their revision and abolishment TheDevelopment Department is made
up of 1047297ve different sections Three of
these sections are rules related sec-
tions and respectively cover the rules
for the hull rules for machinery and
rules for equipment and materials
The remaining two sections are the
Technical Analysis section and Tech-
nical Systems section which jointly
develop waveload analysis and hull
structure analysis systems These sec-
tions utilize these systems as well as a
number of widely available computer
programs to carry out technical cal-
culations
The Offshore Technology Division
engages in the research and study of
new technologies and standards for
offshore development and increased
utilization of the entire ocean
The Research Institute is comprised
of four separate research divisions -the hull related research division the
machinery related research division
the materials and equipment related
research division and the rule related
Report
The ClassNK Research Center
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research division and their activities
cover a wide range of studies in the
1047297elds of hull structural strength ship
performance out1047297tting and equip-
ment systems to ensure reliability
of the ships and future technology
development among others The Re-
search Institute also coordinates re-
search projects being conducted at
the request of outside bodies
The Testing Machine Department
administers the technical matters
related to the calibration of power
meters used for inspections of single
shaft test facilities value settings of
test pieces used for Charpy impact
test machines and hardness testers
accuracy management for the variousstandard meters used for such testing
and the inspection of testing facilities
for materials for marine and indus-
trial use
The ClassNK Research Insti-
tute has developed a simulation
method capable of realistically
reproducing actual pitting cor-
rosion Research on the con1047297gurationof actual steel members with pitting
corrosion has been carried out and the
simulation method has been con1047297rmed
to effectively produce accurate simula-
tions of pitting corrosion
This simulation method is expandable
and can be used to develop models for
the generation and growth of pitting
corrosion where the time of pit corro-
sion generation and the growth process
of pitting corrosion will depend on the
introduction of probability models Ba-
sically when pitting corrosion grows it
exhibits a conical shape with an average
diameter-depth ratio of 81 This is due
to the fact that as the pitting corrosion
grows peripheral areas of the pit will
smoothen and the rate of corrosion in
terms of depth will diminish and this
slowing eventually reaches a constantstate of slow corrosion This slowing
phenomenon is an important part of the
simulation model
By conducting strength assessments of
the steel members in the states of cor-
rosion reproduced by this simulation
method it is possible to further study the
relationship between the state of corro-
sion and member strength Furthermore
it was discovered that a dimensional ef-
fect of pitting corrosion on steel mem-
bers is evident when the dimensions are
small but when the dimensions become
relatively large (500mm times 500mm) such
effects become negligible
Pitting Corrosion Simulation
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AT
he results of the assessment are provided by as-
signing an accurate rating for each survey item
The de1047297nition of each rating is shown below
(1) CAP-HULL RATING
(a) Rating Level l ldquoVery Good Conditionrdquo
Compared to either the condition at the start of ser-
vice or the scantling dimensions required by the current
rules in force only super1047297cial deterioration was found
on the item during inspection andor measurement
There is no need for maintenance or repair
(b) Rating Level 2 ldquoGood Conditionrdquo
Minor defects which do not require corrections or re-
pairs were found on items during inspection andor all
plate thickness measurements show substantial margins
over the maximum permissible diminution standard
speci1047297ed by class requirements
(c) Rating Level 3 ldquoSatisfactory Conditionrdquo
Defects which do not require urgent corrections or re-
pairs were found or while a fair amount of corrosion
was found the plate thickness is above the maximum
permissible diminution standard speci1047297ed by class re-
quirements
(d) Rating Level 4 ldquoUnsatisfactory Conditionrdquo
One or more defects that prevent the ship from meeting
class requirements were found on items during inspec-
tion and measurement or plate thickness in a number
of areas does not conform to the maximum permissible
diminution standard speci1047297ed by class requirements
Rule
Ship Condition Assessment
As long as ships are operated properly and
the actual state of a shiprsquos structures and
equipment are monitored and inspections
and maintenance are carried out in a time-
ly manner ships can be kept in good con-
dition and continue to operate safely
Ships undergo periodical inspections in order to
con1047297rm their compliance with the technical rules and
regulations laid out by international conventions and
classi1047297cation societies However these inspections are
only meant to ensure that the ship satis1047297es certain
standards of soundness and comply to rule require-
ments Detailed assessment of the shiprsquos condition are
normally not made during such inspections
However such detailed inspections are necessary for
shipowners to effectively maintain ships throughout
their service lives
ClassNKrsquos Condition Assessment Program (CAP)
is a specially developed inspection program that pro-
vides shipowners with information on the condition
of their ship via hull structural strength assessments
fatigue assessments and the results from detailed in-
spections of the hull machinery deck machinery car-
go handling gear etc Undergoing a CAP inspection
provides shipowners the data and tools to develop a
thorough understanding of their shiprsquos condition
CAP consists of two different condition assessment
surveys At the discretion of the owner these two sur-
veys can be conducted independently or in tandem
(1) CAP-HULL
(Condition Assessment for Hull Structures)
(2) CAP-MACHINERY CARGO SYSTEM (Condition Assessment for Machinery and Cargo
Systems)
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(2) CAP-MACHINERY CARGO SYSTEM RATING
(a) Rating Grade 1 ldquoVery Good Conditionrdquo
No performance affecting defects were found dur-
ing the inspections or effectiveness tests of the items
or systems Upkeep records and maintenance practices
are considered to be good There is no need for main-
tenance or repair
(b) Rating Grade 2 ldquoGood Conditionrdquo
Several minor non-performance affecting defects
were found during the inspections or effectiveness tests
of the items or systems Upkeep records and mainte-
nance practices are considered to be adequate There is
no urgent need for maintenance or repair
(c) Rating Grade 3 ldquoSatisfactory Conditionrdquo
Defects were found during the inspections or effec-
tiveness tests of the items or systems but they do not
greatly affect performance Upkeep records and main-
tenance practices meet minimum requirements Some
maintenance work or repairs are necessary
(d) Rate Grade 4 ldquoUnsatisfactory Conditionrdquo
Defects which greatly affect performance were found
during the inspections or effectiveness tests of the items
or system Upkeep records and maintenance practices
are considered to be unsatisfactory
Programme (CAP)
The following detailed assessment results
and related records will accompany theCAP Certi1047297cate
(1) CAP-HULL
(a) Overall Assessment and Assessment of
Hull Strength Study for each structural part
(b) Inspection Report
(c) Fatigue Strength Study Report
(d) Corrosion Protection Assessment
(e) Photographic Report
(f) Plate Thickness Measurement Records
(2) CAP-MACHINERYCARGO SYSTEM
(a) CAP-MACHINERYCARGO
SYSTEM Assessment for each item
(b) Inspection Report
(c) Photographic Report
The Condition Assessment Programme (CAP)
service provided by ClassNK meets the approvalof RightShip (ship vetting company)
When the CAP survey is completed a
CAP Certi1047297cate will be issued showing
the overall rating of the ship (Overall
Rating for CAP-HULL andor CAP-
MACHINERYCARGO SYSTEM)W
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Sample of input screens and calculation screens
Watch
ClassNKs Rule C100 projectplayed an essential part intheir development
New CSR bring changes to ship structural standards
I
ACS made the decision to develop the CSR for bulk
carriers and oil tankers in 2003 Prior to this each
of the IACS member societies had been working in-dependently to improve the safety of ship hull structures
The move to work collectively to improve ship safety was
due in part to the oil spills caused by consecutive tanker
accidents and the sinking of several aging bulk carriers
These accidents drew the attention of the public and the
IMO moved to address these issues The IMO began by
requiring tankers to have double-hulls and enforcing more
stringent inspections of bulk carriers as well as introducing
higher structural strength requirements to address 1047298ooding
accidents Despite these efforts a number of accidents still
occurred Foremost among these were accidents involving
the tankers Erika which sank off the French coast in De-
cember 1999 and Prestige which sank in November 2002
These accidents highlighted the need to improve ship safe-
ty as soon as possible and IACS set out to develop the
CSR in light of these circumstances ClassNK had already
begun working on its own improvements to ship hull safety
when it began work on its Rule C100 project in 1998 It was
only natural then that ClassNK would play a central role
within IACS in the development of the CSR
Prior to the development of the CSR by IACS
various rule-making efforts were underway at a
number of class societies Among IACS mem-
bers Lloyds Register (LR) American Bureau of Shipping
(ABS) and Det Norske Veritas (DNV) jointly started a
program to develop common rules for oil tankers in July
2002 This project was called the LAN project the three
letters being taken from the names of the three societies
On the other side of the world ClassNK China Classi1047297ca-
tion Society (CCS) and the Korean Register of Shipping
(KR) joined together to form the A3 project in September
2002 The A3 project aimed to develop a common set of
guidelines for structural strength based on the results of
the Rule C100 project
Background to the CSR
The CSR - an undertaking ofunprecedented magnitude
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Scantling definition at forward sectionScantling definition for transverse bulkhead
One development that has certainly drawn the attention of the shipping and shipbuilding industriesover the past few years has been the introduction of the IACS Common Structural Rules (CSR) The
CSR represent IACSs greatest undertaking since its founding The CSR are a dramatic achievement
not only in the way they are affecting ship structure and design but in the sense that for the first time
standards have been unified among the class societies Thanks to research and development on Rule
C100 ClassNK was able to play a central role in the development and implementation of the IACS CSR
In Europe public scrutiny of the IMO greatly intensi1047297ed
after the sinking of the Erika and the Prestige The IMO re-
sponded by establishing Goal-Based Standards which are
standards intended to achieve certain goals rather than just
establish certain baselines for safety IACS in turn commit-ted itself to developing the CSR in June 2003 for bulk carri-
ers and oil tankers The CSR represent a single set of rules
covering all aspects of hull structures to be shared among
all of the IACS member societies This was an undertaking
of unprecedented magnitude and certainly one of the larg-
est developments since the founding of IACS
As the development of a set of common rules for
oil tankers was already being undertaken by the
LAN project participants IACS arranged for de-
velopment to continue under a new name the Joint Tanker
Project (JTP) At the same time the A3 project members
joined together with the UNITAS project formed by Bu-
reau Veritas (BV) Registro Italiano Navale (RINA) and
Germanischer Lloyd (GL) to proceed with the develop-
ment of CSR for bulk carriers as part of the Joint Bulker
Project (JBP) in October 2003
ClassNK took a leadership role in the JBP by using the
knowledge gained from ClassNKs Rule C100 project Theresults from the Rule C100 project became a cornerstone
of the CSR for bulk carriers especially with regards to cor-
rosion margins design loads and fatigue strength assess-
ment ClassNKs position as chair of the IACS Hull Panel
helped to further ensure the successful development of the
new CSR
As a result of IACSrsquo energetic approach to common rule
development the CSR for bulk carriers and oil tankers were
adopted unanimously by the IACS Council in December
2005 At that time the two sets of CSR were harmonized
with regards to corrosion margins and ultimate strength in
longitudinal bending but the rules could not be completely
harmonized in other areas such as design loads and fatigue
strength IACS however has made harmonization of the
two sets of rules one of its long term goals and ClassNK is
once again taking a leadership role in this process
ClassNKLeadership and Contribution
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Sample of PrimeShip-HULL (CSR) input screens Output screen of calculation results (Displacement)
CSR Related Services
Vast amount of research data leads to
release of CSR compatible software
To obtain the software contact ClassNK Hull Department
Telephone +81-(0)3-5226-20172018
Fax +81-(0)3-5226-2019
E-mail hldclassnkorjp
For further details on the software contact ClassNK Development Department
Telephone +81-(0)43-294-4970 (dedicated line for PrimeShip-HULL)
Fax +81-(0)43-294-6924
E-mail primeship-hullclassnkorjp
In December 2005 concurrent with the adoption of
the CSR by IACS ClassNK released new rule cal-
culation software allowing for direct strength calcu-
lations using 1047297nite element method (FEM) analysis com-
patible with the new bulk carrier CSR Direct calculation
software for the tanker CSR was released to the public in
June 2006 The software has since been further enhanced
in response to client feedback received since the CSR were
implemented in April 2006 The latest version of the calcu-lation software PrimeShip-HULL (CSR) was released in
September 2007 and not only combines the software for
both the tanker CSR and bulk carrier CSR into a single
software package but also includes a number of improve-
ments to overall usability
PrimeShip-HULL(CSR) consists of two systems the
Rule Calculation System and the Direct Calculation Sys-
tem With the Rule Calculation System users can input hull
cross-section information in to the system and hull cross-
section calculations longitudinal strength calculations
local strength assessments fatigue strength assessments
and buckling strength assessments can be carried out to
obtain data necessary for complying with the CSR The
Direct Calculation System is a tool used to directly carry
out structural analysis via 1047297nite element analysis (FEA)
and strength assessment Assessments of hull structural
strength can be achieved by ensuring that the results from
direct calculations are in line with the CSR requirements
A dedicated web-based support service is also availablefor users of the PrimeShip-HULL(CSR) software system
Service
Based on vast amounts of data accumulated
through research and survey work ClassNK
has developed and released a new software
system PrimeShip-HULL (CSR) for use with
the IACS Common Structural Rules (CSR)
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On 1 March 2008 Noboru Ueda
became the new Chairman
and President of ClassNK
During a press conference held on
6 March he explained his intention
to expand ClassNKrsquos overseas service
network noting in particular his plans
to increase the number of surveyors
and of1047297ces in China He further stated
his intention to strengthen the pres-
ence of ClassNK as the worlds top
classi1047297cation society and to intensify
the Societyrsquos international efforts in-
cluding its activities at IACS and the
IMO ClassNK already works closely
with the China Classi1047297cation Society
(CCS) and Korean Register of Ship-
ping (KR) but Chairman and Presi-
dent Ueda also indicated future plans
Mr Ueda becomes the new Chairman and President of ClassNK
Topics
New Chairman and President Ueda (center) at a press conference on May 6
SEA JAPAN 2008
Notable events in 2008
bull GASTECHBangkok
bull VietShipHanoi
bull CMA ShippingStamford
bull Asia Paci1047297c MaritimeSingaporebull SEA JAPANTokyo
bull ShiptekKochi
bull PosidoniaAthens
bull Asia Maritime and LogisticsKuala Lumpur
bull China (Nangton) International Ship Industry ExpoNantong
bull SMMHamburg
bull Shiport ChinaDalian
bull Seatrade Middle East MaritimeDubai
to more actively exchange views and
work with other classi1047297cation societ-
ies such as those in India Vietnam
Indonesia and Russia in order to
promote stronger ties within the
Asian maritime community
ClassNK participates in numer-
ous international maritime
events each year In 2008 the
Society participated in the following
exhibitions
8162019 Bulk Carrier Pamphlet
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Dubai
Kuwait
Alexandria
Jeddah
PiraeusCadiz
Marseille
Antwerp
Lisbon
as Palmas
Copenhagen
Hamburg
Genova
LondonMilford Haven
Amman
Beijing
Ulsan
Hong Kong
Guangzhou
Seoul
TaipeiDhaka
Manila
Haiphong
Bangkok Nha Trang
Jakarta
Kuala Lumpur
Istanbul
Cape Town
Shanghai
Kaohsiung
Dalian
Qingdao
Visakhapatnam
Surabaya
Chennai(Madras)
Mumbai(Bombay)
Melbourne
Fremantle
Oslo
KojeBusan
BatangasCebu
Balikpapan
Miri Kota Kinabalu
SingaporeBatam Johor Bahru
Ho Chi Minh
Durban
Constantza
BarcelonaBilbao
Rotterdam
GdanskNewcastle
TokyoChiba
(Head Office)
Kochi
Zhoushan
Mokpo
Tianjin
World Classwwwclassnkorjp
Plan Approval Center
21 Bulk Carrier
B y the end of August 2008 the ClassNK service network had grown to a total of 104
exclusive service sites This includes 21 service sites in Japan and a total of 83 service
sites in key locations around the world with Kochi in India Tianjin and Zhoushan in
China and Mokpo in Korea being the latest additions In addition to this service network
ClassNK also maintains a total of 21 international committees so that the Society can
exchange information and ideas with maritime leaders throughout the world The Society
established its newest committee the Middle-East Technical Committee at the end of 2007In order to provide better local service customer oriented service ClassNK established
three new plan approval centers in Istanbul Mumbai and Busan in 2008 These centers
join the Societyrsquos existing plan approval centers in Tokyo Singapore and Shanghai allow-
ing plan approvals to be conducted quickly and effectively around the globe
104 Locations NK Now
8162019 Bulk Carrier Pamphlet
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Aucklanddney
Brisbane
Buenos Aires
Veracruz
Panama
Norfolk
Rio de JaneiroSantos
New York
Montreal
New Orleans
Los Angeles
Houston
VancouverSeattle
Valparaiso
Guayaquil
Miami
Bulk Carrier 22
A t the end of November 2008 ClassNK had 7017 ships on its register total-
ing some 160522744 gross tons ClassNK is the 1047297rst classi1047297cation society
in the world to surpass the 160 million gross ton mark for tonnage registered un-
der class and ClassNK remains the worldrsquos largest classi1047297cation society in terms
of gross tons On a tonnage basis more than 20 of the worldrsquos 1047298eet is registered
with ClassNK 549 newbuildings totaling 14420125 gross tons were registered
to ClassNK in 2007 surpassing the previous record set in 2006 by more than120000 gross tons When combined with other ships newly registered during the
year a record 584 ships totaling 14978670 gross tons were added to the ClassNK
register in 2007 Due to the large number of newbuildings registered the ClassNK
1047298eet continues to be comparatively young with an average age of 111 years
B ulk carriers account for more than
half of the ClassNK 1047298eet represent-
ing 51 of the register in terms of gross
tons ClassNK also classes the worldrsquos
largest share of bulk carriers - roughly
one-third of the worldrsquos bulk carriers
under class are registered with ClassNKBulk carriers of all sizes are registered
with ClassNK with nearly 75 all post-
Panamaxes and nearly half of all VLOCs
registered with the Society
51 160 Milliongross tons
8162019 Bulk Carrier Pamphlet
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4-7 Kioi-cho Chiyoda-ku Tokyo 102-8567 JAPANTel +81-3-3230-1201 Fax +81-3-5226-2012URL wwwclassnkorjp
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Profound Trust of Clients
During our visit one of the shipyardrsquos executives told
us ldquoWersquove learned a lot of things from ClassNKrdquo
Building a ship is a step-by-step process and you
will 1047297nd ClassNK surveyors offering their support at every
step along the way The advice surveyors provide is indis-
pensable to building better quality ships
The amount of survey work being done by ClassNK sur-
veyors is increasing every year The most obvious reason
for this is the increase in the number of ships being builtto NK class A decade ago the shipyard we visited would
build 15 ships a year but now they are building as many
as 22 ships in the same time span Schedules are tight and
the yard is busy with activity While a bulk carrier is being
assembled in the dry dock blocks are being arranged and
taking up almost all the left over space At the same time
a bulk carrier that was just launched is now alongside the
1047297tting quay its deck a 1047298urry of activity as workers strive to
keep the out1047297tting work on schedule
The schedule of the ClassNK surveyors at the shipyard is
just as busy Ships on the weekly schedule are highlighted
with different colored pens to show which surveyor is in
charge of which ship Survey work starts from very early
in the morning and some surveys can take many hours to
complete There are only a few open spaces on the sched-
ule and even as the demand for surveys increases there is
little room to further streamline the workload An exclu-
sive surveyor in his early thirties working at the yard told us
fervently ldquoI try to concentrate on carrying out each surveyone at a time This helps keep me focused at all timesrdquo A
senior surveyor at the yard added that ClassNK surveyors
are always close by and they observe everything closely
even seemingly minor items emphasizing quality and being
involved with even the smallest details
This thoroughness in carrying out survey work is the
source of the trust that shipyards place in ClassNK allow-
ing them to say with con1047297dence that they rely on ClassNK
surveyors and gladly look to them for advice and support
Feature
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Widening Role of Class Surveyors
Many shipyards already consider ClassNK sur-
veyors to be their trusted advisors A veteran
surveyor told us ldquoCurrently our role as survey-
ors has de1047297nitely expanded to serving as advisors as wellrdquo
The reason for this is that the job of the surveyors is no lon-
ger con1047297ned to just classi1047297cation matters Their work now
also covers ISM Code certi1047297cation and work related to the
ISPS Code As a result of the many marine casualties that
occurred in the 1990s the International Maritime Organi-
zation (IMO) decided to make the ISM Code mandatory
Under the ISM Code shipping companies are required to
establish a Safety Management System (SMS) which must
be certi1047297ed by the 1047298ag state or a recognized organization
working on its behalf This work is often undertaken by
classi1047297cation societies In light of recent terrorist attacks
the IMO has also made the ISPS Code mandatory in order
to increase maritime security Certi1047297cation of shipboard se-
curity systems in line with the ISPS Code is also now a job
undertaken by classi1047297cation societies as recognized organi-
zations of the 1047298ag state At ClassNK many surveyors un-
dergo quali1047297cation training for ISM Code and ISPC Code
related certi1047297cation but for most surveyors this is a job
that is done in addition to their ordinary class survey work
Class surveyors are increasingly working as agents on be-
half of 1047298ag states and this is expanding the scope of each
individual surveyorrsquos work As ClassNK surveyors take on
these roles it is only natural that the shipyards would begin
to look to them as ldquoadvisorsrdquo as well as surveyors
Why ClassNK is Trusted
Both shipyards and ClassNK are dedicated to the
construction of quality ships ClassNKrsquos younger
surveyors often remark that the senior staff stress
the importance of working together with the shipyard and
shipowner and ClassNK surveyors are taught the most ef-
fective ways to promote the construction of quality ships
Veteran experienced senior surveyors work side by side
with younger surveyors and encourage them to join the
shipbuilding effort as part of a team
Trust and con1047297dence are developed through the effective
transfer of technology and a true dedication to quality ser-
vice It is these core principles that ClassNK maintains in
its approach towards class surveys that gives shipyards the
con1047297dence to say ldquoWe want ClassNK to take care of each
and every ship we build at our yardrdquo
Feature
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 724 Bulk Carrier 06
The first bulk carriers built by various Japanese shipyards
Ship Name Completion Shipbuilder DWT Type
Nichiryu Maru 1954 NKK Shimizu 15368 OreBulk
Nikitas Roussos 1960 Shin-MHI Kobe 21110 Bulk
Laconia 1960 Harima SampE 20853 Bulk
Amorgos 1961 IHI Tokyo 22850 Bulk
Bintan Maru 1961 Uraga Dock 15355 Bulk
Moshill 1961 MHI Nagasaki 24717 Bulk
Corsair 1962 MES Tamano 24911 Bulk
Eastern Sakura 75 1962 Hakodate Dock 15700 Log
Fugo Maru 1964 IHI Aioi 34986 Bulk
Arthur Stone 1965 Hitachi Innoshima 39277 Bulk
Aegean Sky 1966 MHI YokohamaHiroshima 40783 Bulk
Source Tsuneo Yoshiki Systematic Survey of the Development of Specialized Shipbuilding Tech-
nologies National Museum of Nature and Science Survey reports on the systemization of
technologies vol 5 2005 p 247
Note Topside tank = upper hopper ballast tank
Until the middle part of the 20th century the cargo
holds of ships carrying dry cargo were generally
partitioned into upper and lower holds This was
convenient for the carriage of cargo in boxes and in bags
and the partitioning deck itself contributed to the strength
of the hull structure Bulk carriers with topside tanks did
not emerge until the 1950s At the time bulk cargo volumes
were increasing and there was a growing need for ships that
could carry loose unpackaged dry cargos
The 1047297rst bulk carrier built in Japan was theNichiryu Maru
a twin engine twin shaft ship 1047297tted with two diesel engines
with a length of 153 metres breadth of 21 metres depth
of 115 metres and a deadweight of 15368 tons The ship
was designed to carry iron ore as its main cargo and was
completed at Nippon Kokanrsquos (NKK)
Shimizu Shipyard in August 1954
After the Nichiryu Maru the con-
struction of bulk carriers to carry coal
and grain became prominent in Japan
around 1960
The table shows the 1047297rst bulk carri-
ers built at several of Japanrsquos leading
shipyards
History and Structure
The Birth of the Bulk Carrier
The first bulk carrier built in Japan - the
Nichiryu Maru Nippon Kokan Shimizu
Shipyard Hull No 110
Rational Structure
The Development of Bulk Carriers
Ship designers often say that the bulk carrier is a ra-
tional structure with a minimal amount of waste
The triangular shaped topside tanks situated under
the main deck and the double bottom and hopper tanks at
the bottom of the ship help to strengthen the hull enabling
the cargo holds to be made larger Furthermore the holdstructure makes it possible for the cargo to be loaded with-
out the need for trimming allowing bulk carriers to carry
large volumes of cargo ef1047297ciently
It is important for ships carrying cargo in bulk to have
as large a hold capacity as possible and current bulk car-
rier designs have been re1047297ned
to meet such objectives Hop-
per tanks not only play a role in
strengthening the hull but they
also make it easier to unloadcargo This multi-functionality
is a perfect example of why the
bulk carrier is considered to be
an extremely rational structure Single-Sided Bulk Carrier
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Acid production process
Coal(self-heating)
Moisture
Condensation
Reacts with sulfur
in coal
Formation of acids
S i d e s h e l l
Sea water
(cool)
History and Structure
The illustration and description be-
low shows a number of areas on bulk
carriers that require special attention
for maintenance and management
A Hatch corners are prone to cracking due to high stresses
on the upper deck the width of the opening and dis-
continuity of the strength properties
B The underside of the topside tank (upper deck) and
lower part of the topside tank are prone to corrosion
C Due to the con1047297gu-
ration of the single
side structure propermaintenance of the
frames inside the hold
is important from a
strength point of view
Once cracks develop
on the frames in the
hold there is a con-
cern that such cracks
may propagate to the
shell plate Frames in
holds are likely to be
damaged during cargo handling and the lower part in
particular is prone to corrosion and high stresses as
well When carrying coal especially the moisture gener-
ated in the holds due to differences in the temperature in
the hold and the surrounding seawater will dissolve the
sulphur in the coal causing a chemical reaction that will
lead to the development of corrosion (see 1047297gure to the
right)D Large stresses will occur at the bilge knuckle There
are two types of knuckles Welded knuckles are better
from a strength point of view but need suf1047297cient care
to maintain the required workmanship In the case of
round knuckles suf1047297cient structural strength is achieved
through the addition of reinforcing stiffeners
E End connecting parts of the side bulkheads are prone
to developing fatigue cracks due to the concentration
of stresses Special attention is necessary for the ballast
holds since larger loads will be generated when ballast
is loaded in the ballast holds
Various Ship Types
B
efore the 1047297rst oil shock as ship sizes increased a
large number of Ore Bulk Oil (OBO) carriers
capable of carrying not only coal and grain butalso iron ore and crude oil were built
After the oil shock crude oil trade volumes decreased
but volumes of iron ore coal and other dry bulk cargo in-
creased and combination carriers gradually became less
and less common Over this same period improvements
in ship design as well as the introduction of high ef1047297cien-
cy propellers made energy ef1047297cient large bulk and ironore carriers more popular As the variety of cargo types
increased and new trade routes developed the structural
con1047297gurations of bulk carriers became more diverse
Bulk carrier under construction
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The key characteristics of each bulk carrier type are shown below
Ore Carriers
bull Due to the high speci1047297c gravity of
the cargo cargo holds are relatively
small and the side tanks are large
bull During the 1970s there were many
combination carriers with side tanks
used as oil tanks but such ships are
seldom seen nowadays
Wooden Chip Carriers
bull Due to the low speci1047297c gravity ofthe cargo cargo holds are deep and
topside tanks are eliminated in or-
der to increase hold volume
bull Care is necessary for the reinforce-
ment of the underside of the upper
deck since deck cranes and belt
conveyors are generally 1047297tted on
deck
bull Lower ballast tanks are prone to
corrosion due to the relatively high-
er temperature of the chip cargo
bull This type of carrier was once con-
sidered to be less versatile but its
use has expanded to include carry-
ing cargos such as soybean meal
Double Side shell Bulk Carriers
bull Due to double side con1047297gura-tion frames inside the hull can be
eliminated This allows the strength
members to be protected from the
corrosive environment of the hold
while also improving cargo han-
dling ef1047297ciency
bull Just as with single sided bulk carri-
ers double hull bulk carriers need
to comply with the common struc-
tural rules
Note) In 2002 requirements for dou-
ble hull bulk carriers were adopted
as mandatory at IMO but in 2004
prior to the rule coming into effect
the rule was changed and became
non-mandatory
Open Hatch Bulk Carriers
bull Wide hatch openings improve cargo
handling ef1047297ciency
bull Possible to load super large size car-
goes
bull Cargoes other than bulk cargo such
as pulp products steel coils and
containers can be carried
Currently bulk carriers are commonly divided into
several standard categories each with their own
popular trade names
bull Handysize Bulk carriers with a deadweight range of
10000 to 50000 tons belong to this catego-
ry The shiprsquos shallow draft allows it to enter
into various ports around the world Smaller
sized vessels below 30000 deadweight tons
are called small handies while vessels of
40000 to 60000 deadweight tons are called
handymaxes
bull Lakesizes Also called Lakers Handysize bulkers with
a deadweight ranging from 20000 to 27000
tons the largest type of bulk carrier that canpass through the St Lawrence Seaway which
calls for a draught of less than 7925 metres
bull Panamax The largest bulk carriers (breadth of about
322 metres) that can pass through the Pan-
ama Canal With a deadweight of around
80000 tons
bull Over-Panamax Bulkers which are wider than Panamaxes
with a deadweight between 80000 and
120000 tons Bulkers with dimensions suit-
able for transiting the new locks of the ex-
panded Panama Canal expansion scheduled
for completion in 2015 are called Post-Pan-
amaxes
bull Capesize Ships with a deadweight of more than
100000 tons and capable of entering the
port at Richards Bay South Africa
bull Dunkerquemax Largest bulk carrier that can enter the port
at Dunkerque France with a deadweight of
about 170000 tonnes
There are other speci1047297c trade names given to some bulker
types that have have been designed and optimized to serve a
speci1047297c port
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Tightening Rule Requirements
Revision to Rules for Bulk Carrier Safety
Bulk Carrier Safety
Towards the end of the 1980s a number of bulk
carriers sank in a series of highly publicized mari-
time incidents In response to these incidents the
IMO adopted a set of amendments called the Enhanced
Survey Programme to the SOLAS Convention in order to
enhance bulk carrier inspection
After the ESP came into force in January 1996 however
the number of accidents did not decrease This led to the
adoption of additional amendments to the SOLAS Con-
vention and the introduction of further safety measures
The new amendments form Chapter XII of the SOLAS
Convention and include new standards for 1047298ooding dam-
age stability and other requirements
In 1998 a new study seeking ways to further improve bulk
carrier safety was initiated under the auspices of the IMO
The study was inspired by the accident report from the
1980 sinking of the bulk carrier Derbyshire and utilized aholistic safety assessment method called the Formal Safety
Assessment (FSA) ClassNK contributed to the study as a
member of the Japanese Government team As a result of
the study after six years of deliberations new amendments
to SOLAS and the Load Line Conventions were adopted
in December 2004 IACS adopted its own additional safety
measures as well
The rules revisions from 1998 onwards are collectively
referred to as Bulk Carrier Safety requirements which re-
sulted in the application of the following safety measures
for bulk carriers
Requirements concerning spare
buoyancy and the strengthening
of hatch covers were implement-
ed as measures against 1047298ooding
of the forward part of the deck
which was thought to be the fun-
damental cause of the sinking
of the Derbyshire Further re-
quirements for the provision of a
1047298ooding warning system (forwardarea and cargo hold) and draining
system were adopted to facilitate
early discovery and action against
1047298ooding
Requirements for a forecastle were implemented in order
to meet the required buoyancy standards during navigation
in heavy weather when the forward part of the ship would
be submerged by waves It was also decided that the 1047297ttings
at the front of the ship should be strengthened to better re-
sist the force of waves and prevent damage to the air pipes
and any 1047298ooding that could result from such damage
Many bulk carriers were believed to have sunk due
to corrosion on the frames inside the holds It
was therefore decided that a permanent means
of access should be provided for spaces that were hard to
access and dif1047297cult to inspect and maintain For existing
ships a review of the strength of hold frames was made
to establish new standard strength criteria and standard
renewal criteria While further safety improvements based
on a double side con1047297guration meant to eliminate hold
frames and free strength members from corrosive environ-
ments were also agreed upon but in the end those mea-sures did not become mandatory
In order to ensure the safety of the crew in the event of an
accident in low temperature water requirements for free-
fall lifeboats and immersion suits for the full shiprsquos comple-
ment were also implemented
History and Structure
Free-fall lifeboats
Immersion suits
Means of access
Double side skinHarmonized notations ampdesign loading conditions
Water level detectors amp pumping arrangements
Bow height amp reserve buoyancyforecastle
Hatch covers and securing mechanisms
Water level detectors
Fore deck fittings
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Common Structural Rules (CSR)
Around the year 2000 while bulk carrier safety dis-
cussions were still ongoing IACS began studying
ways to improve the safety of tanker hull struc-
tures in response to a number of accidents involving oil
tankers At this point investigations into bulk carrier safety
were already well underway and IACS moved to include oil
tankers in its efforts as well In 2003 as the investigations
into bulk carrier safety were coming to a close IACS decid-
ed to proceed with the development of common structural
rules (CSR) for both bulk carriers and oil tankers In so
doing the individual structural rules of each classi1047297cation
society were to be uni1047297ed with the hope of developing a
more rigorous and transparent set of rules
After several years of study and discussions with various
parts of the maritime industry IACS adopted the CSR in
December 2005 for application to new ships contracted af-
ter 1 April 2006
Prior to IACSrsquos descision to develop the CSR ClassNK
was already engaged in its own Rule C100 Project (see page
11 for details) which aimed to develop more rational and
transparent rules for hull structures ClassNK had already
developed advanced structural rules and hull structural
strength assessment methods as part of this project and
consequently ClassNK assumed a leading role in the de-
velopment of the CSR
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The Rule C100 Project sought
answers as to what the most rationalrules for hulls structures should be
and the project aimed to adapt these
answers to all major ship types such
as bulk carriers tankers and con-
tainer ships Determining the wave
loads would be the main prerequisite
to achieve this but it was clear that
it was going to take an incredible
amount of effort and fortitude to
change the wave load parameters that
has been in use until then
Before work began on the Rule
C100 project the ClassNK
rules had been based on re-
search and analysis that re1047298ected the
vast array of survey experience com-
piled by the Society While such rules
were well balanced there was no clear
correspondence between the rules andcertain scienti1047297c concepts and techni-
cal values Despite the magnitude of
the task ahead of them the research-
ers proceeded to establish a higher
dards for the next 100 years as well
Before commencing work
on the Rule C100 Proj-
ect research staff from the
ClassNK Research Institute and the
Development Department began tack-
ling questions such as ldquohow do waves
actually behaverdquo and ldquohow should a
hull structure performrdquo One of the
key factors when developing rules
for hull structures is determining the
wave loads that the ship is expected to
endure and the required dimensions
for hull structures largely depend on
this data It was further decided that
a ships hull should be able to survive
major accidents such as deformation
from unexpectedly large waves and
that a ship should not sink even if
it were to run aground However ifrobustness were the only important
factor the research teams would be
designing something more akin to a
warship than a merchant vessel
The Rule C100 project wasbegun in 1997 with an eye
towards commemorating the
Societyrsquos 100th anniversary in 1999
The project involved participants
from throughout ClassNKrsquos many
departments including staff from the
Development Department Research
Institute Hull Department and Tech-
nical Investigation and Information
Department among others The proj-
ect drew on the combined knowledge
and experience of the entire ClassNK
staff
The purpose of the Rule C100
Project was to completely review
ClassNKrsquos hull structure standards
and contribute to ship safety by de-
veloping a new set of advanced rules
for hull structures The letter ldquoCrdquo was
used because the rules related to hull
structures come under part ldquoCrdquo ofthe ClassNK Rules and the number
ldquo100rdquo stood for the 100 years since
ClassNKrsquos establishment and also
as a challenge to create a set of stan-
When ClassNK commenced work on its Rule C100 Project some
ten years ago it was the largest research and development proj-
ect ever undertaken by the Society This advanced structuralrule development project not only greatly improved ClassNKrsquos
technical capabilities and expertise but also greatly contribut-
ed to the development of the IACS Common Structural Rules
Focus
Rule C100
Technical Challengesand Daring Innovation
Changing the Wave Loads
How Should a HullStructure Perform
Starting From Scratch
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standard for wave loads
The researchers decided the waveloads for the new rules would be based
on a ship sailing in the North Atlantic
Ocean for 25 years The North Atlan-
tic is well known for boasting some
of the severest natural environmental
conditions to be found in the mari-
time world Specifying the naviga-
tion area as the North Atlantic meant
that researchers had to consider that
waves could come from all directions
and with a wildly changing variety of
lengths and heights Additionally ac-
tual waves are not simple structures
but rather combinations of different
waves with different force compo-
nents A vast amount of calculation
would be necessary in order to faith-
fully represent real world conditions
While proceeding with the vast
calculation work ClassNK
began determining the ef-
fects of wave loads by focusing on the
waves which could severely affect hull
structures The research was an in-credibly rich and dense kind of analy-
sis compiling results from 3-dimen-
sional whole ship structural analysis
long-term stress prediction methods
using statistical analysis for long-
term wave data newly developed ra-
tionalised fatigue strength assessment
methods buckling strength assess-
ment methods and longitudinal ulti-
mate strength analysis methods amid
a wide variety of tests and assess-
ments Furthermore for certain hull
structural members rationalised cor-
rosion margin thickness assessments
derived from the statistical analysis
of plate thickness measurement data
were also included
In the case of fatigue strength it
had been acknowledged that existing
assessment methods could not ad-equately explain the nature of fatigue
damage on actual ships With the
conventional fatigue strength assess-
ment method for welded parts for ex-
ample the effect of structural average
stress would be considered negligible
because of the initial residual stress
but in cases of actual fatigue damage
such effects are anything but negli-
gible This pushed the researchers at
ClassNK to develop a new practical
assessment method The incredibleamount of data that ClassNK had in
its possession greatly contributed to
this development
One of the weaknesses commonly at-
tributed to bulk carriers derives from
the diminution of the hold frames
due to corrosion ClassNK surveyors
have traditionally paid close attention
to the condition of the hold frames
and carried out rigorous inspections
As part of the new Rule C100 project
however a new corrosion model had
to be developed This system would
utilize data taken from actual corrod-
ed samples and would apply statisti-
cal analysis as well as an examination
into how corrosion develops This
research led to the development of a
new rational method for determining
corrosion levels
T
he results of all these efforts be-
came the ldquoTechnical Guidance
on Hull Structural Strength
Assessmentrdquo published by ClassNK
in 1999 The guidance details ap-
proaches to hull structural strength
assessment based on 1047297rst principles
Based on this technical guidance
practical design standards were con-
secutively published starting with the
Guidelines for Tanker Structures in
2001 followed by Guidelines for bulk
carriers in 2002 and container carri-
ers in 2003
The standards and guidelines de-
veloped as a result of the Rule C100project not only greatly contributed to
ClassNK rules but would also serve
as a foundation for the development
of the IACS CSR
A Technical GuidanceBecomes a Design Standard
An Abundance of Datafrom Actual Ships
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Opened in Chiba in March 1993 the ClassNK Research Center combines the research capa-
bilities of the ClassNKs Research Institute formerly based in Mitaka and the computer facilties
from the ClassNK Administration Center in Tokyo into a single state-of-the-art research facility
The ClassNK Research Cen-
ter is equipped with the most
advanced testing facilities
available and its testing laboratory
includes structural testing equipment
electronic microscopes with scanning
capabilities and equipment for oil
analysis among a wide variety of oth-
er testing equipment
The Research Center undertakes a
wide range of the testing activities
that are expected of an international
classi1047297cation society such as large
scale structural analyses research and
development for rules and regulations
in new 1047297elds and analytical stud-
ies of information from NK classed
ships thus playing a central role inthe technical and research activities
of ClassNK
The Research Center consists of the
General Affairs Division Develop-
ment Department Offshore Technol-
ogy Division Research Institute and
the Testing Machine Department
The General Affairs Division takes
care of matters related to human re-
sources general affairs welfare and
budget administration and account-
ing for both the Research Center and
the adjacent Information Center
The Development Department is in
charge of establishing the technical
rules which classi1047297cation surveys etc
are based upon as well as managing
research and development plans The
departments work encompasses the
entire rule making process from de-
vising and compiling of the rules to
their revision and abolishment TheDevelopment Department is made
up of 1047297ve different sections Three of
these sections are rules related sec-
tions and respectively cover the rules
for the hull rules for machinery and
rules for equipment and materials
The remaining two sections are the
Technical Analysis section and Tech-
nical Systems section which jointly
develop waveload analysis and hull
structure analysis systems These sec-
tions utilize these systems as well as a
number of widely available computer
programs to carry out technical cal-
culations
The Offshore Technology Division
engages in the research and study of
new technologies and standards for
offshore development and increased
utilization of the entire ocean
The Research Institute is comprised
of four separate research divisions -the hull related research division the
machinery related research division
the materials and equipment related
research division and the rule related
Report
The ClassNK Research Center
8162019 Bulk Carrier Pamphlet
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research division and their activities
cover a wide range of studies in the
1047297elds of hull structural strength ship
performance out1047297tting and equip-
ment systems to ensure reliability
of the ships and future technology
development among others The Re-
search Institute also coordinates re-
search projects being conducted at
the request of outside bodies
The Testing Machine Department
administers the technical matters
related to the calibration of power
meters used for inspections of single
shaft test facilities value settings of
test pieces used for Charpy impact
test machines and hardness testers
accuracy management for the variousstandard meters used for such testing
and the inspection of testing facilities
for materials for marine and indus-
trial use
The ClassNK Research Insti-
tute has developed a simulation
method capable of realistically
reproducing actual pitting cor-
rosion Research on the con1047297gurationof actual steel members with pitting
corrosion has been carried out and the
simulation method has been con1047297rmed
to effectively produce accurate simula-
tions of pitting corrosion
This simulation method is expandable
and can be used to develop models for
the generation and growth of pitting
corrosion where the time of pit corro-
sion generation and the growth process
of pitting corrosion will depend on the
introduction of probability models Ba-
sically when pitting corrosion grows it
exhibits a conical shape with an average
diameter-depth ratio of 81 This is due
to the fact that as the pitting corrosion
grows peripheral areas of the pit will
smoothen and the rate of corrosion in
terms of depth will diminish and this
slowing eventually reaches a constantstate of slow corrosion This slowing
phenomenon is an important part of the
simulation model
By conducting strength assessments of
the steel members in the states of cor-
rosion reproduced by this simulation
method it is possible to further study the
relationship between the state of corro-
sion and member strength Furthermore
it was discovered that a dimensional ef-
fect of pitting corrosion on steel mem-
bers is evident when the dimensions are
small but when the dimensions become
relatively large (500mm times 500mm) such
effects become negligible
Pitting Corrosion Simulation
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AT
he results of the assessment are provided by as-
signing an accurate rating for each survey item
The de1047297nition of each rating is shown below
(1) CAP-HULL RATING
(a) Rating Level l ldquoVery Good Conditionrdquo
Compared to either the condition at the start of ser-
vice or the scantling dimensions required by the current
rules in force only super1047297cial deterioration was found
on the item during inspection andor measurement
There is no need for maintenance or repair
(b) Rating Level 2 ldquoGood Conditionrdquo
Minor defects which do not require corrections or re-
pairs were found on items during inspection andor all
plate thickness measurements show substantial margins
over the maximum permissible diminution standard
speci1047297ed by class requirements
(c) Rating Level 3 ldquoSatisfactory Conditionrdquo
Defects which do not require urgent corrections or re-
pairs were found or while a fair amount of corrosion
was found the plate thickness is above the maximum
permissible diminution standard speci1047297ed by class re-
quirements
(d) Rating Level 4 ldquoUnsatisfactory Conditionrdquo
One or more defects that prevent the ship from meeting
class requirements were found on items during inspec-
tion and measurement or plate thickness in a number
of areas does not conform to the maximum permissible
diminution standard speci1047297ed by class requirements
Rule
Ship Condition Assessment
As long as ships are operated properly and
the actual state of a shiprsquos structures and
equipment are monitored and inspections
and maintenance are carried out in a time-
ly manner ships can be kept in good con-
dition and continue to operate safely
Ships undergo periodical inspections in order to
con1047297rm their compliance with the technical rules and
regulations laid out by international conventions and
classi1047297cation societies However these inspections are
only meant to ensure that the ship satis1047297es certain
standards of soundness and comply to rule require-
ments Detailed assessment of the shiprsquos condition are
normally not made during such inspections
However such detailed inspections are necessary for
shipowners to effectively maintain ships throughout
their service lives
ClassNKrsquos Condition Assessment Program (CAP)
is a specially developed inspection program that pro-
vides shipowners with information on the condition
of their ship via hull structural strength assessments
fatigue assessments and the results from detailed in-
spections of the hull machinery deck machinery car-
go handling gear etc Undergoing a CAP inspection
provides shipowners the data and tools to develop a
thorough understanding of their shiprsquos condition
CAP consists of two different condition assessment
surveys At the discretion of the owner these two sur-
veys can be conducted independently or in tandem
(1) CAP-HULL
(Condition Assessment for Hull Structures)
(2) CAP-MACHINERY CARGO SYSTEM (Condition Assessment for Machinery and Cargo
Systems)
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(2) CAP-MACHINERY CARGO SYSTEM RATING
(a) Rating Grade 1 ldquoVery Good Conditionrdquo
No performance affecting defects were found dur-
ing the inspections or effectiveness tests of the items
or systems Upkeep records and maintenance practices
are considered to be good There is no need for main-
tenance or repair
(b) Rating Grade 2 ldquoGood Conditionrdquo
Several minor non-performance affecting defects
were found during the inspections or effectiveness tests
of the items or systems Upkeep records and mainte-
nance practices are considered to be adequate There is
no urgent need for maintenance or repair
(c) Rating Grade 3 ldquoSatisfactory Conditionrdquo
Defects were found during the inspections or effec-
tiveness tests of the items or systems but they do not
greatly affect performance Upkeep records and main-
tenance practices meet minimum requirements Some
maintenance work or repairs are necessary
(d) Rate Grade 4 ldquoUnsatisfactory Conditionrdquo
Defects which greatly affect performance were found
during the inspections or effectiveness tests of the items
or system Upkeep records and maintenance practices
are considered to be unsatisfactory
Programme (CAP)
The following detailed assessment results
and related records will accompany theCAP Certi1047297cate
(1) CAP-HULL
(a) Overall Assessment and Assessment of
Hull Strength Study for each structural part
(b) Inspection Report
(c) Fatigue Strength Study Report
(d) Corrosion Protection Assessment
(e) Photographic Report
(f) Plate Thickness Measurement Records
(2) CAP-MACHINERYCARGO SYSTEM
(a) CAP-MACHINERYCARGO
SYSTEM Assessment for each item
(b) Inspection Report
(c) Photographic Report
The Condition Assessment Programme (CAP)
service provided by ClassNK meets the approvalof RightShip (ship vetting company)
When the CAP survey is completed a
CAP Certi1047297cate will be issued showing
the overall rating of the ship (Overall
Rating for CAP-HULL andor CAP-
MACHINERYCARGO SYSTEM)W
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Sample of input screens and calculation screens
Watch
ClassNKs Rule C100 projectplayed an essential part intheir development
New CSR bring changes to ship structural standards
I
ACS made the decision to develop the CSR for bulk
carriers and oil tankers in 2003 Prior to this each
of the IACS member societies had been working in-dependently to improve the safety of ship hull structures
The move to work collectively to improve ship safety was
due in part to the oil spills caused by consecutive tanker
accidents and the sinking of several aging bulk carriers
These accidents drew the attention of the public and the
IMO moved to address these issues The IMO began by
requiring tankers to have double-hulls and enforcing more
stringent inspections of bulk carriers as well as introducing
higher structural strength requirements to address 1047298ooding
accidents Despite these efforts a number of accidents still
occurred Foremost among these were accidents involving
the tankers Erika which sank off the French coast in De-
cember 1999 and Prestige which sank in November 2002
These accidents highlighted the need to improve ship safe-
ty as soon as possible and IACS set out to develop the
CSR in light of these circumstances ClassNK had already
begun working on its own improvements to ship hull safety
when it began work on its Rule C100 project in 1998 It was
only natural then that ClassNK would play a central role
within IACS in the development of the CSR
Prior to the development of the CSR by IACS
various rule-making efforts were underway at a
number of class societies Among IACS mem-
bers Lloyds Register (LR) American Bureau of Shipping
(ABS) and Det Norske Veritas (DNV) jointly started a
program to develop common rules for oil tankers in July
2002 This project was called the LAN project the three
letters being taken from the names of the three societies
On the other side of the world ClassNK China Classi1047297ca-
tion Society (CCS) and the Korean Register of Shipping
(KR) joined together to form the A3 project in September
2002 The A3 project aimed to develop a common set of
guidelines for structural strength based on the results of
the Rule C100 project
Background to the CSR
The CSR - an undertaking ofunprecedented magnitude
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Scantling definition at forward sectionScantling definition for transverse bulkhead
One development that has certainly drawn the attention of the shipping and shipbuilding industriesover the past few years has been the introduction of the IACS Common Structural Rules (CSR) The
CSR represent IACSs greatest undertaking since its founding The CSR are a dramatic achievement
not only in the way they are affecting ship structure and design but in the sense that for the first time
standards have been unified among the class societies Thanks to research and development on Rule
C100 ClassNK was able to play a central role in the development and implementation of the IACS CSR
In Europe public scrutiny of the IMO greatly intensi1047297ed
after the sinking of the Erika and the Prestige The IMO re-
sponded by establishing Goal-Based Standards which are
standards intended to achieve certain goals rather than just
establish certain baselines for safety IACS in turn commit-ted itself to developing the CSR in June 2003 for bulk carri-
ers and oil tankers The CSR represent a single set of rules
covering all aspects of hull structures to be shared among
all of the IACS member societies This was an undertaking
of unprecedented magnitude and certainly one of the larg-
est developments since the founding of IACS
As the development of a set of common rules for
oil tankers was already being undertaken by the
LAN project participants IACS arranged for de-
velopment to continue under a new name the Joint Tanker
Project (JTP) At the same time the A3 project members
joined together with the UNITAS project formed by Bu-
reau Veritas (BV) Registro Italiano Navale (RINA) and
Germanischer Lloyd (GL) to proceed with the develop-
ment of CSR for bulk carriers as part of the Joint Bulker
Project (JBP) in October 2003
ClassNK took a leadership role in the JBP by using the
knowledge gained from ClassNKs Rule C100 project Theresults from the Rule C100 project became a cornerstone
of the CSR for bulk carriers especially with regards to cor-
rosion margins design loads and fatigue strength assess-
ment ClassNKs position as chair of the IACS Hull Panel
helped to further ensure the successful development of the
new CSR
As a result of IACSrsquo energetic approach to common rule
development the CSR for bulk carriers and oil tankers were
adopted unanimously by the IACS Council in December
2005 At that time the two sets of CSR were harmonized
with regards to corrosion margins and ultimate strength in
longitudinal bending but the rules could not be completely
harmonized in other areas such as design loads and fatigue
strength IACS however has made harmonization of the
two sets of rules one of its long term goals and ClassNK is
once again taking a leadership role in this process
ClassNKLeadership and Contribution
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Sample of PrimeShip-HULL (CSR) input screens Output screen of calculation results (Displacement)
CSR Related Services
Vast amount of research data leads to
release of CSR compatible software
To obtain the software contact ClassNK Hull Department
Telephone +81-(0)3-5226-20172018
Fax +81-(0)3-5226-2019
E-mail hldclassnkorjp
For further details on the software contact ClassNK Development Department
Telephone +81-(0)43-294-4970 (dedicated line for PrimeShip-HULL)
Fax +81-(0)43-294-6924
E-mail primeship-hullclassnkorjp
In December 2005 concurrent with the adoption of
the CSR by IACS ClassNK released new rule cal-
culation software allowing for direct strength calcu-
lations using 1047297nite element method (FEM) analysis com-
patible with the new bulk carrier CSR Direct calculation
software for the tanker CSR was released to the public in
June 2006 The software has since been further enhanced
in response to client feedback received since the CSR were
implemented in April 2006 The latest version of the calcu-lation software PrimeShip-HULL (CSR) was released in
September 2007 and not only combines the software for
both the tanker CSR and bulk carrier CSR into a single
software package but also includes a number of improve-
ments to overall usability
PrimeShip-HULL(CSR) consists of two systems the
Rule Calculation System and the Direct Calculation Sys-
tem With the Rule Calculation System users can input hull
cross-section information in to the system and hull cross-
section calculations longitudinal strength calculations
local strength assessments fatigue strength assessments
and buckling strength assessments can be carried out to
obtain data necessary for complying with the CSR The
Direct Calculation System is a tool used to directly carry
out structural analysis via 1047297nite element analysis (FEA)
and strength assessment Assessments of hull structural
strength can be achieved by ensuring that the results from
direct calculations are in line with the CSR requirements
A dedicated web-based support service is also availablefor users of the PrimeShip-HULL(CSR) software system
Service
Based on vast amounts of data accumulated
through research and survey work ClassNK
has developed and released a new software
system PrimeShip-HULL (CSR) for use with
the IACS Common Structural Rules (CSR)
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On 1 March 2008 Noboru Ueda
became the new Chairman
and President of ClassNK
During a press conference held on
6 March he explained his intention
to expand ClassNKrsquos overseas service
network noting in particular his plans
to increase the number of surveyors
and of1047297ces in China He further stated
his intention to strengthen the pres-
ence of ClassNK as the worlds top
classi1047297cation society and to intensify
the Societyrsquos international efforts in-
cluding its activities at IACS and the
IMO ClassNK already works closely
with the China Classi1047297cation Society
(CCS) and Korean Register of Ship-
ping (KR) but Chairman and Presi-
dent Ueda also indicated future plans
Mr Ueda becomes the new Chairman and President of ClassNK
Topics
New Chairman and President Ueda (center) at a press conference on May 6
SEA JAPAN 2008
Notable events in 2008
bull GASTECHBangkok
bull VietShipHanoi
bull CMA ShippingStamford
bull Asia Paci1047297c MaritimeSingaporebull SEA JAPANTokyo
bull ShiptekKochi
bull PosidoniaAthens
bull Asia Maritime and LogisticsKuala Lumpur
bull China (Nangton) International Ship Industry ExpoNantong
bull SMMHamburg
bull Shiport ChinaDalian
bull Seatrade Middle East MaritimeDubai
to more actively exchange views and
work with other classi1047297cation societ-
ies such as those in India Vietnam
Indonesia and Russia in order to
promote stronger ties within the
Asian maritime community
ClassNK participates in numer-
ous international maritime
events each year In 2008 the
Society participated in the following
exhibitions
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Dubai
Kuwait
Alexandria
Jeddah
PiraeusCadiz
Marseille
Antwerp
Lisbon
as Palmas
Copenhagen
Hamburg
Genova
LondonMilford Haven
Amman
Beijing
Ulsan
Hong Kong
Guangzhou
Seoul
TaipeiDhaka
Manila
Haiphong
Bangkok Nha Trang
Jakarta
Kuala Lumpur
Istanbul
Cape Town
Shanghai
Kaohsiung
Dalian
Qingdao
Visakhapatnam
Surabaya
Chennai(Madras)
Mumbai(Bombay)
Melbourne
Fremantle
Oslo
KojeBusan
BatangasCebu
Balikpapan
Miri Kota Kinabalu
SingaporeBatam Johor Bahru
Ho Chi Minh
Durban
Constantza
BarcelonaBilbao
Rotterdam
GdanskNewcastle
TokyoChiba
(Head Office)
Kochi
Zhoushan
Mokpo
Tianjin
World Classwwwclassnkorjp
Plan Approval Center
21 Bulk Carrier
B y the end of August 2008 the ClassNK service network had grown to a total of 104
exclusive service sites This includes 21 service sites in Japan and a total of 83 service
sites in key locations around the world with Kochi in India Tianjin and Zhoushan in
China and Mokpo in Korea being the latest additions In addition to this service network
ClassNK also maintains a total of 21 international committees so that the Society can
exchange information and ideas with maritime leaders throughout the world The Society
established its newest committee the Middle-East Technical Committee at the end of 2007In order to provide better local service customer oriented service ClassNK established
three new plan approval centers in Istanbul Mumbai and Busan in 2008 These centers
join the Societyrsquos existing plan approval centers in Tokyo Singapore and Shanghai allow-
ing plan approvals to be conducted quickly and effectively around the globe
104 Locations NK Now
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Aucklanddney
Brisbane
Buenos Aires
Veracruz
Panama
Norfolk
Rio de JaneiroSantos
New York
Montreal
New Orleans
Los Angeles
Houston
VancouverSeattle
Valparaiso
Guayaquil
Miami
Bulk Carrier 22
A t the end of November 2008 ClassNK had 7017 ships on its register total-
ing some 160522744 gross tons ClassNK is the 1047297rst classi1047297cation society
in the world to surpass the 160 million gross ton mark for tonnage registered un-
der class and ClassNK remains the worldrsquos largest classi1047297cation society in terms
of gross tons On a tonnage basis more than 20 of the worldrsquos 1047298eet is registered
with ClassNK 549 newbuildings totaling 14420125 gross tons were registered
to ClassNK in 2007 surpassing the previous record set in 2006 by more than120000 gross tons When combined with other ships newly registered during the
year a record 584 ships totaling 14978670 gross tons were added to the ClassNK
register in 2007 Due to the large number of newbuildings registered the ClassNK
1047298eet continues to be comparatively young with an average age of 111 years
B ulk carriers account for more than
half of the ClassNK 1047298eet represent-
ing 51 of the register in terms of gross
tons ClassNK also classes the worldrsquos
largest share of bulk carriers - roughly
one-third of the worldrsquos bulk carriers
under class are registered with ClassNKBulk carriers of all sizes are registered
with ClassNK with nearly 75 all post-
Panamaxes and nearly half of all VLOCs
registered with the Society
51 160 Milliongross tons
8162019 Bulk Carrier Pamphlet
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4-7 Kioi-cho Chiyoda-ku Tokyo 102-8567 JAPANTel +81-3-3230-1201 Fax +81-3-5226-2012URL wwwclassnkorjp
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Profound Trust of Clients
During our visit one of the shipyardrsquos executives told
us ldquoWersquove learned a lot of things from ClassNKrdquo
Building a ship is a step-by-step process and you
will 1047297nd ClassNK surveyors offering their support at every
step along the way The advice surveyors provide is indis-
pensable to building better quality ships
The amount of survey work being done by ClassNK sur-
veyors is increasing every year The most obvious reason
for this is the increase in the number of ships being builtto NK class A decade ago the shipyard we visited would
build 15 ships a year but now they are building as many
as 22 ships in the same time span Schedules are tight and
the yard is busy with activity While a bulk carrier is being
assembled in the dry dock blocks are being arranged and
taking up almost all the left over space At the same time
a bulk carrier that was just launched is now alongside the
1047297tting quay its deck a 1047298urry of activity as workers strive to
keep the out1047297tting work on schedule
The schedule of the ClassNK surveyors at the shipyard is
just as busy Ships on the weekly schedule are highlighted
with different colored pens to show which surveyor is in
charge of which ship Survey work starts from very early
in the morning and some surveys can take many hours to
complete There are only a few open spaces on the sched-
ule and even as the demand for surveys increases there is
little room to further streamline the workload An exclu-
sive surveyor in his early thirties working at the yard told us
fervently ldquoI try to concentrate on carrying out each surveyone at a time This helps keep me focused at all timesrdquo A
senior surveyor at the yard added that ClassNK surveyors
are always close by and they observe everything closely
even seemingly minor items emphasizing quality and being
involved with even the smallest details
This thoroughness in carrying out survey work is the
source of the trust that shipyards place in ClassNK allow-
ing them to say with con1047297dence that they rely on ClassNK
surveyors and gladly look to them for advice and support
Feature
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Widening Role of Class Surveyors
Many shipyards already consider ClassNK sur-
veyors to be their trusted advisors A veteran
surveyor told us ldquoCurrently our role as survey-
ors has de1047297nitely expanded to serving as advisors as wellrdquo
The reason for this is that the job of the surveyors is no lon-
ger con1047297ned to just classi1047297cation matters Their work now
also covers ISM Code certi1047297cation and work related to the
ISPS Code As a result of the many marine casualties that
occurred in the 1990s the International Maritime Organi-
zation (IMO) decided to make the ISM Code mandatory
Under the ISM Code shipping companies are required to
establish a Safety Management System (SMS) which must
be certi1047297ed by the 1047298ag state or a recognized organization
working on its behalf This work is often undertaken by
classi1047297cation societies In light of recent terrorist attacks
the IMO has also made the ISPS Code mandatory in order
to increase maritime security Certi1047297cation of shipboard se-
curity systems in line with the ISPS Code is also now a job
undertaken by classi1047297cation societies as recognized organi-
zations of the 1047298ag state At ClassNK many surveyors un-
dergo quali1047297cation training for ISM Code and ISPC Code
related certi1047297cation but for most surveyors this is a job
that is done in addition to their ordinary class survey work
Class surveyors are increasingly working as agents on be-
half of 1047298ag states and this is expanding the scope of each
individual surveyorrsquos work As ClassNK surveyors take on
these roles it is only natural that the shipyards would begin
to look to them as ldquoadvisorsrdquo as well as surveyors
Why ClassNK is Trusted
Both shipyards and ClassNK are dedicated to the
construction of quality ships ClassNKrsquos younger
surveyors often remark that the senior staff stress
the importance of working together with the shipyard and
shipowner and ClassNK surveyors are taught the most ef-
fective ways to promote the construction of quality ships
Veteran experienced senior surveyors work side by side
with younger surveyors and encourage them to join the
shipbuilding effort as part of a team
Trust and con1047297dence are developed through the effective
transfer of technology and a true dedication to quality ser-
vice It is these core principles that ClassNK maintains in
its approach towards class surveys that gives shipyards the
con1047297dence to say ldquoWe want ClassNK to take care of each
and every ship we build at our yardrdquo
Feature
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httpslidepdfcomreaderfullbulk-carrier-pamphlet 724 Bulk Carrier 06
The first bulk carriers built by various Japanese shipyards
Ship Name Completion Shipbuilder DWT Type
Nichiryu Maru 1954 NKK Shimizu 15368 OreBulk
Nikitas Roussos 1960 Shin-MHI Kobe 21110 Bulk
Laconia 1960 Harima SampE 20853 Bulk
Amorgos 1961 IHI Tokyo 22850 Bulk
Bintan Maru 1961 Uraga Dock 15355 Bulk
Moshill 1961 MHI Nagasaki 24717 Bulk
Corsair 1962 MES Tamano 24911 Bulk
Eastern Sakura 75 1962 Hakodate Dock 15700 Log
Fugo Maru 1964 IHI Aioi 34986 Bulk
Arthur Stone 1965 Hitachi Innoshima 39277 Bulk
Aegean Sky 1966 MHI YokohamaHiroshima 40783 Bulk
Source Tsuneo Yoshiki Systematic Survey of the Development of Specialized Shipbuilding Tech-
nologies National Museum of Nature and Science Survey reports on the systemization of
technologies vol 5 2005 p 247
Note Topside tank = upper hopper ballast tank
Until the middle part of the 20th century the cargo
holds of ships carrying dry cargo were generally
partitioned into upper and lower holds This was
convenient for the carriage of cargo in boxes and in bags
and the partitioning deck itself contributed to the strength
of the hull structure Bulk carriers with topside tanks did
not emerge until the 1950s At the time bulk cargo volumes
were increasing and there was a growing need for ships that
could carry loose unpackaged dry cargos
The 1047297rst bulk carrier built in Japan was theNichiryu Maru
a twin engine twin shaft ship 1047297tted with two diesel engines
with a length of 153 metres breadth of 21 metres depth
of 115 metres and a deadweight of 15368 tons The ship
was designed to carry iron ore as its main cargo and was
completed at Nippon Kokanrsquos (NKK)
Shimizu Shipyard in August 1954
After the Nichiryu Maru the con-
struction of bulk carriers to carry coal
and grain became prominent in Japan
around 1960
The table shows the 1047297rst bulk carri-
ers built at several of Japanrsquos leading
shipyards
History and Structure
The Birth of the Bulk Carrier
The first bulk carrier built in Japan - the
Nichiryu Maru Nippon Kokan Shimizu
Shipyard Hull No 110
Rational Structure
The Development of Bulk Carriers
Ship designers often say that the bulk carrier is a ra-
tional structure with a minimal amount of waste
The triangular shaped topside tanks situated under
the main deck and the double bottom and hopper tanks at
the bottom of the ship help to strengthen the hull enabling
the cargo holds to be made larger Furthermore the holdstructure makes it possible for the cargo to be loaded with-
out the need for trimming allowing bulk carriers to carry
large volumes of cargo ef1047297ciently
It is important for ships carrying cargo in bulk to have
as large a hold capacity as possible and current bulk car-
rier designs have been re1047297ned
to meet such objectives Hop-
per tanks not only play a role in
strengthening the hull but they
also make it easier to unloadcargo This multi-functionality
is a perfect example of why the
bulk carrier is considered to be
an extremely rational structure Single-Sided Bulk Carrier
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Acid production process
Coal(self-heating)
Moisture
Condensation
Reacts with sulfur
in coal
Formation of acids
S i d e s h e l l
Sea water
(cool)
History and Structure
The illustration and description be-
low shows a number of areas on bulk
carriers that require special attention
for maintenance and management
A Hatch corners are prone to cracking due to high stresses
on the upper deck the width of the opening and dis-
continuity of the strength properties
B The underside of the topside tank (upper deck) and
lower part of the topside tank are prone to corrosion
C Due to the con1047297gu-
ration of the single
side structure propermaintenance of the
frames inside the hold
is important from a
strength point of view
Once cracks develop
on the frames in the
hold there is a con-
cern that such cracks
may propagate to the
shell plate Frames in
holds are likely to be
damaged during cargo handling and the lower part in
particular is prone to corrosion and high stresses as
well When carrying coal especially the moisture gener-
ated in the holds due to differences in the temperature in
the hold and the surrounding seawater will dissolve the
sulphur in the coal causing a chemical reaction that will
lead to the development of corrosion (see 1047297gure to the
right)D Large stresses will occur at the bilge knuckle There
are two types of knuckles Welded knuckles are better
from a strength point of view but need suf1047297cient care
to maintain the required workmanship In the case of
round knuckles suf1047297cient structural strength is achieved
through the addition of reinforcing stiffeners
E End connecting parts of the side bulkheads are prone
to developing fatigue cracks due to the concentration
of stresses Special attention is necessary for the ballast
holds since larger loads will be generated when ballast
is loaded in the ballast holds
Various Ship Types
B
efore the 1047297rst oil shock as ship sizes increased a
large number of Ore Bulk Oil (OBO) carriers
capable of carrying not only coal and grain butalso iron ore and crude oil were built
After the oil shock crude oil trade volumes decreased
but volumes of iron ore coal and other dry bulk cargo in-
creased and combination carriers gradually became less
and less common Over this same period improvements
in ship design as well as the introduction of high ef1047297cien-
cy propellers made energy ef1047297cient large bulk and ironore carriers more popular As the variety of cargo types
increased and new trade routes developed the structural
con1047297gurations of bulk carriers became more diverse
Bulk carrier under construction
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The key characteristics of each bulk carrier type are shown below
Ore Carriers
bull Due to the high speci1047297c gravity of
the cargo cargo holds are relatively
small and the side tanks are large
bull During the 1970s there were many
combination carriers with side tanks
used as oil tanks but such ships are
seldom seen nowadays
Wooden Chip Carriers
bull Due to the low speci1047297c gravity ofthe cargo cargo holds are deep and
topside tanks are eliminated in or-
der to increase hold volume
bull Care is necessary for the reinforce-
ment of the underside of the upper
deck since deck cranes and belt
conveyors are generally 1047297tted on
deck
bull Lower ballast tanks are prone to
corrosion due to the relatively high-
er temperature of the chip cargo
bull This type of carrier was once con-
sidered to be less versatile but its
use has expanded to include carry-
ing cargos such as soybean meal
Double Side shell Bulk Carriers
bull Due to double side con1047297gura-tion frames inside the hull can be
eliminated This allows the strength
members to be protected from the
corrosive environment of the hold
while also improving cargo han-
dling ef1047297ciency
bull Just as with single sided bulk carri-
ers double hull bulk carriers need
to comply with the common struc-
tural rules
Note) In 2002 requirements for dou-
ble hull bulk carriers were adopted
as mandatory at IMO but in 2004
prior to the rule coming into effect
the rule was changed and became
non-mandatory
Open Hatch Bulk Carriers
bull Wide hatch openings improve cargo
handling ef1047297ciency
bull Possible to load super large size car-
goes
bull Cargoes other than bulk cargo such
as pulp products steel coils and
containers can be carried
Currently bulk carriers are commonly divided into
several standard categories each with their own
popular trade names
bull Handysize Bulk carriers with a deadweight range of
10000 to 50000 tons belong to this catego-
ry The shiprsquos shallow draft allows it to enter
into various ports around the world Smaller
sized vessels below 30000 deadweight tons
are called small handies while vessels of
40000 to 60000 deadweight tons are called
handymaxes
bull Lakesizes Also called Lakers Handysize bulkers with
a deadweight ranging from 20000 to 27000
tons the largest type of bulk carrier that canpass through the St Lawrence Seaway which
calls for a draught of less than 7925 metres
bull Panamax The largest bulk carriers (breadth of about
322 metres) that can pass through the Pan-
ama Canal With a deadweight of around
80000 tons
bull Over-Panamax Bulkers which are wider than Panamaxes
with a deadweight between 80000 and
120000 tons Bulkers with dimensions suit-
able for transiting the new locks of the ex-
panded Panama Canal expansion scheduled
for completion in 2015 are called Post-Pan-
amaxes
bull Capesize Ships with a deadweight of more than
100000 tons and capable of entering the
port at Richards Bay South Africa
bull Dunkerquemax Largest bulk carrier that can enter the port
at Dunkerque France with a deadweight of
about 170000 tonnes
There are other speci1047297c trade names given to some bulker
types that have have been designed and optimized to serve a
speci1047297c port
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Tightening Rule Requirements
Revision to Rules for Bulk Carrier Safety
Bulk Carrier Safety
Towards the end of the 1980s a number of bulk
carriers sank in a series of highly publicized mari-
time incidents In response to these incidents the
IMO adopted a set of amendments called the Enhanced
Survey Programme to the SOLAS Convention in order to
enhance bulk carrier inspection
After the ESP came into force in January 1996 however
the number of accidents did not decrease This led to the
adoption of additional amendments to the SOLAS Con-
vention and the introduction of further safety measures
The new amendments form Chapter XII of the SOLAS
Convention and include new standards for 1047298ooding dam-
age stability and other requirements
In 1998 a new study seeking ways to further improve bulk
carrier safety was initiated under the auspices of the IMO
The study was inspired by the accident report from the
1980 sinking of the bulk carrier Derbyshire and utilized aholistic safety assessment method called the Formal Safety
Assessment (FSA) ClassNK contributed to the study as a
member of the Japanese Government team As a result of
the study after six years of deliberations new amendments
to SOLAS and the Load Line Conventions were adopted
in December 2004 IACS adopted its own additional safety
measures as well
The rules revisions from 1998 onwards are collectively
referred to as Bulk Carrier Safety requirements which re-
sulted in the application of the following safety measures
for bulk carriers
Requirements concerning spare
buoyancy and the strengthening
of hatch covers were implement-
ed as measures against 1047298ooding
of the forward part of the deck
which was thought to be the fun-
damental cause of the sinking
of the Derbyshire Further re-
quirements for the provision of a
1047298ooding warning system (forwardarea and cargo hold) and draining
system were adopted to facilitate
early discovery and action against
1047298ooding
Requirements for a forecastle were implemented in order
to meet the required buoyancy standards during navigation
in heavy weather when the forward part of the ship would
be submerged by waves It was also decided that the 1047297ttings
at the front of the ship should be strengthened to better re-
sist the force of waves and prevent damage to the air pipes
and any 1047298ooding that could result from such damage
Many bulk carriers were believed to have sunk due
to corrosion on the frames inside the holds It
was therefore decided that a permanent means
of access should be provided for spaces that were hard to
access and dif1047297cult to inspect and maintain For existing
ships a review of the strength of hold frames was made
to establish new standard strength criteria and standard
renewal criteria While further safety improvements based
on a double side con1047297guration meant to eliminate hold
frames and free strength members from corrosive environ-
ments were also agreed upon but in the end those mea-sures did not become mandatory
In order to ensure the safety of the crew in the event of an
accident in low temperature water requirements for free-
fall lifeboats and immersion suits for the full shiprsquos comple-
ment were also implemented
History and Structure
Free-fall lifeboats
Immersion suits
Means of access
Double side skinHarmonized notations ampdesign loading conditions
Water level detectors amp pumping arrangements
Bow height amp reserve buoyancyforecastle
Hatch covers and securing mechanisms
Water level detectors
Fore deck fittings
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Common Structural Rules (CSR)
Around the year 2000 while bulk carrier safety dis-
cussions were still ongoing IACS began studying
ways to improve the safety of tanker hull struc-
tures in response to a number of accidents involving oil
tankers At this point investigations into bulk carrier safety
were already well underway and IACS moved to include oil
tankers in its efforts as well In 2003 as the investigations
into bulk carrier safety were coming to a close IACS decid-
ed to proceed with the development of common structural
rules (CSR) for both bulk carriers and oil tankers In so
doing the individual structural rules of each classi1047297cation
society were to be uni1047297ed with the hope of developing a
more rigorous and transparent set of rules
After several years of study and discussions with various
parts of the maritime industry IACS adopted the CSR in
December 2005 for application to new ships contracted af-
ter 1 April 2006
Prior to IACSrsquos descision to develop the CSR ClassNK
was already engaged in its own Rule C100 Project (see page
11 for details) which aimed to develop more rational and
transparent rules for hull structures ClassNK had already
developed advanced structural rules and hull structural
strength assessment methods as part of this project and
consequently ClassNK assumed a leading role in the de-
velopment of the CSR
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The Rule C100 Project sought
answers as to what the most rationalrules for hulls structures should be
and the project aimed to adapt these
answers to all major ship types such
as bulk carriers tankers and con-
tainer ships Determining the wave
loads would be the main prerequisite
to achieve this but it was clear that
it was going to take an incredible
amount of effort and fortitude to
change the wave load parameters that
has been in use until then
Before work began on the Rule
C100 project the ClassNK
rules had been based on re-
search and analysis that re1047298ected the
vast array of survey experience com-
piled by the Society While such rules
were well balanced there was no clear
correspondence between the rules andcertain scienti1047297c concepts and techni-
cal values Despite the magnitude of
the task ahead of them the research-
ers proceeded to establish a higher
dards for the next 100 years as well
Before commencing work
on the Rule C100 Proj-
ect research staff from the
ClassNK Research Institute and the
Development Department began tack-
ling questions such as ldquohow do waves
actually behaverdquo and ldquohow should a
hull structure performrdquo One of the
key factors when developing rules
for hull structures is determining the
wave loads that the ship is expected to
endure and the required dimensions
for hull structures largely depend on
this data It was further decided that
a ships hull should be able to survive
major accidents such as deformation
from unexpectedly large waves and
that a ship should not sink even if
it were to run aground However ifrobustness were the only important
factor the research teams would be
designing something more akin to a
warship than a merchant vessel
The Rule C100 project wasbegun in 1997 with an eye
towards commemorating the
Societyrsquos 100th anniversary in 1999
The project involved participants
from throughout ClassNKrsquos many
departments including staff from the
Development Department Research
Institute Hull Department and Tech-
nical Investigation and Information
Department among others The proj-
ect drew on the combined knowledge
and experience of the entire ClassNK
staff
The purpose of the Rule C100
Project was to completely review
ClassNKrsquos hull structure standards
and contribute to ship safety by de-
veloping a new set of advanced rules
for hull structures The letter ldquoCrdquo was
used because the rules related to hull
structures come under part ldquoCrdquo ofthe ClassNK Rules and the number
ldquo100rdquo stood for the 100 years since
ClassNKrsquos establishment and also
as a challenge to create a set of stan-
When ClassNK commenced work on its Rule C100 Project some
ten years ago it was the largest research and development proj-
ect ever undertaken by the Society This advanced structuralrule development project not only greatly improved ClassNKrsquos
technical capabilities and expertise but also greatly contribut-
ed to the development of the IACS Common Structural Rules
Focus
Rule C100
Technical Challengesand Daring Innovation
Changing the Wave Loads
How Should a HullStructure Perform
Starting From Scratch
8162019 Bulk Carrier Pamphlet
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standard for wave loads
The researchers decided the waveloads for the new rules would be based
on a ship sailing in the North Atlantic
Ocean for 25 years The North Atlan-
tic is well known for boasting some
of the severest natural environmental
conditions to be found in the mari-
time world Specifying the naviga-
tion area as the North Atlantic meant
that researchers had to consider that
waves could come from all directions
and with a wildly changing variety of
lengths and heights Additionally ac-
tual waves are not simple structures
but rather combinations of different
waves with different force compo-
nents A vast amount of calculation
would be necessary in order to faith-
fully represent real world conditions
While proceeding with the vast
calculation work ClassNK
began determining the ef-
fects of wave loads by focusing on the
waves which could severely affect hull
structures The research was an in-credibly rich and dense kind of analy-
sis compiling results from 3-dimen-
sional whole ship structural analysis
long-term stress prediction methods
using statistical analysis for long-
term wave data newly developed ra-
tionalised fatigue strength assessment
methods buckling strength assess-
ment methods and longitudinal ulti-
mate strength analysis methods amid
a wide variety of tests and assess-
ments Furthermore for certain hull
structural members rationalised cor-
rosion margin thickness assessments
derived from the statistical analysis
of plate thickness measurement data
were also included
In the case of fatigue strength it
had been acknowledged that existing
assessment methods could not ad-equately explain the nature of fatigue
damage on actual ships With the
conventional fatigue strength assess-
ment method for welded parts for ex-
ample the effect of structural average
stress would be considered negligible
because of the initial residual stress
but in cases of actual fatigue damage
such effects are anything but negli-
gible This pushed the researchers at
ClassNK to develop a new practical
assessment method The incredibleamount of data that ClassNK had in
its possession greatly contributed to
this development
One of the weaknesses commonly at-
tributed to bulk carriers derives from
the diminution of the hold frames
due to corrosion ClassNK surveyors
have traditionally paid close attention
to the condition of the hold frames
and carried out rigorous inspections
As part of the new Rule C100 project
however a new corrosion model had
to be developed This system would
utilize data taken from actual corrod-
ed samples and would apply statisti-
cal analysis as well as an examination
into how corrosion develops This
research led to the development of a
new rational method for determining
corrosion levels
T
he results of all these efforts be-
came the ldquoTechnical Guidance
on Hull Structural Strength
Assessmentrdquo published by ClassNK
in 1999 The guidance details ap-
proaches to hull structural strength
assessment based on 1047297rst principles
Based on this technical guidance
practical design standards were con-
secutively published starting with the
Guidelines for Tanker Structures in
2001 followed by Guidelines for bulk
carriers in 2002 and container carri-
ers in 2003
The standards and guidelines de-
veloped as a result of the Rule C100project not only greatly contributed to
ClassNK rules but would also serve
as a foundation for the development
of the IACS CSR
A Technical GuidanceBecomes a Design Standard
An Abundance of Datafrom Actual Ships
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Opened in Chiba in March 1993 the ClassNK Research Center combines the research capa-
bilities of the ClassNKs Research Institute formerly based in Mitaka and the computer facilties
from the ClassNK Administration Center in Tokyo into a single state-of-the-art research facility
The ClassNK Research Cen-
ter is equipped with the most
advanced testing facilities
available and its testing laboratory
includes structural testing equipment
electronic microscopes with scanning
capabilities and equipment for oil
analysis among a wide variety of oth-
er testing equipment
The Research Center undertakes a
wide range of the testing activities
that are expected of an international
classi1047297cation society such as large
scale structural analyses research and
development for rules and regulations
in new 1047297elds and analytical stud-
ies of information from NK classed
ships thus playing a central role inthe technical and research activities
of ClassNK
The Research Center consists of the
General Affairs Division Develop-
ment Department Offshore Technol-
ogy Division Research Institute and
the Testing Machine Department
The General Affairs Division takes
care of matters related to human re-
sources general affairs welfare and
budget administration and account-
ing for both the Research Center and
the adjacent Information Center
The Development Department is in
charge of establishing the technical
rules which classi1047297cation surveys etc
are based upon as well as managing
research and development plans The
departments work encompasses the
entire rule making process from de-
vising and compiling of the rules to
their revision and abolishment TheDevelopment Department is made
up of 1047297ve different sections Three of
these sections are rules related sec-
tions and respectively cover the rules
for the hull rules for machinery and
rules for equipment and materials
The remaining two sections are the
Technical Analysis section and Tech-
nical Systems section which jointly
develop waveload analysis and hull
structure analysis systems These sec-
tions utilize these systems as well as a
number of widely available computer
programs to carry out technical cal-
culations
The Offshore Technology Division
engages in the research and study of
new technologies and standards for
offshore development and increased
utilization of the entire ocean
The Research Institute is comprised
of four separate research divisions -the hull related research division the
machinery related research division
the materials and equipment related
research division and the rule related
Report
The ClassNK Research Center
8162019 Bulk Carrier Pamphlet
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research division and their activities
cover a wide range of studies in the
1047297elds of hull structural strength ship
performance out1047297tting and equip-
ment systems to ensure reliability
of the ships and future technology
development among others The Re-
search Institute also coordinates re-
search projects being conducted at
the request of outside bodies
The Testing Machine Department
administers the technical matters
related to the calibration of power
meters used for inspections of single
shaft test facilities value settings of
test pieces used for Charpy impact
test machines and hardness testers
accuracy management for the variousstandard meters used for such testing
and the inspection of testing facilities
for materials for marine and indus-
trial use
The ClassNK Research Insti-
tute has developed a simulation
method capable of realistically
reproducing actual pitting cor-
rosion Research on the con1047297gurationof actual steel members with pitting
corrosion has been carried out and the
simulation method has been con1047297rmed
to effectively produce accurate simula-
tions of pitting corrosion
This simulation method is expandable
and can be used to develop models for
the generation and growth of pitting
corrosion where the time of pit corro-
sion generation and the growth process
of pitting corrosion will depend on the
introduction of probability models Ba-
sically when pitting corrosion grows it
exhibits a conical shape with an average
diameter-depth ratio of 81 This is due
to the fact that as the pitting corrosion
grows peripheral areas of the pit will
smoothen and the rate of corrosion in
terms of depth will diminish and this
slowing eventually reaches a constantstate of slow corrosion This slowing
phenomenon is an important part of the
simulation model
By conducting strength assessments of
the steel members in the states of cor-
rosion reproduced by this simulation
method it is possible to further study the
relationship between the state of corro-
sion and member strength Furthermore
it was discovered that a dimensional ef-
fect of pitting corrosion on steel mem-
bers is evident when the dimensions are
small but when the dimensions become
relatively large (500mm times 500mm) such
effects become negligible
Pitting Corrosion Simulation
8162019 Bulk Carrier Pamphlet
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AT
he results of the assessment are provided by as-
signing an accurate rating for each survey item
The de1047297nition of each rating is shown below
(1) CAP-HULL RATING
(a) Rating Level l ldquoVery Good Conditionrdquo
Compared to either the condition at the start of ser-
vice or the scantling dimensions required by the current
rules in force only super1047297cial deterioration was found
on the item during inspection andor measurement
There is no need for maintenance or repair
(b) Rating Level 2 ldquoGood Conditionrdquo
Minor defects which do not require corrections or re-
pairs were found on items during inspection andor all
plate thickness measurements show substantial margins
over the maximum permissible diminution standard
speci1047297ed by class requirements
(c) Rating Level 3 ldquoSatisfactory Conditionrdquo
Defects which do not require urgent corrections or re-
pairs were found or while a fair amount of corrosion
was found the plate thickness is above the maximum
permissible diminution standard speci1047297ed by class re-
quirements
(d) Rating Level 4 ldquoUnsatisfactory Conditionrdquo
One or more defects that prevent the ship from meeting
class requirements were found on items during inspec-
tion and measurement or plate thickness in a number
of areas does not conform to the maximum permissible
diminution standard speci1047297ed by class requirements
Rule
Ship Condition Assessment
As long as ships are operated properly and
the actual state of a shiprsquos structures and
equipment are monitored and inspections
and maintenance are carried out in a time-
ly manner ships can be kept in good con-
dition and continue to operate safely
Ships undergo periodical inspections in order to
con1047297rm their compliance with the technical rules and
regulations laid out by international conventions and
classi1047297cation societies However these inspections are
only meant to ensure that the ship satis1047297es certain
standards of soundness and comply to rule require-
ments Detailed assessment of the shiprsquos condition are
normally not made during such inspections
However such detailed inspections are necessary for
shipowners to effectively maintain ships throughout
their service lives
ClassNKrsquos Condition Assessment Program (CAP)
is a specially developed inspection program that pro-
vides shipowners with information on the condition
of their ship via hull structural strength assessments
fatigue assessments and the results from detailed in-
spections of the hull machinery deck machinery car-
go handling gear etc Undergoing a CAP inspection
provides shipowners the data and tools to develop a
thorough understanding of their shiprsquos condition
CAP consists of two different condition assessment
surveys At the discretion of the owner these two sur-
veys can be conducted independently or in tandem
(1) CAP-HULL
(Condition Assessment for Hull Structures)
(2) CAP-MACHINERY CARGO SYSTEM (Condition Assessment for Machinery and Cargo
Systems)
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(2) CAP-MACHINERY CARGO SYSTEM RATING
(a) Rating Grade 1 ldquoVery Good Conditionrdquo
No performance affecting defects were found dur-
ing the inspections or effectiveness tests of the items
or systems Upkeep records and maintenance practices
are considered to be good There is no need for main-
tenance or repair
(b) Rating Grade 2 ldquoGood Conditionrdquo
Several minor non-performance affecting defects
were found during the inspections or effectiveness tests
of the items or systems Upkeep records and mainte-
nance practices are considered to be adequate There is
no urgent need for maintenance or repair
(c) Rating Grade 3 ldquoSatisfactory Conditionrdquo
Defects were found during the inspections or effec-
tiveness tests of the items or systems but they do not
greatly affect performance Upkeep records and main-
tenance practices meet minimum requirements Some
maintenance work or repairs are necessary
(d) Rate Grade 4 ldquoUnsatisfactory Conditionrdquo
Defects which greatly affect performance were found
during the inspections or effectiveness tests of the items
or system Upkeep records and maintenance practices
are considered to be unsatisfactory
Programme (CAP)
The following detailed assessment results
and related records will accompany theCAP Certi1047297cate
(1) CAP-HULL
(a) Overall Assessment and Assessment of
Hull Strength Study for each structural part
(b) Inspection Report
(c) Fatigue Strength Study Report
(d) Corrosion Protection Assessment
(e) Photographic Report
(f) Plate Thickness Measurement Records
(2) CAP-MACHINERYCARGO SYSTEM
(a) CAP-MACHINERYCARGO
SYSTEM Assessment for each item
(b) Inspection Report
(c) Photographic Report
The Condition Assessment Programme (CAP)
service provided by ClassNK meets the approvalof RightShip (ship vetting company)
When the CAP survey is completed a
CAP Certi1047297cate will be issued showing
the overall rating of the ship (Overall
Rating for CAP-HULL andor CAP-
MACHINERYCARGO SYSTEM)W
8162019 Bulk Carrier Pamphlet
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Sample of input screens and calculation screens
Watch
ClassNKs Rule C100 projectplayed an essential part intheir development
New CSR bring changes to ship structural standards
I
ACS made the decision to develop the CSR for bulk
carriers and oil tankers in 2003 Prior to this each
of the IACS member societies had been working in-dependently to improve the safety of ship hull structures
The move to work collectively to improve ship safety was
due in part to the oil spills caused by consecutive tanker
accidents and the sinking of several aging bulk carriers
These accidents drew the attention of the public and the
IMO moved to address these issues The IMO began by
requiring tankers to have double-hulls and enforcing more
stringent inspections of bulk carriers as well as introducing
higher structural strength requirements to address 1047298ooding
accidents Despite these efforts a number of accidents still
occurred Foremost among these were accidents involving
the tankers Erika which sank off the French coast in De-
cember 1999 and Prestige which sank in November 2002
These accidents highlighted the need to improve ship safe-
ty as soon as possible and IACS set out to develop the
CSR in light of these circumstances ClassNK had already
begun working on its own improvements to ship hull safety
when it began work on its Rule C100 project in 1998 It was
only natural then that ClassNK would play a central role
within IACS in the development of the CSR
Prior to the development of the CSR by IACS
various rule-making efforts were underway at a
number of class societies Among IACS mem-
bers Lloyds Register (LR) American Bureau of Shipping
(ABS) and Det Norske Veritas (DNV) jointly started a
program to develop common rules for oil tankers in July
2002 This project was called the LAN project the three
letters being taken from the names of the three societies
On the other side of the world ClassNK China Classi1047297ca-
tion Society (CCS) and the Korean Register of Shipping
(KR) joined together to form the A3 project in September
2002 The A3 project aimed to develop a common set of
guidelines for structural strength based on the results of
the Rule C100 project
Background to the CSR
The CSR - an undertaking ofunprecedented magnitude
8162019 Bulk Carrier Pamphlet
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Scantling definition at forward sectionScantling definition for transverse bulkhead
One development that has certainly drawn the attention of the shipping and shipbuilding industriesover the past few years has been the introduction of the IACS Common Structural Rules (CSR) The
CSR represent IACSs greatest undertaking since its founding The CSR are a dramatic achievement
not only in the way they are affecting ship structure and design but in the sense that for the first time
standards have been unified among the class societies Thanks to research and development on Rule
C100 ClassNK was able to play a central role in the development and implementation of the IACS CSR
In Europe public scrutiny of the IMO greatly intensi1047297ed
after the sinking of the Erika and the Prestige The IMO re-
sponded by establishing Goal-Based Standards which are
standards intended to achieve certain goals rather than just
establish certain baselines for safety IACS in turn commit-ted itself to developing the CSR in June 2003 for bulk carri-
ers and oil tankers The CSR represent a single set of rules
covering all aspects of hull structures to be shared among
all of the IACS member societies This was an undertaking
of unprecedented magnitude and certainly one of the larg-
est developments since the founding of IACS
As the development of a set of common rules for
oil tankers was already being undertaken by the
LAN project participants IACS arranged for de-
velopment to continue under a new name the Joint Tanker
Project (JTP) At the same time the A3 project members
joined together with the UNITAS project formed by Bu-
reau Veritas (BV) Registro Italiano Navale (RINA) and
Germanischer Lloyd (GL) to proceed with the develop-
ment of CSR for bulk carriers as part of the Joint Bulker
Project (JBP) in October 2003
ClassNK took a leadership role in the JBP by using the
knowledge gained from ClassNKs Rule C100 project Theresults from the Rule C100 project became a cornerstone
of the CSR for bulk carriers especially with regards to cor-
rosion margins design loads and fatigue strength assess-
ment ClassNKs position as chair of the IACS Hull Panel
helped to further ensure the successful development of the
new CSR
As a result of IACSrsquo energetic approach to common rule
development the CSR for bulk carriers and oil tankers were
adopted unanimously by the IACS Council in December
2005 At that time the two sets of CSR were harmonized
with regards to corrosion margins and ultimate strength in
longitudinal bending but the rules could not be completely
harmonized in other areas such as design loads and fatigue
strength IACS however has made harmonization of the
two sets of rules one of its long term goals and ClassNK is
once again taking a leadership role in this process
ClassNKLeadership and Contribution
8162019 Bulk Carrier Pamphlet
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Sample of PrimeShip-HULL (CSR) input screens Output screen of calculation results (Displacement)
CSR Related Services
Vast amount of research data leads to
release of CSR compatible software
To obtain the software contact ClassNK Hull Department
Telephone +81-(0)3-5226-20172018
Fax +81-(0)3-5226-2019
E-mail hldclassnkorjp
For further details on the software contact ClassNK Development Department
Telephone +81-(0)43-294-4970 (dedicated line for PrimeShip-HULL)
Fax +81-(0)43-294-6924
E-mail primeship-hullclassnkorjp
In December 2005 concurrent with the adoption of
the CSR by IACS ClassNK released new rule cal-
culation software allowing for direct strength calcu-
lations using 1047297nite element method (FEM) analysis com-
patible with the new bulk carrier CSR Direct calculation
software for the tanker CSR was released to the public in
June 2006 The software has since been further enhanced
in response to client feedback received since the CSR were
implemented in April 2006 The latest version of the calcu-lation software PrimeShip-HULL (CSR) was released in
September 2007 and not only combines the software for
both the tanker CSR and bulk carrier CSR into a single
software package but also includes a number of improve-
ments to overall usability
PrimeShip-HULL(CSR) consists of two systems the
Rule Calculation System and the Direct Calculation Sys-
tem With the Rule Calculation System users can input hull
cross-section information in to the system and hull cross-
section calculations longitudinal strength calculations
local strength assessments fatigue strength assessments
and buckling strength assessments can be carried out to
obtain data necessary for complying with the CSR The
Direct Calculation System is a tool used to directly carry
out structural analysis via 1047297nite element analysis (FEA)
and strength assessment Assessments of hull structural
strength can be achieved by ensuring that the results from
direct calculations are in line with the CSR requirements
A dedicated web-based support service is also availablefor users of the PrimeShip-HULL(CSR) software system
Service
Based on vast amounts of data accumulated
through research and survey work ClassNK
has developed and released a new software
system PrimeShip-HULL (CSR) for use with
the IACS Common Structural Rules (CSR)
8162019 Bulk Carrier Pamphlet
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On 1 March 2008 Noboru Ueda
became the new Chairman
and President of ClassNK
During a press conference held on
6 March he explained his intention
to expand ClassNKrsquos overseas service
network noting in particular his plans
to increase the number of surveyors
and of1047297ces in China He further stated
his intention to strengthen the pres-
ence of ClassNK as the worlds top
classi1047297cation society and to intensify
the Societyrsquos international efforts in-
cluding its activities at IACS and the
IMO ClassNK already works closely
with the China Classi1047297cation Society
(CCS) and Korean Register of Ship-
ping (KR) but Chairman and Presi-
dent Ueda also indicated future plans
Mr Ueda becomes the new Chairman and President of ClassNK
Topics
New Chairman and President Ueda (center) at a press conference on May 6
SEA JAPAN 2008
Notable events in 2008
bull GASTECHBangkok
bull VietShipHanoi
bull CMA ShippingStamford
bull Asia Paci1047297c MaritimeSingaporebull SEA JAPANTokyo
bull ShiptekKochi
bull PosidoniaAthens
bull Asia Maritime and LogisticsKuala Lumpur
bull China (Nangton) International Ship Industry ExpoNantong
bull SMMHamburg
bull Shiport ChinaDalian
bull Seatrade Middle East MaritimeDubai
to more actively exchange views and
work with other classi1047297cation societ-
ies such as those in India Vietnam
Indonesia and Russia in order to
promote stronger ties within the
Asian maritime community
ClassNK participates in numer-
ous international maritime
events each year In 2008 the
Society participated in the following
exhibitions
8162019 Bulk Carrier Pamphlet
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Dubai
Kuwait
Alexandria
Jeddah
PiraeusCadiz
Marseille
Antwerp
Lisbon
as Palmas
Copenhagen
Hamburg
Genova
LondonMilford Haven
Amman
Beijing
Ulsan
Hong Kong
Guangzhou
Seoul
TaipeiDhaka
Manila
Haiphong
Bangkok Nha Trang
Jakarta
Kuala Lumpur
Istanbul
Cape Town
Shanghai
Kaohsiung
Dalian
Qingdao
Visakhapatnam
Surabaya
Chennai(Madras)
Mumbai(Bombay)
Melbourne
Fremantle
Oslo
KojeBusan
BatangasCebu
Balikpapan
Miri Kota Kinabalu
SingaporeBatam Johor Bahru
Ho Chi Minh
Durban
Constantza
BarcelonaBilbao
Rotterdam
GdanskNewcastle
TokyoChiba
(Head Office)
Kochi
Zhoushan
Mokpo
Tianjin
World Classwwwclassnkorjp
Plan Approval Center
21 Bulk Carrier
B y the end of August 2008 the ClassNK service network had grown to a total of 104
exclusive service sites This includes 21 service sites in Japan and a total of 83 service
sites in key locations around the world with Kochi in India Tianjin and Zhoushan in
China and Mokpo in Korea being the latest additions In addition to this service network
ClassNK also maintains a total of 21 international committees so that the Society can
exchange information and ideas with maritime leaders throughout the world The Society
established its newest committee the Middle-East Technical Committee at the end of 2007In order to provide better local service customer oriented service ClassNK established
three new plan approval centers in Istanbul Mumbai and Busan in 2008 These centers
join the Societyrsquos existing plan approval centers in Tokyo Singapore and Shanghai allow-
ing plan approvals to be conducted quickly and effectively around the globe
104 Locations NK Now
8162019 Bulk Carrier Pamphlet
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Aucklanddney
Brisbane
Buenos Aires
Veracruz
Panama
Norfolk
Rio de JaneiroSantos
New York
Montreal
New Orleans
Los Angeles
Houston
VancouverSeattle
Valparaiso
Guayaquil
Miami
Bulk Carrier 22
A t the end of November 2008 ClassNK had 7017 ships on its register total-
ing some 160522744 gross tons ClassNK is the 1047297rst classi1047297cation society
in the world to surpass the 160 million gross ton mark for tonnage registered un-
der class and ClassNK remains the worldrsquos largest classi1047297cation society in terms
of gross tons On a tonnage basis more than 20 of the worldrsquos 1047298eet is registered
with ClassNK 549 newbuildings totaling 14420125 gross tons were registered
to ClassNK in 2007 surpassing the previous record set in 2006 by more than120000 gross tons When combined with other ships newly registered during the
year a record 584 ships totaling 14978670 gross tons were added to the ClassNK
register in 2007 Due to the large number of newbuildings registered the ClassNK
1047298eet continues to be comparatively young with an average age of 111 years
B ulk carriers account for more than
half of the ClassNK 1047298eet represent-
ing 51 of the register in terms of gross
tons ClassNK also classes the worldrsquos
largest share of bulk carriers - roughly
one-third of the worldrsquos bulk carriers
under class are registered with ClassNKBulk carriers of all sizes are registered
with ClassNK with nearly 75 all post-
Panamaxes and nearly half of all VLOCs
registered with the Society
51 160 Milliongross tons
8162019 Bulk Carrier Pamphlet
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4-7 Kioi-cho Chiyoda-ku Tokyo 102-8567 JAPANTel +81-3-3230-1201 Fax +81-3-5226-2012URL wwwclassnkorjp
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 62405 Bulk Carrier
Widening Role of Class Surveyors
Many shipyards already consider ClassNK sur-
veyors to be their trusted advisors A veteran
surveyor told us ldquoCurrently our role as survey-
ors has de1047297nitely expanded to serving as advisors as wellrdquo
The reason for this is that the job of the surveyors is no lon-
ger con1047297ned to just classi1047297cation matters Their work now
also covers ISM Code certi1047297cation and work related to the
ISPS Code As a result of the many marine casualties that
occurred in the 1990s the International Maritime Organi-
zation (IMO) decided to make the ISM Code mandatory
Under the ISM Code shipping companies are required to
establish a Safety Management System (SMS) which must
be certi1047297ed by the 1047298ag state or a recognized organization
working on its behalf This work is often undertaken by
classi1047297cation societies In light of recent terrorist attacks
the IMO has also made the ISPS Code mandatory in order
to increase maritime security Certi1047297cation of shipboard se-
curity systems in line with the ISPS Code is also now a job
undertaken by classi1047297cation societies as recognized organi-
zations of the 1047298ag state At ClassNK many surveyors un-
dergo quali1047297cation training for ISM Code and ISPC Code
related certi1047297cation but for most surveyors this is a job
that is done in addition to their ordinary class survey work
Class surveyors are increasingly working as agents on be-
half of 1047298ag states and this is expanding the scope of each
individual surveyorrsquos work As ClassNK surveyors take on
these roles it is only natural that the shipyards would begin
to look to them as ldquoadvisorsrdquo as well as surveyors
Why ClassNK is Trusted
Both shipyards and ClassNK are dedicated to the
construction of quality ships ClassNKrsquos younger
surveyors often remark that the senior staff stress
the importance of working together with the shipyard and
shipowner and ClassNK surveyors are taught the most ef-
fective ways to promote the construction of quality ships
Veteran experienced senior surveyors work side by side
with younger surveyors and encourage them to join the
shipbuilding effort as part of a team
Trust and con1047297dence are developed through the effective
transfer of technology and a true dedication to quality ser-
vice It is these core principles that ClassNK maintains in
its approach towards class surveys that gives shipyards the
con1047297dence to say ldquoWe want ClassNK to take care of each
and every ship we build at our yardrdquo
Feature
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 724 Bulk Carrier 06
The first bulk carriers built by various Japanese shipyards
Ship Name Completion Shipbuilder DWT Type
Nichiryu Maru 1954 NKK Shimizu 15368 OreBulk
Nikitas Roussos 1960 Shin-MHI Kobe 21110 Bulk
Laconia 1960 Harima SampE 20853 Bulk
Amorgos 1961 IHI Tokyo 22850 Bulk
Bintan Maru 1961 Uraga Dock 15355 Bulk
Moshill 1961 MHI Nagasaki 24717 Bulk
Corsair 1962 MES Tamano 24911 Bulk
Eastern Sakura 75 1962 Hakodate Dock 15700 Log
Fugo Maru 1964 IHI Aioi 34986 Bulk
Arthur Stone 1965 Hitachi Innoshima 39277 Bulk
Aegean Sky 1966 MHI YokohamaHiroshima 40783 Bulk
Source Tsuneo Yoshiki Systematic Survey of the Development of Specialized Shipbuilding Tech-
nologies National Museum of Nature and Science Survey reports on the systemization of
technologies vol 5 2005 p 247
Note Topside tank = upper hopper ballast tank
Until the middle part of the 20th century the cargo
holds of ships carrying dry cargo were generally
partitioned into upper and lower holds This was
convenient for the carriage of cargo in boxes and in bags
and the partitioning deck itself contributed to the strength
of the hull structure Bulk carriers with topside tanks did
not emerge until the 1950s At the time bulk cargo volumes
were increasing and there was a growing need for ships that
could carry loose unpackaged dry cargos
The 1047297rst bulk carrier built in Japan was theNichiryu Maru
a twin engine twin shaft ship 1047297tted with two diesel engines
with a length of 153 metres breadth of 21 metres depth
of 115 metres and a deadweight of 15368 tons The ship
was designed to carry iron ore as its main cargo and was
completed at Nippon Kokanrsquos (NKK)
Shimizu Shipyard in August 1954
After the Nichiryu Maru the con-
struction of bulk carriers to carry coal
and grain became prominent in Japan
around 1960
The table shows the 1047297rst bulk carri-
ers built at several of Japanrsquos leading
shipyards
History and Structure
The Birth of the Bulk Carrier
The first bulk carrier built in Japan - the
Nichiryu Maru Nippon Kokan Shimizu
Shipyard Hull No 110
Rational Structure
The Development of Bulk Carriers
Ship designers often say that the bulk carrier is a ra-
tional structure with a minimal amount of waste
The triangular shaped topside tanks situated under
the main deck and the double bottom and hopper tanks at
the bottom of the ship help to strengthen the hull enabling
the cargo holds to be made larger Furthermore the holdstructure makes it possible for the cargo to be loaded with-
out the need for trimming allowing bulk carriers to carry
large volumes of cargo ef1047297ciently
It is important for ships carrying cargo in bulk to have
as large a hold capacity as possible and current bulk car-
rier designs have been re1047297ned
to meet such objectives Hop-
per tanks not only play a role in
strengthening the hull but they
also make it easier to unloadcargo This multi-functionality
is a perfect example of why the
bulk carrier is considered to be
an extremely rational structure Single-Sided Bulk Carrier
8162019 Bulk Carrier Pamphlet
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Acid production process
Coal(self-heating)
Moisture
Condensation
Reacts with sulfur
in coal
Formation of acids
S i d e s h e l l
Sea water
(cool)
History and Structure
The illustration and description be-
low shows a number of areas on bulk
carriers that require special attention
for maintenance and management
A Hatch corners are prone to cracking due to high stresses
on the upper deck the width of the opening and dis-
continuity of the strength properties
B The underside of the topside tank (upper deck) and
lower part of the topside tank are prone to corrosion
C Due to the con1047297gu-
ration of the single
side structure propermaintenance of the
frames inside the hold
is important from a
strength point of view
Once cracks develop
on the frames in the
hold there is a con-
cern that such cracks
may propagate to the
shell plate Frames in
holds are likely to be
damaged during cargo handling and the lower part in
particular is prone to corrosion and high stresses as
well When carrying coal especially the moisture gener-
ated in the holds due to differences in the temperature in
the hold and the surrounding seawater will dissolve the
sulphur in the coal causing a chemical reaction that will
lead to the development of corrosion (see 1047297gure to the
right)D Large stresses will occur at the bilge knuckle There
are two types of knuckles Welded knuckles are better
from a strength point of view but need suf1047297cient care
to maintain the required workmanship In the case of
round knuckles suf1047297cient structural strength is achieved
through the addition of reinforcing stiffeners
E End connecting parts of the side bulkheads are prone
to developing fatigue cracks due to the concentration
of stresses Special attention is necessary for the ballast
holds since larger loads will be generated when ballast
is loaded in the ballast holds
Various Ship Types
B
efore the 1047297rst oil shock as ship sizes increased a
large number of Ore Bulk Oil (OBO) carriers
capable of carrying not only coal and grain butalso iron ore and crude oil were built
After the oil shock crude oil trade volumes decreased
but volumes of iron ore coal and other dry bulk cargo in-
creased and combination carriers gradually became less
and less common Over this same period improvements
in ship design as well as the introduction of high ef1047297cien-
cy propellers made energy ef1047297cient large bulk and ironore carriers more popular As the variety of cargo types
increased and new trade routes developed the structural
con1047297gurations of bulk carriers became more diverse
Bulk carrier under construction
8162019 Bulk Carrier Pamphlet
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The key characteristics of each bulk carrier type are shown below
Ore Carriers
bull Due to the high speci1047297c gravity of
the cargo cargo holds are relatively
small and the side tanks are large
bull During the 1970s there were many
combination carriers with side tanks
used as oil tanks but such ships are
seldom seen nowadays
Wooden Chip Carriers
bull Due to the low speci1047297c gravity ofthe cargo cargo holds are deep and
topside tanks are eliminated in or-
der to increase hold volume
bull Care is necessary for the reinforce-
ment of the underside of the upper
deck since deck cranes and belt
conveyors are generally 1047297tted on
deck
bull Lower ballast tanks are prone to
corrosion due to the relatively high-
er temperature of the chip cargo
bull This type of carrier was once con-
sidered to be less versatile but its
use has expanded to include carry-
ing cargos such as soybean meal
Double Side shell Bulk Carriers
bull Due to double side con1047297gura-tion frames inside the hull can be
eliminated This allows the strength
members to be protected from the
corrosive environment of the hold
while also improving cargo han-
dling ef1047297ciency
bull Just as with single sided bulk carri-
ers double hull bulk carriers need
to comply with the common struc-
tural rules
Note) In 2002 requirements for dou-
ble hull bulk carriers were adopted
as mandatory at IMO but in 2004
prior to the rule coming into effect
the rule was changed and became
non-mandatory
Open Hatch Bulk Carriers
bull Wide hatch openings improve cargo
handling ef1047297ciency
bull Possible to load super large size car-
goes
bull Cargoes other than bulk cargo such
as pulp products steel coils and
containers can be carried
Currently bulk carriers are commonly divided into
several standard categories each with their own
popular trade names
bull Handysize Bulk carriers with a deadweight range of
10000 to 50000 tons belong to this catego-
ry The shiprsquos shallow draft allows it to enter
into various ports around the world Smaller
sized vessels below 30000 deadweight tons
are called small handies while vessels of
40000 to 60000 deadweight tons are called
handymaxes
bull Lakesizes Also called Lakers Handysize bulkers with
a deadweight ranging from 20000 to 27000
tons the largest type of bulk carrier that canpass through the St Lawrence Seaway which
calls for a draught of less than 7925 metres
bull Panamax The largest bulk carriers (breadth of about
322 metres) that can pass through the Pan-
ama Canal With a deadweight of around
80000 tons
bull Over-Panamax Bulkers which are wider than Panamaxes
with a deadweight between 80000 and
120000 tons Bulkers with dimensions suit-
able for transiting the new locks of the ex-
panded Panama Canal expansion scheduled
for completion in 2015 are called Post-Pan-
amaxes
bull Capesize Ships with a deadweight of more than
100000 tons and capable of entering the
port at Richards Bay South Africa
bull Dunkerquemax Largest bulk carrier that can enter the port
at Dunkerque France with a deadweight of
about 170000 tonnes
There are other speci1047297c trade names given to some bulker
types that have have been designed and optimized to serve a
speci1047297c port
8162019 Bulk Carrier Pamphlet
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Tightening Rule Requirements
Revision to Rules for Bulk Carrier Safety
Bulk Carrier Safety
Towards the end of the 1980s a number of bulk
carriers sank in a series of highly publicized mari-
time incidents In response to these incidents the
IMO adopted a set of amendments called the Enhanced
Survey Programme to the SOLAS Convention in order to
enhance bulk carrier inspection
After the ESP came into force in January 1996 however
the number of accidents did not decrease This led to the
adoption of additional amendments to the SOLAS Con-
vention and the introduction of further safety measures
The new amendments form Chapter XII of the SOLAS
Convention and include new standards for 1047298ooding dam-
age stability and other requirements
In 1998 a new study seeking ways to further improve bulk
carrier safety was initiated under the auspices of the IMO
The study was inspired by the accident report from the
1980 sinking of the bulk carrier Derbyshire and utilized aholistic safety assessment method called the Formal Safety
Assessment (FSA) ClassNK contributed to the study as a
member of the Japanese Government team As a result of
the study after six years of deliberations new amendments
to SOLAS and the Load Line Conventions were adopted
in December 2004 IACS adopted its own additional safety
measures as well
The rules revisions from 1998 onwards are collectively
referred to as Bulk Carrier Safety requirements which re-
sulted in the application of the following safety measures
for bulk carriers
Requirements concerning spare
buoyancy and the strengthening
of hatch covers were implement-
ed as measures against 1047298ooding
of the forward part of the deck
which was thought to be the fun-
damental cause of the sinking
of the Derbyshire Further re-
quirements for the provision of a
1047298ooding warning system (forwardarea and cargo hold) and draining
system were adopted to facilitate
early discovery and action against
1047298ooding
Requirements for a forecastle were implemented in order
to meet the required buoyancy standards during navigation
in heavy weather when the forward part of the ship would
be submerged by waves It was also decided that the 1047297ttings
at the front of the ship should be strengthened to better re-
sist the force of waves and prevent damage to the air pipes
and any 1047298ooding that could result from such damage
Many bulk carriers were believed to have sunk due
to corrosion on the frames inside the holds It
was therefore decided that a permanent means
of access should be provided for spaces that were hard to
access and dif1047297cult to inspect and maintain For existing
ships a review of the strength of hold frames was made
to establish new standard strength criteria and standard
renewal criteria While further safety improvements based
on a double side con1047297guration meant to eliminate hold
frames and free strength members from corrosive environ-
ments were also agreed upon but in the end those mea-sures did not become mandatory
In order to ensure the safety of the crew in the event of an
accident in low temperature water requirements for free-
fall lifeboats and immersion suits for the full shiprsquos comple-
ment were also implemented
History and Structure
Free-fall lifeboats
Immersion suits
Means of access
Double side skinHarmonized notations ampdesign loading conditions
Water level detectors amp pumping arrangements
Bow height amp reserve buoyancyforecastle
Hatch covers and securing mechanisms
Water level detectors
Fore deck fittings
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Common Structural Rules (CSR)
Around the year 2000 while bulk carrier safety dis-
cussions were still ongoing IACS began studying
ways to improve the safety of tanker hull struc-
tures in response to a number of accidents involving oil
tankers At this point investigations into bulk carrier safety
were already well underway and IACS moved to include oil
tankers in its efforts as well In 2003 as the investigations
into bulk carrier safety were coming to a close IACS decid-
ed to proceed with the development of common structural
rules (CSR) for both bulk carriers and oil tankers In so
doing the individual structural rules of each classi1047297cation
society were to be uni1047297ed with the hope of developing a
more rigorous and transparent set of rules
After several years of study and discussions with various
parts of the maritime industry IACS adopted the CSR in
December 2005 for application to new ships contracted af-
ter 1 April 2006
Prior to IACSrsquos descision to develop the CSR ClassNK
was already engaged in its own Rule C100 Project (see page
11 for details) which aimed to develop more rational and
transparent rules for hull structures ClassNK had already
developed advanced structural rules and hull structural
strength assessment methods as part of this project and
consequently ClassNK assumed a leading role in the de-
velopment of the CSR
8162019 Bulk Carrier Pamphlet
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The Rule C100 Project sought
answers as to what the most rationalrules for hulls structures should be
and the project aimed to adapt these
answers to all major ship types such
as bulk carriers tankers and con-
tainer ships Determining the wave
loads would be the main prerequisite
to achieve this but it was clear that
it was going to take an incredible
amount of effort and fortitude to
change the wave load parameters that
has been in use until then
Before work began on the Rule
C100 project the ClassNK
rules had been based on re-
search and analysis that re1047298ected the
vast array of survey experience com-
piled by the Society While such rules
were well balanced there was no clear
correspondence between the rules andcertain scienti1047297c concepts and techni-
cal values Despite the magnitude of
the task ahead of them the research-
ers proceeded to establish a higher
dards for the next 100 years as well
Before commencing work
on the Rule C100 Proj-
ect research staff from the
ClassNK Research Institute and the
Development Department began tack-
ling questions such as ldquohow do waves
actually behaverdquo and ldquohow should a
hull structure performrdquo One of the
key factors when developing rules
for hull structures is determining the
wave loads that the ship is expected to
endure and the required dimensions
for hull structures largely depend on
this data It was further decided that
a ships hull should be able to survive
major accidents such as deformation
from unexpectedly large waves and
that a ship should not sink even if
it were to run aground However ifrobustness were the only important
factor the research teams would be
designing something more akin to a
warship than a merchant vessel
The Rule C100 project wasbegun in 1997 with an eye
towards commemorating the
Societyrsquos 100th anniversary in 1999
The project involved participants
from throughout ClassNKrsquos many
departments including staff from the
Development Department Research
Institute Hull Department and Tech-
nical Investigation and Information
Department among others The proj-
ect drew on the combined knowledge
and experience of the entire ClassNK
staff
The purpose of the Rule C100
Project was to completely review
ClassNKrsquos hull structure standards
and contribute to ship safety by de-
veloping a new set of advanced rules
for hull structures The letter ldquoCrdquo was
used because the rules related to hull
structures come under part ldquoCrdquo ofthe ClassNK Rules and the number
ldquo100rdquo stood for the 100 years since
ClassNKrsquos establishment and also
as a challenge to create a set of stan-
When ClassNK commenced work on its Rule C100 Project some
ten years ago it was the largest research and development proj-
ect ever undertaken by the Society This advanced structuralrule development project not only greatly improved ClassNKrsquos
technical capabilities and expertise but also greatly contribut-
ed to the development of the IACS Common Structural Rules
Focus
Rule C100
Technical Challengesand Daring Innovation
Changing the Wave Loads
How Should a HullStructure Perform
Starting From Scratch
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standard for wave loads
The researchers decided the waveloads for the new rules would be based
on a ship sailing in the North Atlantic
Ocean for 25 years The North Atlan-
tic is well known for boasting some
of the severest natural environmental
conditions to be found in the mari-
time world Specifying the naviga-
tion area as the North Atlantic meant
that researchers had to consider that
waves could come from all directions
and with a wildly changing variety of
lengths and heights Additionally ac-
tual waves are not simple structures
but rather combinations of different
waves with different force compo-
nents A vast amount of calculation
would be necessary in order to faith-
fully represent real world conditions
While proceeding with the vast
calculation work ClassNK
began determining the ef-
fects of wave loads by focusing on the
waves which could severely affect hull
structures The research was an in-credibly rich and dense kind of analy-
sis compiling results from 3-dimen-
sional whole ship structural analysis
long-term stress prediction methods
using statistical analysis for long-
term wave data newly developed ra-
tionalised fatigue strength assessment
methods buckling strength assess-
ment methods and longitudinal ulti-
mate strength analysis methods amid
a wide variety of tests and assess-
ments Furthermore for certain hull
structural members rationalised cor-
rosion margin thickness assessments
derived from the statistical analysis
of plate thickness measurement data
were also included
In the case of fatigue strength it
had been acknowledged that existing
assessment methods could not ad-equately explain the nature of fatigue
damage on actual ships With the
conventional fatigue strength assess-
ment method for welded parts for ex-
ample the effect of structural average
stress would be considered negligible
because of the initial residual stress
but in cases of actual fatigue damage
such effects are anything but negli-
gible This pushed the researchers at
ClassNK to develop a new practical
assessment method The incredibleamount of data that ClassNK had in
its possession greatly contributed to
this development
One of the weaknesses commonly at-
tributed to bulk carriers derives from
the diminution of the hold frames
due to corrosion ClassNK surveyors
have traditionally paid close attention
to the condition of the hold frames
and carried out rigorous inspections
As part of the new Rule C100 project
however a new corrosion model had
to be developed This system would
utilize data taken from actual corrod-
ed samples and would apply statisti-
cal analysis as well as an examination
into how corrosion develops This
research led to the development of a
new rational method for determining
corrosion levels
T
he results of all these efforts be-
came the ldquoTechnical Guidance
on Hull Structural Strength
Assessmentrdquo published by ClassNK
in 1999 The guidance details ap-
proaches to hull structural strength
assessment based on 1047297rst principles
Based on this technical guidance
practical design standards were con-
secutively published starting with the
Guidelines for Tanker Structures in
2001 followed by Guidelines for bulk
carriers in 2002 and container carri-
ers in 2003
The standards and guidelines de-
veloped as a result of the Rule C100project not only greatly contributed to
ClassNK rules but would also serve
as a foundation for the development
of the IACS CSR
A Technical GuidanceBecomes a Design Standard
An Abundance of Datafrom Actual Ships
8162019 Bulk Carrier Pamphlet
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Opened in Chiba in March 1993 the ClassNK Research Center combines the research capa-
bilities of the ClassNKs Research Institute formerly based in Mitaka and the computer facilties
from the ClassNK Administration Center in Tokyo into a single state-of-the-art research facility
The ClassNK Research Cen-
ter is equipped with the most
advanced testing facilities
available and its testing laboratory
includes structural testing equipment
electronic microscopes with scanning
capabilities and equipment for oil
analysis among a wide variety of oth-
er testing equipment
The Research Center undertakes a
wide range of the testing activities
that are expected of an international
classi1047297cation society such as large
scale structural analyses research and
development for rules and regulations
in new 1047297elds and analytical stud-
ies of information from NK classed
ships thus playing a central role inthe technical and research activities
of ClassNK
The Research Center consists of the
General Affairs Division Develop-
ment Department Offshore Technol-
ogy Division Research Institute and
the Testing Machine Department
The General Affairs Division takes
care of matters related to human re-
sources general affairs welfare and
budget administration and account-
ing for both the Research Center and
the adjacent Information Center
The Development Department is in
charge of establishing the technical
rules which classi1047297cation surveys etc
are based upon as well as managing
research and development plans The
departments work encompasses the
entire rule making process from de-
vising and compiling of the rules to
their revision and abolishment TheDevelopment Department is made
up of 1047297ve different sections Three of
these sections are rules related sec-
tions and respectively cover the rules
for the hull rules for machinery and
rules for equipment and materials
The remaining two sections are the
Technical Analysis section and Tech-
nical Systems section which jointly
develop waveload analysis and hull
structure analysis systems These sec-
tions utilize these systems as well as a
number of widely available computer
programs to carry out technical cal-
culations
The Offshore Technology Division
engages in the research and study of
new technologies and standards for
offshore development and increased
utilization of the entire ocean
The Research Institute is comprised
of four separate research divisions -the hull related research division the
machinery related research division
the materials and equipment related
research division and the rule related
Report
The ClassNK Research Center
8162019 Bulk Carrier Pamphlet
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research division and their activities
cover a wide range of studies in the
1047297elds of hull structural strength ship
performance out1047297tting and equip-
ment systems to ensure reliability
of the ships and future technology
development among others The Re-
search Institute also coordinates re-
search projects being conducted at
the request of outside bodies
The Testing Machine Department
administers the technical matters
related to the calibration of power
meters used for inspections of single
shaft test facilities value settings of
test pieces used for Charpy impact
test machines and hardness testers
accuracy management for the variousstandard meters used for such testing
and the inspection of testing facilities
for materials for marine and indus-
trial use
The ClassNK Research Insti-
tute has developed a simulation
method capable of realistically
reproducing actual pitting cor-
rosion Research on the con1047297gurationof actual steel members with pitting
corrosion has been carried out and the
simulation method has been con1047297rmed
to effectively produce accurate simula-
tions of pitting corrosion
This simulation method is expandable
and can be used to develop models for
the generation and growth of pitting
corrosion where the time of pit corro-
sion generation and the growth process
of pitting corrosion will depend on the
introduction of probability models Ba-
sically when pitting corrosion grows it
exhibits a conical shape with an average
diameter-depth ratio of 81 This is due
to the fact that as the pitting corrosion
grows peripheral areas of the pit will
smoothen and the rate of corrosion in
terms of depth will diminish and this
slowing eventually reaches a constantstate of slow corrosion This slowing
phenomenon is an important part of the
simulation model
By conducting strength assessments of
the steel members in the states of cor-
rosion reproduced by this simulation
method it is possible to further study the
relationship between the state of corro-
sion and member strength Furthermore
it was discovered that a dimensional ef-
fect of pitting corrosion on steel mem-
bers is evident when the dimensions are
small but when the dimensions become
relatively large (500mm times 500mm) such
effects become negligible
Pitting Corrosion Simulation
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AT
he results of the assessment are provided by as-
signing an accurate rating for each survey item
The de1047297nition of each rating is shown below
(1) CAP-HULL RATING
(a) Rating Level l ldquoVery Good Conditionrdquo
Compared to either the condition at the start of ser-
vice or the scantling dimensions required by the current
rules in force only super1047297cial deterioration was found
on the item during inspection andor measurement
There is no need for maintenance or repair
(b) Rating Level 2 ldquoGood Conditionrdquo
Minor defects which do not require corrections or re-
pairs were found on items during inspection andor all
plate thickness measurements show substantial margins
over the maximum permissible diminution standard
speci1047297ed by class requirements
(c) Rating Level 3 ldquoSatisfactory Conditionrdquo
Defects which do not require urgent corrections or re-
pairs were found or while a fair amount of corrosion
was found the plate thickness is above the maximum
permissible diminution standard speci1047297ed by class re-
quirements
(d) Rating Level 4 ldquoUnsatisfactory Conditionrdquo
One or more defects that prevent the ship from meeting
class requirements were found on items during inspec-
tion and measurement or plate thickness in a number
of areas does not conform to the maximum permissible
diminution standard speci1047297ed by class requirements
Rule
Ship Condition Assessment
As long as ships are operated properly and
the actual state of a shiprsquos structures and
equipment are monitored and inspections
and maintenance are carried out in a time-
ly manner ships can be kept in good con-
dition and continue to operate safely
Ships undergo periodical inspections in order to
con1047297rm their compliance with the technical rules and
regulations laid out by international conventions and
classi1047297cation societies However these inspections are
only meant to ensure that the ship satis1047297es certain
standards of soundness and comply to rule require-
ments Detailed assessment of the shiprsquos condition are
normally not made during such inspections
However such detailed inspections are necessary for
shipowners to effectively maintain ships throughout
their service lives
ClassNKrsquos Condition Assessment Program (CAP)
is a specially developed inspection program that pro-
vides shipowners with information on the condition
of their ship via hull structural strength assessments
fatigue assessments and the results from detailed in-
spections of the hull machinery deck machinery car-
go handling gear etc Undergoing a CAP inspection
provides shipowners the data and tools to develop a
thorough understanding of their shiprsquos condition
CAP consists of two different condition assessment
surveys At the discretion of the owner these two sur-
veys can be conducted independently or in tandem
(1) CAP-HULL
(Condition Assessment for Hull Structures)
(2) CAP-MACHINERY CARGO SYSTEM (Condition Assessment for Machinery and Cargo
Systems)
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(2) CAP-MACHINERY CARGO SYSTEM RATING
(a) Rating Grade 1 ldquoVery Good Conditionrdquo
No performance affecting defects were found dur-
ing the inspections or effectiveness tests of the items
or systems Upkeep records and maintenance practices
are considered to be good There is no need for main-
tenance or repair
(b) Rating Grade 2 ldquoGood Conditionrdquo
Several minor non-performance affecting defects
were found during the inspections or effectiveness tests
of the items or systems Upkeep records and mainte-
nance practices are considered to be adequate There is
no urgent need for maintenance or repair
(c) Rating Grade 3 ldquoSatisfactory Conditionrdquo
Defects were found during the inspections or effec-
tiveness tests of the items or systems but they do not
greatly affect performance Upkeep records and main-
tenance practices meet minimum requirements Some
maintenance work or repairs are necessary
(d) Rate Grade 4 ldquoUnsatisfactory Conditionrdquo
Defects which greatly affect performance were found
during the inspections or effectiveness tests of the items
or system Upkeep records and maintenance practices
are considered to be unsatisfactory
Programme (CAP)
The following detailed assessment results
and related records will accompany theCAP Certi1047297cate
(1) CAP-HULL
(a) Overall Assessment and Assessment of
Hull Strength Study for each structural part
(b) Inspection Report
(c) Fatigue Strength Study Report
(d) Corrosion Protection Assessment
(e) Photographic Report
(f) Plate Thickness Measurement Records
(2) CAP-MACHINERYCARGO SYSTEM
(a) CAP-MACHINERYCARGO
SYSTEM Assessment for each item
(b) Inspection Report
(c) Photographic Report
The Condition Assessment Programme (CAP)
service provided by ClassNK meets the approvalof RightShip (ship vetting company)
When the CAP survey is completed a
CAP Certi1047297cate will be issued showing
the overall rating of the ship (Overall
Rating for CAP-HULL andor CAP-
MACHINERYCARGO SYSTEM)W
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Sample of input screens and calculation screens
Watch
ClassNKs Rule C100 projectplayed an essential part intheir development
New CSR bring changes to ship structural standards
I
ACS made the decision to develop the CSR for bulk
carriers and oil tankers in 2003 Prior to this each
of the IACS member societies had been working in-dependently to improve the safety of ship hull structures
The move to work collectively to improve ship safety was
due in part to the oil spills caused by consecutive tanker
accidents and the sinking of several aging bulk carriers
These accidents drew the attention of the public and the
IMO moved to address these issues The IMO began by
requiring tankers to have double-hulls and enforcing more
stringent inspections of bulk carriers as well as introducing
higher structural strength requirements to address 1047298ooding
accidents Despite these efforts a number of accidents still
occurred Foremost among these were accidents involving
the tankers Erika which sank off the French coast in De-
cember 1999 and Prestige which sank in November 2002
These accidents highlighted the need to improve ship safe-
ty as soon as possible and IACS set out to develop the
CSR in light of these circumstances ClassNK had already
begun working on its own improvements to ship hull safety
when it began work on its Rule C100 project in 1998 It was
only natural then that ClassNK would play a central role
within IACS in the development of the CSR
Prior to the development of the CSR by IACS
various rule-making efforts were underway at a
number of class societies Among IACS mem-
bers Lloyds Register (LR) American Bureau of Shipping
(ABS) and Det Norske Veritas (DNV) jointly started a
program to develop common rules for oil tankers in July
2002 This project was called the LAN project the three
letters being taken from the names of the three societies
On the other side of the world ClassNK China Classi1047297ca-
tion Society (CCS) and the Korean Register of Shipping
(KR) joined together to form the A3 project in September
2002 The A3 project aimed to develop a common set of
guidelines for structural strength based on the results of
the Rule C100 project
Background to the CSR
The CSR - an undertaking ofunprecedented magnitude
8162019 Bulk Carrier Pamphlet
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Scantling definition at forward sectionScantling definition for transverse bulkhead
One development that has certainly drawn the attention of the shipping and shipbuilding industriesover the past few years has been the introduction of the IACS Common Structural Rules (CSR) The
CSR represent IACSs greatest undertaking since its founding The CSR are a dramatic achievement
not only in the way they are affecting ship structure and design but in the sense that for the first time
standards have been unified among the class societies Thanks to research and development on Rule
C100 ClassNK was able to play a central role in the development and implementation of the IACS CSR
In Europe public scrutiny of the IMO greatly intensi1047297ed
after the sinking of the Erika and the Prestige The IMO re-
sponded by establishing Goal-Based Standards which are
standards intended to achieve certain goals rather than just
establish certain baselines for safety IACS in turn commit-ted itself to developing the CSR in June 2003 for bulk carri-
ers and oil tankers The CSR represent a single set of rules
covering all aspects of hull structures to be shared among
all of the IACS member societies This was an undertaking
of unprecedented magnitude and certainly one of the larg-
est developments since the founding of IACS
As the development of a set of common rules for
oil tankers was already being undertaken by the
LAN project participants IACS arranged for de-
velopment to continue under a new name the Joint Tanker
Project (JTP) At the same time the A3 project members
joined together with the UNITAS project formed by Bu-
reau Veritas (BV) Registro Italiano Navale (RINA) and
Germanischer Lloyd (GL) to proceed with the develop-
ment of CSR for bulk carriers as part of the Joint Bulker
Project (JBP) in October 2003
ClassNK took a leadership role in the JBP by using the
knowledge gained from ClassNKs Rule C100 project Theresults from the Rule C100 project became a cornerstone
of the CSR for bulk carriers especially with regards to cor-
rosion margins design loads and fatigue strength assess-
ment ClassNKs position as chair of the IACS Hull Panel
helped to further ensure the successful development of the
new CSR
As a result of IACSrsquo energetic approach to common rule
development the CSR for bulk carriers and oil tankers were
adopted unanimously by the IACS Council in December
2005 At that time the two sets of CSR were harmonized
with regards to corrosion margins and ultimate strength in
longitudinal bending but the rules could not be completely
harmonized in other areas such as design loads and fatigue
strength IACS however has made harmonization of the
two sets of rules one of its long term goals and ClassNK is
once again taking a leadership role in this process
ClassNKLeadership and Contribution
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Sample of PrimeShip-HULL (CSR) input screens Output screen of calculation results (Displacement)
CSR Related Services
Vast amount of research data leads to
release of CSR compatible software
To obtain the software contact ClassNK Hull Department
Telephone +81-(0)3-5226-20172018
Fax +81-(0)3-5226-2019
E-mail hldclassnkorjp
For further details on the software contact ClassNK Development Department
Telephone +81-(0)43-294-4970 (dedicated line for PrimeShip-HULL)
Fax +81-(0)43-294-6924
E-mail primeship-hullclassnkorjp
In December 2005 concurrent with the adoption of
the CSR by IACS ClassNK released new rule cal-
culation software allowing for direct strength calcu-
lations using 1047297nite element method (FEM) analysis com-
patible with the new bulk carrier CSR Direct calculation
software for the tanker CSR was released to the public in
June 2006 The software has since been further enhanced
in response to client feedback received since the CSR were
implemented in April 2006 The latest version of the calcu-lation software PrimeShip-HULL (CSR) was released in
September 2007 and not only combines the software for
both the tanker CSR and bulk carrier CSR into a single
software package but also includes a number of improve-
ments to overall usability
PrimeShip-HULL(CSR) consists of two systems the
Rule Calculation System and the Direct Calculation Sys-
tem With the Rule Calculation System users can input hull
cross-section information in to the system and hull cross-
section calculations longitudinal strength calculations
local strength assessments fatigue strength assessments
and buckling strength assessments can be carried out to
obtain data necessary for complying with the CSR The
Direct Calculation System is a tool used to directly carry
out structural analysis via 1047297nite element analysis (FEA)
and strength assessment Assessments of hull structural
strength can be achieved by ensuring that the results from
direct calculations are in line with the CSR requirements
A dedicated web-based support service is also availablefor users of the PrimeShip-HULL(CSR) software system
Service
Based on vast amounts of data accumulated
through research and survey work ClassNK
has developed and released a new software
system PrimeShip-HULL (CSR) for use with
the IACS Common Structural Rules (CSR)
8162019 Bulk Carrier Pamphlet
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On 1 March 2008 Noboru Ueda
became the new Chairman
and President of ClassNK
During a press conference held on
6 March he explained his intention
to expand ClassNKrsquos overseas service
network noting in particular his plans
to increase the number of surveyors
and of1047297ces in China He further stated
his intention to strengthen the pres-
ence of ClassNK as the worlds top
classi1047297cation society and to intensify
the Societyrsquos international efforts in-
cluding its activities at IACS and the
IMO ClassNK already works closely
with the China Classi1047297cation Society
(CCS) and Korean Register of Ship-
ping (KR) but Chairman and Presi-
dent Ueda also indicated future plans
Mr Ueda becomes the new Chairman and President of ClassNK
Topics
New Chairman and President Ueda (center) at a press conference on May 6
SEA JAPAN 2008
Notable events in 2008
bull GASTECHBangkok
bull VietShipHanoi
bull CMA ShippingStamford
bull Asia Paci1047297c MaritimeSingaporebull SEA JAPANTokyo
bull ShiptekKochi
bull PosidoniaAthens
bull Asia Maritime and LogisticsKuala Lumpur
bull China (Nangton) International Ship Industry ExpoNantong
bull SMMHamburg
bull Shiport ChinaDalian
bull Seatrade Middle East MaritimeDubai
to more actively exchange views and
work with other classi1047297cation societ-
ies such as those in India Vietnam
Indonesia and Russia in order to
promote stronger ties within the
Asian maritime community
ClassNK participates in numer-
ous international maritime
events each year In 2008 the
Society participated in the following
exhibitions
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2224
Dubai
Kuwait
Alexandria
Jeddah
PiraeusCadiz
Marseille
Antwerp
Lisbon
as Palmas
Copenhagen
Hamburg
Genova
LondonMilford Haven
Amman
Beijing
Ulsan
Hong Kong
Guangzhou
Seoul
TaipeiDhaka
Manila
Haiphong
Bangkok Nha Trang
Jakarta
Kuala Lumpur
Istanbul
Cape Town
Shanghai
Kaohsiung
Dalian
Qingdao
Visakhapatnam
Surabaya
Chennai(Madras)
Mumbai(Bombay)
Melbourne
Fremantle
Oslo
KojeBusan
BatangasCebu
Balikpapan
Miri Kota Kinabalu
SingaporeBatam Johor Bahru
Ho Chi Minh
Durban
Constantza
BarcelonaBilbao
Rotterdam
GdanskNewcastle
TokyoChiba
(Head Office)
Kochi
Zhoushan
Mokpo
Tianjin
World Classwwwclassnkorjp
Plan Approval Center
21 Bulk Carrier
B y the end of August 2008 the ClassNK service network had grown to a total of 104
exclusive service sites This includes 21 service sites in Japan and a total of 83 service
sites in key locations around the world with Kochi in India Tianjin and Zhoushan in
China and Mokpo in Korea being the latest additions In addition to this service network
ClassNK also maintains a total of 21 international committees so that the Society can
exchange information and ideas with maritime leaders throughout the world The Society
established its newest committee the Middle-East Technical Committee at the end of 2007In order to provide better local service customer oriented service ClassNK established
three new plan approval centers in Istanbul Mumbai and Busan in 2008 These centers
join the Societyrsquos existing plan approval centers in Tokyo Singapore and Shanghai allow-
ing plan approvals to be conducted quickly and effectively around the globe
104 Locations NK Now
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Aucklanddney
Brisbane
Buenos Aires
Veracruz
Panama
Norfolk
Rio de JaneiroSantos
New York
Montreal
New Orleans
Los Angeles
Houston
VancouverSeattle
Valparaiso
Guayaquil
Miami
Bulk Carrier 22
A t the end of November 2008 ClassNK had 7017 ships on its register total-
ing some 160522744 gross tons ClassNK is the 1047297rst classi1047297cation society
in the world to surpass the 160 million gross ton mark for tonnage registered un-
der class and ClassNK remains the worldrsquos largest classi1047297cation society in terms
of gross tons On a tonnage basis more than 20 of the worldrsquos 1047298eet is registered
with ClassNK 549 newbuildings totaling 14420125 gross tons were registered
to ClassNK in 2007 surpassing the previous record set in 2006 by more than120000 gross tons When combined with other ships newly registered during the
year a record 584 ships totaling 14978670 gross tons were added to the ClassNK
register in 2007 Due to the large number of newbuildings registered the ClassNK
1047298eet continues to be comparatively young with an average age of 111 years
B ulk carriers account for more than
half of the ClassNK 1047298eet represent-
ing 51 of the register in terms of gross
tons ClassNK also classes the worldrsquos
largest share of bulk carriers - roughly
one-third of the worldrsquos bulk carriers
under class are registered with ClassNKBulk carriers of all sizes are registered
with ClassNK with nearly 75 all post-
Panamaxes and nearly half of all VLOCs
registered with the Society
51 160 Milliongross tons
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2424
4-7 Kioi-cho Chiyoda-ku Tokyo 102-8567 JAPANTel +81-3-3230-1201 Fax +81-3-5226-2012URL wwwclassnkorjp
8162019 Bulk Carrier Pamphlet
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The first bulk carriers built by various Japanese shipyards
Ship Name Completion Shipbuilder DWT Type
Nichiryu Maru 1954 NKK Shimizu 15368 OreBulk
Nikitas Roussos 1960 Shin-MHI Kobe 21110 Bulk
Laconia 1960 Harima SampE 20853 Bulk
Amorgos 1961 IHI Tokyo 22850 Bulk
Bintan Maru 1961 Uraga Dock 15355 Bulk
Moshill 1961 MHI Nagasaki 24717 Bulk
Corsair 1962 MES Tamano 24911 Bulk
Eastern Sakura 75 1962 Hakodate Dock 15700 Log
Fugo Maru 1964 IHI Aioi 34986 Bulk
Arthur Stone 1965 Hitachi Innoshima 39277 Bulk
Aegean Sky 1966 MHI YokohamaHiroshima 40783 Bulk
Source Tsuneo Yoshiki Systematic Survey of the Development of Specialized Shipbuilding Tech-
nologies National Museum of Nature and Science Survey reports on the systemization of
technologies vol 5 2005 p 247
Note Topside tank = upper hopper ballast tank
Until the middle part of the 20th century the cargo
holds of ships carrying dry cargo were generally
partitioned into upper and lower holds This was
convenient for the carriage of cargo in boxes and in bags
and the partitioning deck itself contributed to the strength
of the hull structure Bulk carriers with topside tanks did
not emerge until the 1950s At the time bulk cargo volumes
were increasing and there was a growing need for ships that
could carry loose unpackaged dry cargos
The 1047297rst bulk carrier built in Japan was theNichiryu Maru
a twin engine twin shaft ship 1047297tted with two diesel engines
with a length of 153 metres breadth of 21 metres depth
of 115 metres and a deadweight of 15368 tons The ship
was designed to carry iron ore as its main cargo and was
completed at Nippon Kokanrsquos (NKK)
Shimizu Shipyard in August 1954
After the Nichiryu Maru the con-
struction of bulk carriers to carry coal
and grain became prominent in Japan
around 1960
The table shows the 1047297rst bulk carri-
ers built at several of Japanrsquos leading
shipyards
History and Structure
The Birth of the Bulk Carrier
The first bulk carrier built in Japan - the
Nichiryu Maru Nippon Kokan Shimizu
Shipyard Hull No 110
Rational Structure
The Development of Bulk Carriers
Ship designers often say that the bulk carrier is a ra-
tional structure with a minimal amount of waste
The triangular shaped topside tanks situated under
the main deck and the double bottom and hopper tanks at
the bottom of the ship help to strengthen the hull enabling
the cargo holds to be made larger Furthermore the holdstructure makes it possible for the cargo to be loaded with-
out the need for trimming allowing bulk carriers to carry
large volumes of cargo ef1047297ciently
It is important for ships carrying cargo in bulk to have
as large a hold capacity as possible and current bulk car-
rier designs have been re1047297ned
to meet such objectives Hop-
per tanks not only play a role in
strengthening the hull but they
also make it easier to unloadcargo This multi-functionality
is a perfect example of why the
bulk carrier is considered to be
an extremely rational structure Single-Sided Bulk Carrier
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Acid production process
Coal(self-heating)
Moisture
Condensation
Reacts with sulfur
in coal
Formation of acids
S i d e s h e l l
Sea water
(cool)
History and Structure
The illustration and description be-
low shows a number of areas on bulk
carriers that require special attention
for maintenance and management
A Hatch corners are prone to cracking due to high stresses
on the upper deck the width of the opening and dis-
continuity of the strength properties
B The underside of the topside tank (upper deck) and
lower part of the topside tank are prone to corrosion
C Due to the con1047297gu-
ration of the single
side structure propermaintenance of the
frames inside the hold
is important from a
strength point of view
Once cracks develop
on the frames in the
hold there is a con-
cern that such cracks
may propagate to the
shell plate Frames in
holds are likely to be
damaged during cargo handling and the lower part in
particular is prone to corrosion and high stresses as
well When carrying coal especially the moisture gener-
ated in the holds due to differences in the temperature in
the hold and the surrounding seawater will dissolve the
sulphur in the coal causing a chemical reaction that will
lead to the development of corrosion (see 1047297gure to the
right)D Large stresses will occur at the bilge knuckle There
are two types of knuckles Welded knuckles are better
from a strength point of view but need suf1047297cient care
to maintain the required workmanship In the case of
round knuckles suf1047297cient structural strength is achieved
through the addition of reinforcing stiffeners
E End connecting parts of the side bulkheads are prone
to developing fatigue cracks due to the concentration
of stresses Special attention is necessary for the ballast
holds since larger loads will be generated when ballast
is loaded in the ballast holds
Various Ship Types
B
efore the 1047297rst oil shock as ship sizes increased a
large number of Ore Bulk Oil (OBO) carriers
capable of carrying not only coal and grain butalso iron ore and crude oil were built
After the oil shock crude oil trade volumes decreased
but volumes of iron ore coal and other dry bulk cargo in-
creased and combination carriers gradually became less
and less common Over this same period improvements
in ship design as well as the introduction of high ef1047297cien-
cy propellers made energy ef1047297cient large bulk and ironore carriers more popular As the variety of cargo types
increased and new trade routes developed the structural
con1047297gurations of bulk carriers became more diverse
Bulk carrier under construction
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The key characteristics of each bulk carrier type are shown below
Ore Carriers
bull Due to the high speci1047297c gravity of
the cargo cargo holds are relatively
small and the side tanks are large
bull During the 1970s there were many
combination carriers with side tanks
used as oil tanks but such ships are
seldom seen nowadays
Wooden Chip Carriers
bull Due to the low speci1047297c gravity ofthe cargo cargo holds are deep and
topside tanks are eliminated in or-
der to increase hold volume
bull Care is necessary for the reinforce-
ment of the underside of the upper
deck since deck cranes and belt
conveyors are generally 1047297tted on
deck
bull Lower ballast tanks are prone to
corrosion due to the relatively high-
er temperature of the chip cargo
bull This type of carrier was once con-
sidered to be less versatile but its
use has expanded to include carry-
ing cargos such as soybean meal
Double Side shell Bulk Carriers
bull Due to double side con1047297gura-tion frames inside the hull can be
eliminated This allows the strength
members to be protected from the
corrosive environment of the hold
while also improving cargo han-
dling ef1047297ciency
bull Just as with single sided bulk carri-
ers double hull bulk carriers need
to comply with the common struc-
tural rules
Note) In 2002 requirements for dou-
ble hull bulk carriers were adopted
as mandatory at IMO but in 2004
prior to the rule coming into effect
the rule was changed and became
non-mandatory
Open Hatch Bulk Carriers
bull Wide hatch openings improve cargo
handling ef1047297ciency
bull Possible to load super large size car-
goes
bull Cargoes other than bulk cargo such
as pulp products steel coils and
containers can be carried
Currently bulk carriers are commonly divided into
several standard categories each with their own
popular trade names
bull Handysize Bulk carriers with a deadweight range of
10000 to 50000 tons belong to this catego-
ry The shiprsquos shallow draft allows it to enter
into various ports around the world Smaller
sized vessels below 30000 deadweight tons
are called small handies while vessels of
40000 to 60000 deadweight tons are called
handymaxes
bull Lakesizes Also called Lakers Handysize bulkers with
a deadweight ranging from 20000 to 27000
tons the largest type of bulk carrier that canpass through the St Lawrence Seaway which
calls for a draught of less than 7925 metres
bull Panamax The largest bulk carriers (breadth of about
322 metres) that can pass through the Pan-
ama Canal With a deadweight of around
80000 tons
bull Over-Panamax Bulkers which are wider than Panamaxes
with a deadweight between 80000 and
120000 tons Bulkers with dimensions suit-
able for transiting the new locks of the ex-
panded Panama Canal expansion scheduled
for completion in 2015 are called Post-Pan-
amaxes
bull Capesize Ships with a deadweight of more than
100000 tons and capable of entering the
port at Richards Bay South Africa
bull Dunkerquemax Largest bulk carrier that can enter the port
at Dunkerque France with a deadweight of
about 170000 tonnes
There are other speci1047297c trade names given to some bulker
types that have have been designed and optimized to serve a
speci1047297c port
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Tightening Rule Requirements
Revision to Rules for Bulk Carrier Safety
Bulk Carrier Safety
Towards the end of the 1980s a number of bulk
carriers sank in a series of highly publicized mari-
time incidents In response to these incidents the
IMO adopted a set of amendments called the Enhanced
Survey Programme to the SOLAS Convention in order to
enhance bulk carrier inspection
After the ESP came into force in January 1996 however
the number of accidents did not decrease This led to the
adoption of additional amendments to the SOLAS Con-
vention and the introduction of further safety measures
The new amendments form Chapter XII of the SOLAS
Convention and include new standards for 1047298ooding dam-
age stability and other requirements
In 1998 a new study seeking ways to further improve bulk
carrier safety was initiated under the auspices of the IMO
The study was inspired by the accident report from the
1980 sinking of the bulk carrier Derbyshire and utilized aholistic safety assessment method called the Formal Safety
Assessment (FSA) ClassNK contributed to the study as a
member of the Japanese Government team As a result of
the study after six years of deliberations new amendments
to SOLAS and the Load Line Conventions were adopted
in December 2004 IACS adopted its own additional safety
measures as well
The rules revisions from 1998 onwards are collectively
referred to as Bulk Carrier Safety requirements which re-
sulted in the application of the following safety measures
for bulk carriers
Requirements concerning spare
buoyancy and the strengthening
of hatch covers were implement-
ed as measures against 1047298ooding
of the forward part of the deck
which was thought to be the fun-
damental cause of the sinking
of the Derbyshire Further re-
quirements for the provision of a
1047298ooding warning system (forwardarea and cargo hold) and draining
system were adopted to facilitate
early discovery and action against
1047298ooding
Requirements for a forecastle were implemented in order
to meet the required buoyancy standards during navigation
in heavy weather when the forward part of the ship would
be submerged by waves It was also decided that the 1047297ttings
at the front of the ship should be strengthened to better re-
sist the force of waves and prevent damage to the air pipes
and any 1047298ooding that could result from such damage
Many bulk carriers were believed to have sunk due
to corrosion on the frames inside the holds It
was therefore decided that a permanent means
of access should be provided for spaces that were hard to
access and dif1047297cult to inspect and maintain For existing
ships a review of the strength of hold frames was made
to establish new standard strength criteria and standard
renewal criteria While further safety improvements based
on a double side con1047297guration meant to eliminate hold
frames and free strength members from corrosive environ-
ments were also agreed upon but in the end those mea-sures did not become mandatory
In order to ensure the safety of the crew in the event of an
accident in low temperature water requirements for free-
fall lifeboats and immersion suits for the full shiprsquos comple-
ment were also implemented
History and Structure
Free-fall lifeboats
Immersion suits
Means of access
Double side skinHarmonized notations ampdesign loading conditions
Water level detectors amp pumping arrangements
Bow height amp reserve buoyancyforecastle
Hatch covers and securing mechanisms
Water level detectors
Fore deck fittings
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Common Structural Rules (CSR)
Around the year 2000 while bulk carrier safety dis-
cussions were still ongoing IACS began studying
ways to improve the safety of tanker hull struc-
tures in response to a number of accidents involving oil
tankers At this point investigations into bulk carrier safety
were already well underway and IACS moved to include oil
tankers in its efforts as well In 2003 as the investigations
into bulk carrier safety were coming to a close IACS decid-
ed to proceed with the development of common structural
rules (CSR) for both bulk carriers and oil tankers In so
doing the individual structural rules of each classi1047297cation
society were to be uni1047297ed with the hope of developing a
more rigorous and transparent set of rules
After several years of study and discussions with various
parts of the maritime industry IACS adopted the CSR in
December 2005 for application to new ships contracted af-
ter 1 April 2006
Prior to IACSrsquos descision to develop the CSR ClassNK
was already engaged in its own Rule C100 Project (see page
11 for details) which aimed to develop more rational and
transparent rules for hull structures ClassNK had already
developed advanced structural rules and hull structural
strength assessment methods as part of this project and
consequently ClassNK assumed a leading role in the de-
velopment of the CSR
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 122411 Bulk Carrier
The Rule C100 Project sought
answers as to what the most rationalrules for hulls structures should be
and the project aimed to adapt these
answers to all major ship types such
as bulk carriers tankers and con-
tainer ships Determining the wave
loads would be the main prerequisite
to achieve this but it was clear that
it was going to take an incredible
amount of effort and fortitude to
change the wave load parameters that
has been in use until then
Before work began on the Rule
C100 project the ClassNK
rules had been based on re-
search and analysis that re1047298ected the
vast array of survey experience com-
piled by the Society While such rules
were well balanced there was no clear
correspondence between the rules andcertain scienti1047297c concepts and techni-
cal values Despite the magnitude of
the task ahead of them the research-
ers proceeded to establish a higher
dards for the next 100 years as well
Before commencing work
on the Rule C100 Proj-
ect research staff from the
ClassNK Research Institute and the
Development Department began tack-
ling questions such as ldquohow do waves
actually behaverdquo and ldquohow should a
hull structure performrdquo One of the
key factors when developing rules
for hull structures is determining the
wave loads that the ship is expected to
endure and the required dimensions
for hull structures largely depend on
this data It was further decided that
a ships hull should be able to survive
major accidents such as deformation
from unexpectedly large waves and
that a ship should not sink even if
it were to run aground However ifrobustness were the only important
factor the research teams would be
designing something more akin to a
warship than a merchant vessel
The Rule C100 project wasbegun in 1997 with an eye
towards commemorating the
Societyrsquos 100th anniversary in 1999
The project involved participants
from throughout ClassNKrsquos many
departments including staff from the
Development Department Research
Institute Hull Department and Tech-
nical Investigation and Information
Department among others The proj-
ect drew on the combined knowledge
and experience of the entire ClassNK
staff
The purpose of the Rule C100
Project was to completely review
ClassNKrsquos hull structure standards
and contribute to ship safety by de-
veloping a new set of advanced rules
for hull structures The letter ldquoCrdquo was
used because the rules related to hull
structures come under part ldquoCrdquo ofthe ClassNK Rules and the number
ldquo100rdquo stood for the 100 years since
ClassNKrsquos establishment and also
as a challenge to create a set of stan-
When ClassNK commenced work on its Rule C100 Project some
ten years ago it was the largest research and development proj-
ect ever undertaken by the Society This advanced structuralrule development project not only greatly improved ClassNKrsquos
technical capabilities and expertise but also greatly contribut-
ed to the development of the IACS Common Structural Rules
Focus
Rule C100
Technical Challengesand Daring Innovation
Changing the Wave Loads
How Should a HullStructure Perform
Starting From Scratch
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standard for wave loads
The researchers decided the waveloads for the new rules would be based
on a ship sailing in the North Atlantic
Ocean for 25 years The North Atlan-
tic is well known for boasting some
of the severest natural environmental
conditions to be found in the mari-
time world Specifying the naviga-
tion area as the North Atlantic meant
that researchers had to consider that
waves could come from all directions
and with a wildly changing variety of
lengths and heights Additionally ac-
tual waves are not simple structures
but rather combinations of different
waves with different force compo-
nents A vast amount of calculation
would be necessary in order to faith-
fully represent real world conditions
While proceeding with the vast
calculation work ClassNK
began determining the ef-
fects of wave loads by focusing on the
waves which could severely affect hull
structures The research was an in-credibly rich and dense kind of analy-
sis compiling results from 3-dimen-
sional whole ship structural analysis
long-term stress prediction methods
using statistical analysis for long-
term wave data newly developed ra-
tionalised fatigue strength assessment
methods buckling strength assess-
ment methods and longitudinal ulti-
mate strength analysis methods amid
a wide variety of tests and assess-
ments Furthermore for certain hull
structural members rationalised cor-
rosion margin thickness assessments
derived from the statistical analysis
of plate thickness measurement data
were also included
In the case of fatigue strength it
had been acknowledged that existing
assessment methods could not ad-equately explain the nature of fatigue
damage on actual ships With the
conventional fatigue strength assess-
ment method for welded parts for ex-
ample the effect of structural average
stress would be considered negligible
because of the initial residual stress
but in cases of actual fatigue damage
such effects are anything but negli-
gible This pushed the researchers at
ClassNK to develop a new practical
assessment method The incredibleamount of data that ClassNK had in
its possession greatly contributed to
this development
One of the weaknesses commonly at-
tributed to bulk carriers derives from
the diminution of the hold frames
due to corrosion ClassNK surveyors
have traditionally paid close attention
to the condition of the hold frames
and carried out rigorous inspections
As part of the new Rule C100 project
however a new corrosion model had
to be developed This system would
utilize data taken from actual corrod-
ed samples and would apply statisti-
cal analysis as well as an examination
into how corrosion develops This
research led to the development of a
new rational method for determining
corrosion levels
T
he results of all these efforts be-
came the ldquoTechnical Guidance
on Hull Structural Strength
Assessmentrdquo published by ClassNK
in 1999 The guidance details ap-
proaches to hull structural strength
assessment based on 1047297rst principles
Based on this technical guidance
practical design standards were con-
secutively published starting with the
Guidelines for Tanker Structures in
2001 followed by Guidelines for bulk
carriers in 2002 and container carri-
ers in 2003
The standards and guidelines de-
veloped as a result of the Rule C100project not only greatly contributed to
ClassNK rules but would also serve
as a foundation for the development
of the IACS CSR
A Technical GuidanceBecomes a Design Standard
An Abundance of Datafrom Actual Ships
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Opened in Chiba in March 1993 the ClassNK Research Center combines the research capa-
bilities of the ClassNKs Research Institute formerly based in Mitaka and the computer facilties
from the ClassNK Administration Center in Tokyo into a single state-of-the-art research facility
The ClassNK Research Cen-
ter is equipped with the most
advanced testing facilities
available and its testing laboratory
includes structural testing equipment
electronic microscopes with scanning
capabilities and equipment for oil
analysis among a wide variety of oth-
er testing equipment
The Research Center undertakes a
wide range of the testing activities
that are expected of an international
classi1047297cation society such as large
scale structural analyses research and
development for rules and regulations
in new 1047297elds and analytical stud-
ies of information from NK classed
ships thus playing a central role inthe technical and research activities
of ClassNK
The Research Center consists of the
General Affairs Division Develop-
ment Department Offshore Technol-
ogy Division Research Institute and
the Testing Machine Department
The General Affairs Division takes
care of matters related to human re-
sources general affairs welfare and
budget administration and account-
ing for both the Research Center and
the adjacent Information Center
The Development Department is in
charge of establishing the technical
rules which classi1047297cation surveys etc
are based upon as well as managing
research and development plans The
departments work encompasses the
entire rule making process from de-
vising and compiling of the rules to
their revision and abolishment TheDevelopment Department is made
up of 1047297ve different sections Three of
these sections are rules related sec-
tions and respectively cover the rules
for the hull rules for machinery and
rules for equipment and materials
The remaining two sections are the
Technical Analysis section and Tech-
nical Systems section which jointly
develop waveload analysis and hull
structure analysis systems These sec-
tions utilize these systems as well as a
number of widely available computer
programs to carry out technical cal-
culations
The Offshore Technology Division
engages in the research and study of
new technologies and standards for
offshore development and increased
utilization of the entire ocean
The Research Institute is comprised
of four separate research divisions -the hull related research division the
machinery related research division
the materials and equipment related
research division and the rule related
Report
The ClassNK Research Center
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research division and their activities
cover a wide range of studies in the
1047297elds of hull structural strength ship
performance out1047297tting and equip-
ment systems to ensure reliability
of the ships and future technology
development among others The Re-
search Institute also coordinates re-
search projects being conducted at
the request of outside bodies
The Testing Machine Department
administers the technical matters
related to the calibration of power
meters used for inspections of single
shaft test facilities value settings of
test pieces used for Charpy impact
test machines and hardness testers
accuracy management for the variousstandard meters used for such testing
and the inspection of testing facilities
for materials for marine and indus-
trial use
The ClassNK Research Insti-
tute has developed a simulation
method capable of realistically
reproducing actual pitting cor-
rosion Research on the con1047297gurationof actual steel members with pitting
corrosion has been carried out and the
simulation method has been con1047297rmed
to effectively produce accurate simula-
tions of pitting corrosion
This simulation method is expandable
and can be used to develop models for
the generation and growth of pitting
corrosion where the time of pit corro-
sion generation and the growth process
of pitting corrosion will depend on the
introduction of probability models Ba-
sically when pitting corrosion grows it
exhibits a conical shape with an average
diameter-depth ratio of 81 This is due
to the fact that as the pitting corrosion
grows peripheral areas of the pit will
smoothen and the rate of corrosion in
terms of depth will diminish and this
slowing eventually reaches a constantstate of slow corrosion This slowing
phenomenon is an important part of the
simulation model
By conducting strength assessments of
the steel members in the states of cor-
rosion reproduced by this simulation
method it is possible to further study the
relationship between the state of corro-
sion and member strength Furthermore
it was discovered that a dimensional ef-
fect of pitting corrosion on steel mem-
bers is evident when the dimensions are
small but when the dimensions become
relatively large (500mm times 500mm) such
effects become negligible
Pitting Corrosion Simulation
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AT
he results of the assessment are provided by as-
signing an accurate rating for each survey item
The de1047297nition of each rating is shown below
(1) CAP-HULL RATING
(a) Rating Level l ldquoVery Good Conditionrdquo
Compared to either the condition at the start of ser-
vice or the scantling dimensions required by the current
rules in force only super1047297cial deterioration was found
on the item during inspection andor measurement
There is no need for maintenance or repair
(b) Rating Level 2 ldquoGood Conditionrdquo
Minor defects which do not require corrections or re-
pairs were found on items during inspection andor all
plate thickness measurements show substantial margins
over the maximum permissible diminution standard
speci1047297ed by class requirements
(c) Rating Level 3 ldquoSatisfactory Conditionrdquo
Defects which do not require urgent corrections or re-
pairs were found or while a fair amount of corrosion
was found the plate thickness is above the maximum
permissible diminution standard speci1047297ed by class re-
quirements
(d) Rating Level 4 ldquoUnsatisfactory Conditionrdquo
One or more defects that prevent the ship from meeting
class requirements were found on items during inspec-
tion and measurement or plate thickness in a number
of areas does not conform to the maximum permissible
diminution standard speci1047297ed by class requirements
Rule
Ship Condition Assessment
As long as ships are operated properly and
the actual state of a shiprsquos structures and
equipment are monitored and inspections
and maintenance are carried out in a time-
ly manner ships can be kept in good con-
dition and continue to operate safely
Ships undergo periodical inspections in order to
con1047297rm their compliance with the technical rules and
regulations laid out by international conventions and
classi1047297cation societies However these inspections are
only meant to ensure that the ship satis1047297es certain
standards of soundness and comply to rule require-
ments Detailed assessment of the shiprsquos condition are
normally not made during such inspections
However such detailed inspections are necessary for
shipowners to effectively maintain ships throughout
their service lives
ClassNKrsquos Condition Assessment Program (CAP)
is a specially developed inspection program that pro-
vides shipowners with information on the condition
of their ship via hull structural strength assessments
fatigue assessments and the results from detailed in-
spections of the hull machinery deck machinery car-
go handling gear etc Undergoing a CAP inspection
provides shipowners the data and tools to develop a
thorough understanding of their shiprsquos condition
CAP consists of two different condition assessment
surveys At the discretion of the owner these two sur-
veys can be conducted independently or in tandem
(1) CAP-HULL
(Condition Assessment for Hull Structures)
(2) CAP-MACHINERY CARGO SYSTEM (Condition Assessment for Machinery and Cargo
Systems)
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(2) CAP-MACHINERY CARGO SYSTEM RATING
(a) Rating Grade 1 ldquoVery Good Conditionrdquo
No performance affecting defects were found dur-
ing the inspections or effectiveness tests of the items
or systems Upkeep records and maintenance practices
are considered to be good There is no need for main-
tenance or repair
(b) Rating Grade 2 ldquoGood Conditionrdquo
Several minor non-performance affecting defects
were found during the inspections or effectiveness tests
of the items or systems Upkeep records and mainte-
nance practices are considered to be adequate There is
no urgent need for maintenance or repair
(c) Rating Grade 3 ldquoSatisfactory Conditionrdquo
Defects were found during the inspections or effec-
tiveness tests of the items or systems but they do not
greatly affect performance Upkeep records and main-
tenance practices meet minimum requirements Some
maintenance work or repairs are necessary
(d) Rate Grade 4 ldquoUnsatisfactory Conditionrdquo
Defects which greatly affect performance were found
during the inspections or effectiveness tests of the items
or system Upkeep records and maintenance practices
are considered to be unsatisfactory
Programme (CAP)
The following detailed assessment results
and related records will accompany theCAP Certi1047297cate
(1) CAP-HULL
(a) Overall Assessment and Assessment of
Hull Strength Study for each structural part
(b) Inspection Report
(c) Fatigue Strength Study Report
(d) Corrosion Protection Assessment
(e) Photographic Report
(f) Plate Thickness Measurement Records
(2) CAP-MACHINERYCARGO SYSTEM
(a) CAP-MACHINERYCARGO
SYSTEM Assessment for each item
(b) Inspection Report
(c) Photographic Report
The Condition Assessment Programme (CAP)
service provided by ClassNK meets the approvalof RightShip (ship vetting company)
When the CAP survey is completed a
CAP Certi1047297cate will be issued showing
the overall rating of the ship (Overall
Rating for CAP-HULL andor CAP-
MACHINERYCARGO SYSTEM)W
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Sample of input screens and calculation screens
Watch
ClassNKs Rule C100 projectplayed an essential part intheir development
New CSR bring changes to ship structural standards
I
ACS made the decision to develop the CSR for bulk
carriers and oil tankers in 2003 Prior to this each
of the IACS member societies had been working in-dependently to improve the safety of ship hull structures
The move to work collectively to improve ship safety was
due in part to the oil spills caused by consecutive tanker
accidents and the sinking of several aging bulk carriers
These accidents drew the attention of the public and the
IMO moved to address these issues The IMO began by
requiring tankers to have double-hulls and enforcing more
stringent inspections of bulk carriers as well as introducing
higher structural strength requirements to address 1047298ooding
accidents Despite these efforts a number of accidents still
occurred Foremost among these were accidents involving
the tankers Erika which sank off the French coast in De-
cember 1999 and Prestige which sank in November 2002
These accidents highlighted the need to improve ship safe-
ty as soon as possible and IACS set out to develop the
CSR in light of these circumstances ClassNK had already
begun working on its own improvements to ship hull safety
when it began work on its Rule C100 project in 1998 It was
only natural then that ClassNK would play a central role
within IACS in the development of the CSR
Prior to the development of the CSR by IACS
various rule-making efforts were underway at a
number of class societies Among IACS mem-
bers Lloyds Register (LR) American Bureau of Shipping
(ABS) and Det Norske Veritas (DNV) jointly started a
program to develop common rules for oil tankers in July
2002 This project was called the LAN project the three
letters being taken from the names of the three societies
On the other side of the world ClassNK China Classi1047297ca-
tion Society (CCS) and the Korean Register of Shipping
(KR) joined together to form the A3 project in September
2002 The A3 project aimed to develop a common set of
guidelines for structural strength based on the results of
the Rule C100 project
Background to the CSR
The CSR - an undertaking ofunprecedented magnitude
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Scantling definition at forward sectionScantling definition for transverse bulkhead
One development that has certainly drawn the attention of the shipping and shipbuilding industriesover the past few years has been the introduction of the IACS Common Structural Rules (CSR) The
CSR represent IACSs greatest undertaking since its founding The CSR are a dramatic achievement
not only in the way they are affecting ship structure and design but in the sense that for the first time
standards have been unified among the class societies Thanks to research and development on Rule
C100 ClassNK was able to play a central role in the development and implementation of the IACS CSR
In Europe public scrutiny of the IMO greatly intensi1047297ed
after the sinking of the Erika and the Prestige The IMO re-
sponded by establishing Goal-Based Standards which are
standards intended to achieve certain goals rather than just
establish certain baselines for safety IACS in turn commit-ted itself to developing the CSR in June 2003 for bulk carri-
ers and oil tankers The CSR represent a single set of rules
covering all aspects of hull structures to be shared among
all of the IACS member societies This was an undertaking
of unprecedented magnitude and certainly one of the larg-
est developments since the founding of IACS
As the development of a set of common rules for
oil tankers was already being undertaken by the
LAN project participants IACS arranged for de-
velopment to continue under a new name the Joint Tanker
Project (JTP) At the same time the A3 project members
joined together with the UNITAS project formed by Bu-
reau Veritas (BV) Registro Italiano Navale (RINA) and
Germanischer Lloyd (GL) to proceed with the develop-
ment of CSR for bulk carriers as part of the Joint Bulker
Project (JBP) in October 2003
ClassNK took a leadership role in the JBP by using the
knowledge gained from ClassNKs Rule C100 project Theresults from the Rule C100 project became a cornerstone
of the CSR for bulk carriers especially with regards to cor-
rosion margins design loads and fatigue strength assess-
ment ClassNKs position as chair of the IACS Hull Panel
helped to further ensure the successful development of the
new CSR
As a result of IACSrsquo energetic approach to common rule
development the CSR for bulk carriers and oil tankers were
adopted unanimously by the IACS Council in December
2005 At that time the two sets of CSR were harmonized
with regards to corrosion margins and ultimate strength in
longitudinal bending but the rules could not be completely
harmonized in other areas such as design loads and fatigue
strength IACS however has made harmonization of the
two sets of rules one of its long term goals and ClassNK is
once again taking a leadership role in this process
ClassNKLeadership and Contribution
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Sample of PrimeShip-HULL (CSR) input screens Output screen of calculation results (Displacement)
CSR Related Services
Vast amount of research data leads to
release of CSR compatible software
To obtain the software contact ClassNK Hull Department
Telephone +81-(0)3-5226-20172018
Fax +81-(0)3-5226-2019
E-mail hldclassnkorjp
For further details on the software contact ClassNK Development Department
Telephone +81-(0)43-294-4970 (dedicated line for PrimeShip-HULL)
Fax +81-(0)43-294-6924
E-mail primeship-hullclassnkorjp
In December 2005 concurrent with the adoption of
the CSR by IACS ClassNK released new rule cal-
culation software allowing for direct strength calcu-
lations using 1047297nite element method (FEM) analysis com-
patible with the new bulk carrier CSR Direct calculation
software for the tanker CSR was released to the public in
June 2006 The software has since been further enhanced
in response to client feedback received since the CSR were
implemented in April 2006 The latest version of the calcu-lation software PrimeShip-HULL (CSR) was released in
September 2007 and not only combines the software for
both the tanker CSR and bulk carrier CSR into a single
software package but also includes a number of improve-
ments to overall usability
PrimeShip-HULL(CSR) consists of two systems the
Rule Calculation System and the Direct Calculation Sys-
tem With the Rule Calculation System users can input hull
cross-section information in to the system and hull cross-
section calculations longitudinal strength calculations
local strength assessments fatigue strength assessments
and buckling strength assessments can be carried out to
obtain data necessary for complying with the CSR The
Direct Calculation System is a tool used to directly carry
out structural analysis via 1047297nite element analysis (FEA)
and strength assessment Assessments of hull structural
strength can be achieved by ensuring that the results from
direct calculations are in line with the CSR requirements
A dedicated web-based support service is also availablefor users of the PrimeShip-HULL(CSR) software system
Service
Based on vast amounts of data accumulated
through research and survey work ClassNK
has developed and released a new software
system PrimeShip-HULL (CSR) for use with
the IACS Common Structural Rules (CSR)
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On 1 March 2008 Noboru Ueda
became the new Chairman
and President of ClassNK
During a press conference held on
6 March he explained his intention
to expand ClassNKrsquos overseas service
network noting in particular his plans
to increase the number of surveyors
and of1047297ces in China He further stated
his intention to strengthen the pres-
ence of ClassNK as the worlds top
classi1047297cation society and to intensify
the Societyrsquos international efforts in-
cluding its activities at IACS and the
IMO ClassNK already works closely
with the China Classi1047297cation Society
(CCS) and Korean Register of Ship-
ping (KR) but Chairman and Presi-
dent Ueda also indicated future plans
Mr Ueda becomes the new Chairman and President of ClassNK
Topics
New Chairman and President Ueda (center) at a press conference on May 6
SEA JAPAN 2008
Notable events in 2008
bull GASTECHBangkok
bull VietShipHanoi
bull CMA ShippingStamford
bull Asia Paci1047297c MaritimeSingaporebull SEA JAPANTokyo
bull ShiptekKochi
bull PosidoniaAthens
bull Asia Maritime and LogisticsKuala Lumpur
bull China (Nangton) International Ship Industry ExpoNantong
bull SMMHamburg
bull Shiport ChinaDalian
bull Seatrade Middle East MaritimeDubai
to more actively exchange views and
work with other classi1047297cation societ-
ies such as those in India Vietnam
Indonesia and Russia in order to
promote stronger ties within the
Asian maritime community
ClassNK participates in numer-
ous international maritime
events each year In 2008 the
Society participated in the following
exhibitions
8162019 Bulk Carrier Pamphlet
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Dubai
Kuwait
Alexandria
Jeddah
PiraeusCadiz
Marseille
Antwerp
Lisbon
as Palmas
Copenhagen
Hamburg
Genova
LondonMilford Haven
Amman
Beijing
Ulsan
Hong Kong
Guangzhou
Seoul
TaipeiDhaka
Manila
Haiphong
Bangkok Nha Trang
Jakarta
Kuala Lumpur
Istanbul
Cape Town
Shanghai
Kaohsiung
Dalian
Qingdao
Visakhapatnam
Surabaya
Chennai(Madras)
Mumbai(Bombay)
Melbourne
Fremantle
Oslo
KojeBusan
BatangasCebu
Balikpapan
Miri Kota Kinabalu
SingaporeBatam Johor Bahru
Ho Chi Minh
Durban
Constantza
BarcelonaBilbao
Rotterdam
GdanskNewcastle
TokyoChiba
(Head Office)
Kochi
Zhoushan
Mokpo
Tianjin
World Classwwwclassnkorjp
Plan Approval Center
21 Bulk Carrier
B y the end of August 2008 the ClassNK service network had grown to a total of 104
exclusive service sites This includes 21 service sites in Japan and a total of 83 service
sites in key locations around the world with Kochi in India Tianjin and Zhoushan in
China and Mokpo in Korea being the latest additions In addition to this service network
ClassNK also maintains a total of 21 international committees so that the Society can
exchange information and ideas with maritime leaders throughout the world The Society
established its newest committee the Middle-East Technical Committee at the end of 2007In order to provide better local service customer oriented service ClassNK established
three new plan approval centers in Istanbul Mumbai and Busan in 2008 These centers
join the Societyrsquos existing plan approval centers in Tokyo Singapore and Shanghai allow-
ing plan approvals to be conducted quickly and effectively around the globe
104 Locations NK Now
8162019 Bulk Carrier Pamphlet
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Aucklanddney
Brisbane
Buenos Aires
Veracruz
Panama
Norfolk
Rio de JaneiroSantos
New York
Montreal
New Orleans
Los Angeles
Houston
VancouverSeattle
Valparaiso
Guayaquil
Miami
Bulk Carrier 22
A t the end of November 2008 ClassNK had 7017 ships on its register total-
ing some 160522744 gross tons ClassNK is the 1047297rst classi1047297cation society
in the world to surpass the 160 million gross ton mark for tonnage registered un-
der class and ClassNK remains the worldrsquos largest classi1047297cation society in terms
of gross tons On a tonnage basis more than 20 of the worldrsquos 1047298eet is registered
with ClassNK 549 newbuildings totaling 14420125 gross tons were registered
to ClassNK in 2007 surpassing the previous record set in 2006 by more than120000 gross tons When combined with other ships newly registered during the
year a record 584 ships totaling 14978670 gross tons were added to the ClassNK
register in 2007 Due to the large number of newbuildings registered the ClassNK
1047298eet continues to be comparatively young with an average age of 111 years
B ulk carriers account for more than
half of the ClassNK 1047298eet represent-
ing 51 of the register in terms of gross
tons ClassNK also classes the worldrsquos
largest share of bulk carriers - roughly
one-third of the worldrsquos bulk carriers
under class are registered with ClassNKBulk carriers of all sizes are registered
with ClassNK with nearly 75 all post-
Panamaxes and nearly half of all VLOCs
registered with the Society
51 160 Milliongross tons
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2424
4-7 Kioi-cho Chiyoda-ku Tokyo 102-8567 JAPANTel +81-3-3230-1201 Fax +81-3-5226-2012URL wwwclassnkorjp
8162019 Bulk Carrier Pamphlet
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Acid production process
Coal(self-heating)
Moisture
Condensation
Reacts with sulfur
in coal
Formation of acids
S i d e s h e l l
Sea water
(cool)
History and Structure
The illustration and description be-
low shows a number of areas on bulk
carriers that require special attention
for maintenance and management
A Hatch corners are prone to cracking due to high stresses
on the upper deck the width of the opening and dis-
continuity of the strength properties
B The underside of the topside tank (upper deck) and
lower part of the topside tank are prone to corrosion
C Due to the con1047297gu-
ration of the single
side structure propermaintenance of the
frames inside the hold
is important from a
strength point of view
Once cracks develop
on the frames in the
hold there is a con-
cern that such cracks
may propagate to the
shell plate Frames in
holds are likely to be
damaged during cargo handling and the lower part in
particular is prone to corrosion and high stresses as
well When carrying coal especially the moisture gener-
ated in the holds due to differences in the temperature in
the hold and the surrounding seawater will dissolve the
sulphur in the coal causing a chemical reaction that will
lead to the development of corrosion (see 1047297gure to the
right)D Large stresses will occur at the bilge knuckle There
are two types of knuckles Welded knuckles are better
from a strength point of view but need suf1047297cient care
to maintain the required workmanship In the case of
round knuckles suf1047297cient structural strength is achieved
through the addition of reinforcing stiffeners
E End connecting parts of the side bulkheads are prone
to developing fatigue cracks due to the concentration
of stresses Special attention is necessary for the ballast
holds since larger loads will be generated when ballast
is loaded in the ballast holds
Various Ship Types
B
efore the 1047297rst oil shock as ship sizes increased a
large number of Ore Bulk Oil (OBO) carriers
capable of carrying not only coal and grain butalso iron ore and crude oil were built
After the oil shock crude oil trade volumes decreased
but volumes of iron ore coal and other dry bulk cargo in-
creased and combination carriers gradually became less
and less common Over this same period improvements
in ship design as well as the introduction of high ef1047297cien-
cy propellers made energy ef1047297cient large bulk and ironore carriers more popular As the variety of cargo types
increased and new trade routes developed the structural
con1047297gurations of bulk carriers became more diverse
Bulk carrier under construction
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The key characteristics of each bulk carrier type are shown below
Ore Carriers
bull Due to the high speci1047297c gravity of
the cargo cargo holds are relatively
small and the side tanks are large
bull During the 1970s there were many
combination carriers with side tanks
used as oil tanks but such ships are
seldom seen nowadays
Wooden Chip Carriers
bull Due to the low speci1047297c gravity ofthe cargo cargo holds are deep and
topside tanks are eliminated in or-
der to increase hold volume
bull Care is necessary for the reinforce-
ment of the underside of the upper
deck since deck cranes and belt
conveyors are generally 1047297tted on
deck
bull Lower ballast tanks are prone to
corrosion due to the relatively high-
er temperature of the chip cargo
bull This type of carrier was once con-
sidered to be less versatile but its
use has expanded to include carry-
ing cargos such as soybean meal
Double Side shell Bulk Carriers
bull Due to double side con1047297gura-tion frames inside the hull can be
eliminated This allows the strength
members to be protected from the
corrosive environment of the hold
while also improving cargo han-
dling ef1047297ciency
bull Just as with single sided bulk carri-
ers double hull bulk carriers need
to comply with the common struc-
tural rules
Note) In 2002 requirements for dou-
ble hull bulk carriers were adopted
as mandatory at IMO but in 2004
prior to the rule coming into effect
the rule was changed and became
non-mandatory
Open Hatch Bulk Carriers
bull Wide hatch openings improve cargo
handling ef1047297ciency
bull Possible to load super large size car-
goes
bull Cargoes other than bulk cargo such
as pulp products steel coils and
containers can be carried
Currently bulk carriers are commonly divided into
several standard categories each with their own
popular trade names
bull Handysize Bulk carriers with a deadweight range of
10000 to 50000 tons belong to this catego-
ry The shiprsquos shallow draft allows it to enter
into various ports around the world Smaller
sized vessels below 30000 deadweight tons
are called small handies while vessels of
40000 to 60000 deadweight tons are called
handymaxes
bull Lakesizes Also called Lakers Handysize bulkers with
a deadweight ranging from 20000 to 27000
tons the largest type of bulk carrier that canpass through the St Lawrence Seaway which
calls for a draught of less than 7925 metres
bull Panamax The largest bulk carriers (breadth of about
322 metres) that can pass through the Pan-
ama Canal With a deadweight of around
80000 tons
bull Over-Panamax Bulkers which are wider than Panamaxes
with a deadweight between 80000 and
120000 tons Bulkers with dimensions suit-
able for transiting the new locks of the ex-
panded Panama Canal expansion scheduled
for completion in 2015 are called Post-Pan-
amaxes
bull Capesize Ships with a deadweight of more than
100000 tons and capable of entering the
port at Richards Bay South Africa
bull Dunkerquemax Largest bulk carrier that can enter the port
at Dunkerque France with a deadweight of
about 170000 tonnes
There are other speci1047297c trade names given to some bulker
types that have have been designed and optimized to serve a
speci1047297c port
8162019 Bulk Carrier Pamphlet
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Tightening Rule Requirements
Revision to Rules for Bulk Carrier Safety
Bulk Carrier Safety
Towards the end of the 1980s a number of bulk
carriers sank in a series of highly publicized mari-
time incidents In response to these incidents the
IMO adopted a set of amendments called the Enhanced
Survey Programme to the SOLAS Convention in order to
enhance bulk carrier inspection
After the ESP came into force in January 1996 however
the number of accidents did not decrease This led to the
adoption of additional amendments to the SOLAS Con-
vention and the introduction of further safety measures
The new amendments form Chapter XII of the SOLAS
Convention and include new standards for 1047298ooding dam-
age stability and other requirements
In 1998 a new study seeking ways to further improve bulk
carrier safety was initiated under the auspices of the IMO
The study was inspired by the accident report from the
1980 sinking of the bulk carrier Derbyshire and utilized aholistic safety assessment method called the Formal Safety
Assessment (FSA) ClassNK contributed to the study as a
member of the Japanese Government team As a result of
the study after six years of deliberations new amendments
to SOLAS and the Load Line Conventions were adopted
in December 2004 IACS adopted its own additional safety
measures as well
The rules revisions from 1998 onwards are collectively
referred to as Bulk Carrier Safety requirements which re-
sulted in the application of the following safety measures
for bulk carriers
Requirements concerning spare
buoyancy and the strengthening
of hatch covers were implement-
ed as measures against 1047298ooding
of the forward part of the deck
which was thought to be the fun-
damental cause of the sinking
of the Derbyshire Further re-
quirements for the provision of a
1047298ooding warning system (forwardarea and cargo hold) and draining
system were adopted to facilitate
early discovery and action against
1047298ooding
Requirements for a forecastle were implemented in order
to meet the required buoyancy standards during navigation
in heavy weather when the forward part of the ship would
be submerged by waves It was also decided that the 1047297ttings
at the front of the ship should be strengthened to better re-
sist the force of waves and prevent damage to the air pipes
and any 1047298ooding that could result from such damage
Many bulk carriers were believed to have sunk due
to corrosion on the frames inside the holds It
was therefore decided that a permanent means
of access should be provided for spaces that were hard to
access and dif1047297cult to inspect and maintain For existing
ships a review of the strength of hold frames was made
to establish new standard strength criteria and standard
renewal criteria While further safety improvements based
on a double side con1047297guration meant to eliminate hold
frames and free strength members from corrosive environ-
ments were also agreed upon but in the end those mea-sures did not become mandatory
In order to ensure the safety of the crew in the event of an
accident in low temperature water requirements for free-
fall lifeboats and immersion suits for the full shiprsquos comple-
ment were also implemented
History and Structure
Free-fall lifeboats
Immersion suits
Means of access
Double side skinHarmonized notations ampdesign loading conditions
Water level detectors amp pumping arrangements
Bow height amp reserve buoyancyforecastle
Hatch covers and securing mechanisms
Water level detectors
Fore deck fittings
8162019 Bulk Carrier Pamphlet
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Common Structural Rules (CSR)
Around the year 2000 while bulk carrier safety dis-
cussions were still ongoing IACS began studying
ways to improve the safety of tanker hull struc-
tures in response to a number of accidents involving oil
tankers At this point investigations into bulk carrier safety
were already well underway and IACS moved to include oil
tankers in its efforts as well In 2003 as the investigations
into bulk carrier safety were coming to a close IACS decid-
ed to proceed with the development of common structural
rules (CSR) for both bulk carriers and oil tankers In so
doing the individual structural rules of each classi1047297cation
society were to be uni1047297ed with the hope of developing a
more rigorous and transparent set of rules
After several years of study and discussions with various
parts of the maritime industry IACS adopted the CSR in
December 2005 for application to new ships contracted af-
ter 1 April 2006
Prior to IACSrsquos descision to develop the CSR ClassNK
was already engaged in its own Rule C100 Project (see page
11 for details) which aimed to develop more rational and
transparent rules for hull structures ClassNK had already
developed advanced structural rules and hull structural
strength assessment methods as part of this project and
consequently ClassNK assumed a leading role in the de-
velopment of the CSR
8162019 Bulk Carrier Pamphlet
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The Rule C100 Project sought
answers as to what the most rationalrules for hulls structures should be
and the project aimed to adapt these
answers to all major ship types such
as bulk carriers tankers and con-
tainer ships Determining the wave
loads would be the main prerequisite
to achieve this but it was clear that
it was going to take an incredible
amount of effort and fortitude to
change the wave load parameters that
has been in use until then
Before work began on the Rule
C100 project the ClassNK
rules had been based on re-
search and analysis that re1047298ected the
vast array of survey experience com-
piled by the Society While such rules
were well balanced there was no clear
correspondence between the rules andcertain scienti1047297c concepts and techni-
cal values Despite the magnitude of
the task ahead of them the research-
ers proceeded to establish a higher
dards for the next 100 years as well
Before commencing work
on the Rule C100 Proj-
ect research staff from the
ClassNK Research Institute and the
Development Department began tack-
ling questions such as ldquohow do waves
actually behaverdquo and ldquohow should a
hull structure performrdquo One of the
key factors when developing rules
for hull structures is determining the
wave loads that the ship is expected to
endure and the required dimensions
for hull structures largely depend on
this data It was further decided that
a ships hull should be able to survive
major accidents such as deformation
from unexpectedly large waves and
that a ship should not sink even if
it were to run aground However ifrobustness were the only important
factor the research teams would be
designing something more akin to a
warship than a merchant vessel
The Rule C100 project wasbegun in 1997 with an eye
towards commemorating the
Societyrsquos 100th anniversary in 1999
The project involved participants
from throughout ClassNKrsquos many
departments including staff from the
Development Department Research
Institute Hull Department and Tech-
nical Investigation and Information
Department among others The proj-
ect drew on the combined knowledge
and experience of the entire ClassNK
staff
The purpose of the Rule C100
Project was to completely review
ClassNKrsquos hull structure standards
and contribute to ship safety by de-
veloping a new set of advanced rules
for hull structures The letter ldquoCrdquo was
used because the rules related to hull
structures come under part ldquoCrdquo ofthe ClassNK Rules and the number
ldquo100rdquo stood for the 100 years since
ClassNKrsquos establishment and also
as a challenge to create a set of stan-
When ClassNK commenced work on its Rule C100 Project some
ten years ago it was the largest research and development proj-
ect ever undertaken by the Society This advanced structuralrule development project not only greatly improved ClassNKrsquos
technical capabilities and expertise but also greatly contribut-
ed to the development of the IACS Common Structural Rules
Focus
Rule C100
Technical Challengesand Daring Innovation
Changing the Wave Loads
How Should a HullStructure Perform
Starting From Scratch
8162019 Bulk Carrier Pamphlet
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standard for wave loads
The researchers decided the waveloads for the new rules would be based
on a ship sailing in the North Atlantic
Ocean for 25 years The North Atlan-
tic is well known for boasting some
of the severest natural environmental
conditions to be found in the mari-
time world Specifying the naviga-
tion area as the North Atlantic meant
that researchers had to consider that
waves could come from all directions
and with a wildly changing variety of
lengths and heights Additionally ac-
tual waves are not simple structures
but rather combinations of different
waves with different force compo-
nents A vast amount of calculation
would be necessary in order to faith-
fully represent real world conditions
While proceeding with the vast
calculation work ClassNK
began determining the ef-
fects of wave loads by focusing on the
waves which could severely affect hull
structures The research was an in-credibly rich and dense kind of analy-
sis compiling results from 3-dimen-
sional whole ship structural analysis
long-term stress prediction methods
using statistical analysis for long-
term wave data newly developed ra-
tionalised fatigue strength assessment
methods buckling strength assess-
ment methods and longitudinal ulti-
mate strength analysis methods amid
a wide variety of tests and assess-
ments Furthermore for certain hull
structural members rationalised cor-
rosion margin thickness assessments
derived from the statistical analysis
of plate thickness measurement data
were also included
In the case of fatigue strength it
had been acknowledged that existing
assessment methods could not ad-equately explain the nature of fatigue
damage on actual ships With the
conventional fatigue strength assess-
ment method for welded parts for ex-
ample the effect of structural average
stress would be considered negligible
because of the initial residual stress
but in cases of actual fatigue damage
such effects are anything but negli-
gible This pushed the researchers at
ClassNK to develop a new practical
assessment method The incredibleamount of data that ClassNK had in
its possession greatly contributed to
this development
One of the weaknesses commonly at-
tributed to bulk carriers derives from
the diminution of the hold frames
due to corrosion ClassNK surveyors
have traditionally paid close attention
to the condition of the hold frames
and carried out rigorous inspections
As part of the new Rule C100 project
however a new corrosion model had
to be developed This system would
utilize data taken from actual corrod-
ed samples and would apply statisti-
cal analysis as well as an examination
into how corrosion develops This
research led to the development of a
new rational method for determining
corrosion levels
T
he results of all these efforts be-
came the ldquoTechnical Guidance
on Hull Structural Strength
Assessmentrdquo published by ClassNK
in 1999 The guidance details ap-
proaches to hull structural strength
assessment based on 1047297rst principles
Based on this technical guidance
practical design standards were con-
secutively published starting with the
Guidelines for Tanker Structures in
2001 followed by Guidelines for bulk
carriers in 2002 and container carri-
ers in 2003
The standards and guidelines de-
veloped as a result of the Rule C100project not only greatly contributed to
ClassNK rules but would also serve
as a foundation for the development
of the IACS CSR
A Technical GuidanceBecomes a Design Standard
An Abundance of Datafrom Actual Ships
8162019 Bulk Carrier Pamphlet
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Opened in Chiba in March 1993 the ClassNK Research Center combines the research capa-
bilities of the ClassNKs Research Institute formerly based in Mitaka and the computer facilties
from the ClassNK Administration Center in Tokyo into a single state-of-the-art research facility
The ClassNK Research Cen-
ter is equipped with the most
advanced testing facilities
available and its testing laboratory
includes structural testing equipment
electronic microscopes with scanning
capabilities and equipment for oil
analysis among a wide variety of oth-
er testing equipment
The Research Center undertakes a
wide range of the testing activities
that are expected of an international
classi1047297cation society such as large
scale structural analyses research and
development for rules and regulations
in new 1047297elds and analytical stud-
ies of information from NK classed
ships thus playing a central role inthe technical and research activities
of ClassNK
The Research Center consists of the
General Affairs Division Develop-
ment Department Offshore Technol-
ogy Division Research Institute and
the Testing Machine Department
The General Affairs Division takes
care of matters related to human re-
sources general affairs welfare and
budget administration and account-
ing for both the Research Center and
the adjacent Information Center
The Development Department is in
charge of establishing the technical
rules which classi1047297cation surveys etc
are based upon as well as managing
research and development plans The
departments work encompasses the
entire rule making process from de-
vising and compiling of the rules to
their revision and abolishment TheDevelopment Department is made
up of 1047297ve different sections Three of
these sections are rules related sec-
tions and respectively cover the rules
for the hull rules for machinery and
rules for equipment and materials
The remaining two sections are the
Technical Analysis section and Tech-
nical Systems section which jointly
develop waveload analysis and hull
structure analysis systems These sec-
tions utilize these systems as well as a
number of widely available computer
programs to carry out technical cal-
culations
The Offshore Technology Division
engages in the research and study of
new technologies and standards for
offshore development and increased
utilization of the entire ocean
The Research Institute is comprised
of four separate research divisions -the hull related research division the
machinery related research division
the materials and equipment related
research division and the rule related
Report
The ClassNK Research Center
8162019 Bulk Carrier Pamphlet
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research division and their activities
cover a wide range of studies in the
1047297elds of hull structural strength ship
performance out1047297tting and equip-
ment systems to ensure reliability
of the ships and future technology
development among others The Re-
search Institute also coordinates re-
search projects being conducted at
the request of outside bodies
The Testing Machine Department
administers the technical matters
related to the calibration of power
meters used for inspections of single
shaft test facilities value settings of
test pieces used for Charpy impact
test machines and hardness testers
accuracy management for the variousstandard meters used for such testing
and the inspection of testing facilities
for materials for marine and indus-
trial use
The ClassNK Research Insti-
tute has developed a simulation
method capable of realistically
reproducing actual pitting cor-
rosion Research on the con1047297gurationof actual steel members with pitting
corrosion has been carried out and the
simulation method has been con1047297rmed
to effectively produce accurate simula-
tions of pitting corrosion
This simulation method is expandable
and can be used to develop models for
the generation and growth of pitting
corrosion where the time of pit corro-
sion generation and the growth process
of pitting corrosion will depend on the
introduction of probability models Ba-
sically when pitting corrosion grows it
exhibits a conical shape with an average
diameter-depth ratio of 81 This is due
to the fact that as the pitting corrosion
grows peripheral areas of the pit will
smoothen and the rate of corrosion in
terms of depth will diminish and this
slowing eventually reaches a constantstate of slow corrosion This slowing
phenomenon is an important part of the
simulation model
By conducting strength assessments of
the steel members in the states of cor-
rosion reproduced by this simulation
method it is possible to further study the
relationship between the state of corro-
sion and member strength Furthermore
it was discovered that a dimensional ef-
fect of pitting corrosion on steel mem-
bers is evident when the dimensions are
small but when the dimensions become
relatively large (500mm times 500mm) such
effects become negligible
Pitting Corrosion Simulation
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AT
he results of the assessment are provided by as-
signing an accurate rating for each survey item
The de1047297nition of each rating is shown below
(1) CAP-HULL RATING
(a) Rating Level l ldquoVery Good Conditionrdquo
Compared to either the condition at the start of ser-
vice or the scantling dimensions required by the current
rules in force only super1047297cial deterioration was found
on the item during inspection andor measurement
There is no need for maintenance or repair
(b) Rating Level 2 ldquoGood Conditionrdquo
Minor defects which do not require corrections or re-
pairs were found on items during inspection andor all
plate thickness measurements show substantial margins
over the maximum permissible diminution standard
speci1047297ed by class requirements
(c) Rating Level 3 ldquoSatisfactory Conditionrdquo
Defects which do not require urgent corrections or re-
pairs were found or while a fair amount of corrosion
was found the plate thickness is above the maximum
permissible diminution standard speci1047297ed by class re-
quirements
(d) Rating Level 4 ldquoUnsatisfactory Conditionrdquo
One or more defects that prevent the ship from meeting
class requirements were found on items during inspec-
tion and measurement or plate thickness in a number
of areas does not conform to the maximum permissible
diminution standard speci1047297ed by class requirements
Rule
Ship Condition Assessment
As long as ships are operated properly and
the actual state of a shiprsquos structures and
equipment are monitored and inspections
and maintenance are carried out in a time-
ly manner ships can be kept in good con-
dition and continue to operate safely
Ships undergo periodical inspections in order to
con1047297rm their compliance with the technical rules and
regulations laid out by international conventions and
classi1047297cation societies However these inspections are
only meant to ensure that the ship satis1047297es certain
standards of soundness and comply to rule require-
ments Detailed assessment of the shiprsquos condition are
normally not made during such inspections
However such detailed inspections are necessary for
shipowners to effectively maintain ships throughout
their service lives
ClassNKrsquos Condition Assessment Program (CAP)
is a specially developed inspection program that pro-
vides shipowners with information on the condition
of their ship via hull structural strength assessments
fatigue assessments and the results from detailed in-
spections of the hull machinery deck machinery car-
go handling gear etc Undergoing a CAP inspection
provides shipowners the data and tools to develop a
thorough understanding of their shiprsquos condition
CAP consists of two different condition assessment
surveys At the discretion of the owner these two sur-
veys can be conducted independently or in tandem
(1) CAP-HULL
(Condition Assessment for Hull Structures)
(2) CAP-MACHINERY CARGO SYSTEM (Condition Assessment for Machinery and Cargo
Systems)
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(2) CAP-MACHINERY CARGO SYSTEM RATING
(a) Rating Grade 1 ldquoVery Good Conditionrdquo
No performance affecting defects were found dur-
ing the inspections or effectiveness tests of the items
or systems Upkeep records and maintenance practices
are considered to be good There is no need for main-
tenance or repair
(b) Rating Grade 2 ldquoGood Conditionrdquo
Several minor non-performance affecting defects
were found during the inspections or effectiveness tests
of the items or systems Upkeep records and mainte-
nance practices are considered to be adequate There is
no urgent need for maintenance or repair
(c) Rating Grade 3 ldquoSatisfactory Conditionrdquo
Defects were found during the inspections or effec-
tiveness tests of the items or systems but they do not
greatly affect performance Upkeep records and main-
tenance practices meet minimum requirements Some
maintenance work or repairs are necessary
(d) Rate Grade 4 ldquoUnsatisfactory Conditionrdquo
Defects which greatly affect performance were found
during the inspections or effectiveness tests of the items
or system Upkeep records and maintenance practices
are considered to be unsatisfactory
Programme (CAP)
The following detailed assessment results
and related records will accompany theCAP Certi1047297cate
(1) CAP-HULL
(a) Overall Assessment and Assessment of
Hull Strength Study for each structural part
(b) Inspection Report
(c) Fatigue Strength Study Report
(d) Corrosion Protection Assessment
(e) Photographic Report
(f) Plate Thickness Measurement Records
(2) CAP-MACHINERYCARGO SYSTEM
(a) CAP-MACHINERYCARGO
SYSTEM Assessment for each item
(b) Inspection Report
(c) Photographic Report
The Condition Assessment Programme (CAP)
service provided by ClassNK meets the approvalof RightShip (ship vetting company)
When the CAP survey is completed a
CAP Certi1047297cate will be issued showing
the overall rating of the ship (Overall
Rating for CAP-HULL andor CAP-
MACHINERYCARGO SYSTEM)W
8162019 Bulk Carrier Pamphlet
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Sample of input screens and calculation screens
Watch
ClassNKs Rule C100 projectplayed an essential part intheir development
New CSR bring changes to ship structural standards
I
ACS made the decision to develop the CSR for bulk
carriers and oil tankers in 2003 Prior to this each
of the IACS member societies had been working in-dependently to improve the safety of ship hull structures
The move to work collectively to improve ship safety was
due in part to the oil spills caused by consecutive tanker
accidents and the sinking of several aging bulk carriers
These accidents drew the attention of the public and the
IMO moved to address these issues The IMO began by
requiring tankers to have double-hulls and enforcing more
stringent inspections of bulk carriers as well as introducing
higher structural strength requirements to address 1047298ooding
accidents Despite these efforts a number of accidents still
occurred Foremost among these were accidents involving
the tankers Erika which sank off the French coast in De-
cember 1999 and Prestige which sank in November 2002
These accidents highlighted the need to improve ship safe-
ty as soon as possible and IACS set out to develop the
CSR in light of these circumstances ClassNK had already
begun working on its own improvements to ship hull safety
when it began work on its Rule C100 project in 1998 It was
only natural then that ClassNK would play a central role
within IACS in the development of the CSR
Prior to the development of the CSR by IACS
various rule-making efforts were underway at a
number of class societies Among IACS mem-
bers Lloyds Register (LR) American Bureau of Shipping
(ABS) and Det Norske Veritas (DNV) jointly started a
program to develop common rules for oil tankers in July
2002 This project was called the LAN project the three
letters being taken from the names of the three societies
On the other side of the world ClassNK China Classi1047297ca-
tion Society (CCS) and the Korean Register of Shipping
(KR) joined together to form the A3 project in September
2002 The A3 project aimed to develop a common set of
guidelines for structural strength based on the results of
the Rule C100 project
Background to the CSR
The CSR - an undertaking ofunprecedented magnitude
8162019 Bulk Carrier Pamphlet
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Scantling definition at forward sectionScantling definition for transverse bulkhead
One development that has certainly drawn the attention of the shipping and shipbuilding industriesover the past few years has been the introduction of the IACS Common Structural Rules (CSR) The
CSR represent IACSs greatest undertaking since its founding The CSR are a dramatic achievement
not only in the way they are affecting ship structure and design but in the sense that for the first time
standards have been unified among the class societies Thanks to research and development on Rule
C100 ClassNK was able to play a central role in the development and implementation of the IACS CSR
In Europe public scrutiny of the IMO greatly intensi1047297ed
after the sinking of the Erika and the Prestige The IMO re-
sponded by establishing Goal-Based Standards which are
standards intended to achieve certain goals rather than just
establish certain baselines for safety IACS in turn commit-ted itself to developing the CSR in June 2003 for bulk carri-
ers and oil tankers The CSR represent a single set of rules
covering all aspects of hull structures to be shared among
all of the IACS member societies This was an undertaking
of unprecedented magnitude and certainly one of the larg-
est developments since the founding of IACS
As the development of a set of common rules for
oil tankers was already being undertaken by the
LAN project participants IACS arranged for de-
velopment to continue under a new name the Joint Tanker
Project (JTP) At the same time the A3 project members
joined together with the UNITAS project formed by Bu-
reau Veritas (BV) Registro Italiano Navale (RINA) and
Germanischer Lloyd (GL) to proceed with the develop-
ment of CSR for bulk carriers as part of the Joint Bulker
Project (JBP) in October 2003
ClassNK took a leadership role in the JBP by using the
knowledge gained from ClassNKs Rule C100 project Theresults from the Rule C100 project became a cornerstone
of the CSR for bulk carriers especially with regards to cor-
rosion margins design loads and fatigue strength assess-
ment ClassNKs position as chair of the IACS Hull Panel
helped to further ensure the successful development of the
new CSR
As a result of IACSrsquo energetic approach to common rule
development the CSR for bulk carriers and oil tankers were
adopted unanimously by the IACS Council in December
2005 At that time the two sets of CSR were harmonized
with regards to corrosion margins and ultimate strength in
longitudinal bending but the rules could not be completely
harmonized in other areas such as design loads and fatigue
strength IACS however has made harmonization of the
two sets of rules one of its long term goals and ClassNK is
once again taking a leadership role in this process
ClassNKLeadership and Contribution
8162019 Bulk Carrier Pamphlet
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Sample of PrimeShip-HULL (CSR) input screens Output screen of calculation results (Displacement)
CSR Related Services
Vast amount of research data leads to
release of CSR compatible software
To obtain the software contact ClassNK Hull Department
Telephone +81-(0)3-5226-20172018
Fax +81-(0)3-5226-2019
E-mail hldclassnkorjp
For further details on the software contact ClassNK Development Department
Telephone +81-(0)43-294-4970 (dedicated line for PrimeShip-HULL)
Fax +81-(0)43-294-6924
E-mail primeship-hullclassnkorjp
In December 2005 concurrent with the adoption of
the CSR by IACS ClassNK released new rule cal-
culation software allowing for direct strength calcu-
lations using 1047297nite element method (FEM) analysis com-
patible with the new bulk carrier CSR Direct calculation
software for the tanker CSR was released to the public in
June 2006 The software has since been further enhanced
in response to client feedback received since the CSR were
implemented in April 2006 The latest version of the calcu-lation software PrimeShip-HULL (CSR) was released in
September 2007 and not only combines the software for
both the tanker CSR and bulk carrier CSR into a single
software package but also includes a number of improve-
ments to overall usability
PrimeShip-HULL(CSR) consists of two systems the
Rule Calculation System and the Direct Calculation Sys-
tem With the Rule Calculation System users can input hull
cross-section information in to the system and hull cross-
section calculations longitudinal strength calculations
local strength assessments fatigue strength assessments
and buckling strength assessments can be carried out to
obtain data necessary for complying with the CSR The
Direct Calculation System is a tool used to directly carry
out structural analysis via 1047297nite element analysis (FEA)
and strength assessment Assessments of hull structural
strength can be achieved by ensuring that the results from
direct calculations are in line with the CSR requirements
A dedicated web-based support service is also availablefor users of the PrimeShip-HULL(CSR) software system
Service
Based on vast amounts of data accumulated
through research and survey work ClassNK
has developed and released a new software
system PrimeShip-HULL (CSR) for use with
the IACS Common Structural Rules (CSR)
8162019 Bulk Carrier Pamphlet
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On 1 March 2008 Noboru Ueda
became the new Chairman
and President of ClassNK
During a press conference held on
6 March he explained his intention
to expand ClassNKrsquos overseas service
network noting in particular his plans
to increase the number of surveyors
and of1047297ces in China He further stated
his intention to strengthen the pres-
ence of ClassNK as the worlds top
classi1047297cation society and to intensify
the Societyrsquos international efforts in-
cluding its activities at IACS and the
IMO ClassNK already works closely
with the China Classi1047297cation Society
(CCS) and Korean Register of Ship-
ping (KR) but Chairman and Presi-
dent Ueda also indicated future plans
Mr Ueda becomes the new Chairman and President of ClassNK
Topics
New Chairman and President Ueda (center) at a press conference on May 6
SEA JAPAN 2008
Notable events in 2008
bull GASTECHBangkok
bull VietShipHanoi
bull CMA ShippingStamford
bull Asia Paci1047297c MaritimeSingaporebull SEA JAPANTokyo
bull ShiptekKochi
bull PosidoniaAthens
bull Asia Maritime and LogisticsKuala Lumpur
bull China (Nangton) International Ship Industry ExpoNantong
bull SMMHamburg
bull Shiport ChinaDalian
bull Seatrade Middle East MaritimeDubai
to more actively exchange views and
work with other classi1047297cation societ-
ies such as those in India Vietnam
Indonesia and Russia in order to
promote stronger ties within the
Asian maritime community
ClassNK participates in numer-
ous international maritime
events each year In 2008 the
Society participated in the following
exhibitions
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2224
Dubai
Kuwait
Alexandria
Jeddah
PiraeusCadiz
Marseille
Antwerp
Lisbon
as Palmas
Copenhagen
Hamburg
Genova
LondonMilford Haven
Amman
Beijing
Ulsan
Hong Kong
Guangzhou
Seoul
TaipeiDhaka
Manila
Haiphong
Bangkok Nha Trang
Jakarta
Kuala Lumpur
Istanbul
Cape Town
Shanghai
Kaohsiung
Dalian
Qingdao
Visakhapatnam
Surabaya
Chennai(Madras)
Mumbai(Bombay)
Melbourne
Fremantle
Oslo
KojeBusan
BatangasCebu
Balikpapan
Miri Kota Kinabalu
SingaporeBatam Johor Bahru
Ho Chi Minh
Durban
Constantza
BarcelonaBilbao
Rotterdam
GdanskNewcastle
TokyoChiba
(Head Office)
Kochi
Zhoushan
Mokpo
Tianjin
World Classwwwclassnkorjp
Plan Approval Center
21 Bulk Carrier
B y the end of August 2008 the ClassNK service network had grown to a total of 104
exclusive service sites This includes 21 service sites in Japan and a total of 83 service
sites in key locations around the world with Kochi in India Tianjin and Zhoushan in
China and Mokpo in Korea being the latest additions In addition to this service network
ClassNK also maintains a total of 21 international committees so that the Society can
exchange information and ideas with maritime leaders throughout the world The Society
established its newest committee the Middle-East Technical Committee at the end of 2007In order to provide better local service customer oriented service ClassNK established
three new plan approval centers in Istanbul Mumbai and Busan in 2008 These centers
join the Societyrsquos existing plan approval centers in Tokyo Singapore and Shanghai allow-
ing plan approvals to be conducted quickly and effectively around the globe
104 Locations NK Now
8162019 Bulk Carrier Pamphlet
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Aucklanddney
Brisbane
Buenos Aires
Veracruz
Panama
Norfolk
Rio de JaneiroSantos
New York
Montreal
New Orleans
Los Angeles
Houston
VancouverSeattle
Valparaiso
Guayaquil
Miami
Bulk Carrier 22
A t the end of November 2008 ClassNK had 7017 ships on its register total-
ing some 160522744 gross tons ClassNK is the 1047297rst classi1047297cation society
in the world to surpass the 160 million gross ton mark for tonnage registered un-
der class and ClassNK remains the worldrsquos largest classi1047297cation society in terms
of gross tons On a tonnage basis more than 20 of the worldrsquos 1047298eet is registered
with ClassNK 549 newbuildings totaling 14420125 gross tons were registered
to ClassNK in 2007 surpassing the previous record set in 2006 by more than120000 gross tons When combined with other ships newly registered during the
year a record 584 ships totaling 14978670 gross tons were added to the ClassNK
register in 2007 Due to the large number of newbuildings registered the ClassNK
1047298eet continues to be comparatively young with an average age of 111 years
B ulk carriers account for more than
half of the ClassNK 1047298eet represent-
ing 51 of the register in terms of gross
tons ClassNK also classes the worldrsquos
largest share of bulk carriers - roughly
one-third of the worldrsquos bulk carriers
under class are registered with ClassNKBulk carriers of all sizes are registered
with ClassNK with nearly 75 all post-
Panamaxes and nearly half of all VLOCs
registered with the Society
51 160 Milliongross tons
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2424
4-7 Kioi-cho Chiyoda-ku Tokyo 102-8567 JAPANTel +81-3-3230-1201 Fax +81-3-5226-2012URL wwwclassnkorjp
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 924 Bulk Carrier 08
The key characteristics of each bulk carrier type are shown below
Ore Carriers
bull Due to the high speci1047297c gravity of
the cargo cargo holds are relatively
small and the side tanks are large
bull During the 1970s there were many
combination carriers with side tanks
used as oil tanks but such ships are
seldom seen nowadays
Wooden Chip Carriers
bull Due to the low speci1047297c gravity ofthe cargo cargo holds are deep and
topside tanks are eliminated in or-
der to increase hold volume
bull Care is necessary for the reinforce-
ment of the underside of the upper
deck since deck cranes and belt
conveyors are generally 1047297tted on
deck
bull Lower ballast tanks are prone to
corrosion due to the relatively high-
er temperature of the chip cargo
bull This type of carrier was once con-
sidered to be less versatile but its
use has expanded to include carry-
ing cargos such as soybean meal
Double Side shell Bulk Carriers
bull Due to double side con1047297gura-tion frames inside the hull can be
eliminated This allows the strength
members to be protected from the
corrosive environment of the hold
while also improving cargo han-
dling ef1047297ciency
bull Just as with single sided bulk carri-
ers double hull bulk carriers need
to comply with the common struc-
tural rules
Note) In 2002 requirements for dou-
ble hull bulk carriers were adopted
as mandatory at IMO but in 2004
prior to the rule coming into effect
the rule was changed and became
non-mandatory
Open Hatch Bulk Carriers
bull Wide hatch openings improve cargo
handling ef1047297ciency
bull Possible to load super large size car-
goes
bull Cargoes other than bulk cargo such
as pulp products steel coils and
containers can be carried
Currently bulk carriers are commonly divided into
several standard categories each with their own
popular trade names
bull Handysize Bulk carriers with a deadweight range of
10000 to 50000 tons belong to this catego-
ry The shiprsquos shallow draft allows it to enter
into various ports around the world Smaller
sized vessels below 30000 deadweight tons
are called small handies while vessels of
40000 to 60000 deadweight tons are called
handymaxes
bull Lakesizes Also called Lakers Handysize bulkers with
a deadweight ranging from 20000 to 27000
tons the largest type of bulk carrier that canpass through the St Lawrence Seaway which
calls for a draught of less than 7925 metres
bull Panamax The largest bulk carriers (breadth of about
322 metres) that can pass through the Pan-
ama Canal With a deadweight of around
80000 tons
bull Over-Panamax Bulkers which are wider than Panamaxes
with a deadweight between 80000 and
120000 tons Bulkers with dimensions suit-
able for transiting the new locks of the ex-
panded Panama Canal expansion scheduled
for completion in 2015 are called Post-Pan-
amaxes
bull Capesize Ships with a deadweight of more than
100000 tons and capable of entering the
port at Richards Bay South Africa
bull Dunkerquemax Largest bulk carrier that can enter the port
at Dunkerque France with a deadweight of
about 170000 tonnes
There are other speci1047297c trade names given to some bulker
types that have have been designed and optimized to serve a
speci1047297c port
8162019 Bulk Carrier Pamphlet
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Tightening Rule Requirements
Revision to Rules for Bulk Carrier Safety
Bulk Carrier Safety
Towards the end of the 1980s a number of bulk
carriers sank in a series of highly publicized mari-
time incidents In response to these incidents the
IMO adopted a set of amendments called the Enhanced
Survey Programme to the SOLAS Convention in order to
enhance bulk carrier inspection
After the ESP came into force in January 1996 however
the number of accidents did not decrease This led to the
adoption of additional amendments to the SOLAS Con-
vention and the introduction of further safety measures
The new amendments form Chapter XII of the SOLAS
Convention and include new standards for 1047298ooding dam-
age stability and other requirements
In 1998 a new study seeking ways to further improve bulk
carrier safety was initiated under the auspices of the IMO
The study was inspired by the accident report from the
1980 sinking of the bulk carrier Derbyshire and utilized aholistic safety assessment method called the Formal Safety
Assessment (FSA) ClassNK contributed to the study as a
member of the Japanese Government team As a result of
the study after six years of deliberations new amendments
to SOLAS and the Load Line Conventions were adopted
in December 2004 IACS adopted its own additional safety
measures as well
The rules revisions from 1998 onwards are collectively
referred to as Bulk Carrier Safety requirements which re-
sulted in the application of the following safety measures
for bulk carriers
Requirements concerning spare
buoyancy and the strengthening
of hatch covers were implement-
ed as measures against 1047298ooding
of the forward part of the deck
which was thought to be the fun-
damental cause of the sinking
of the Derbyshire Further re-
quirements for the provision of a
1047298ooding warning system (forwardarea and cargo hold) and draining
system were adopted to facilitate
early discovery and action against
1047298ooding
Requirements for a forecastle were implemented in order
to meet the required buoyancy standards during navigation
in heavy weather when the forward part of the ship would
be submerged by waves It was also decided that the 1047297ttings
at the front of the ship should be strengthened to better re-
sist the force of waves and prevent damage to the air pipes
and any 1047298ooding that could result from such damage
Many bulk carriers were believed to have sunk due
to corrosion on the frames inside the holds It
was therefore decided that a permanent means
of access should be provided for spaces that were hard to
access and dif1047297cult to inspect and maintain For existing
ships a review of the strength of hold frames was made
to establish new standard strength criteria and standard
renewal criteria While further safety improvements based
on a double side con1047297guration meant to eliminate hold
frames and free strength members from corrosive environ-
ments were also agreed upon but in the end those mea-sures did not become mandatory
In order to ensure the safety of the crew in the event of an
accident in low temperature water requirements for free-
fall lifeboats and immersion suits for the full shiprsquos comple-
ment were also implemented
History and Structure
Free-fall lifeboats
Immersion suits
Means of access
Double side skinHarmonized notations ampdesign loading conditions
Water level detectors amp pumping arrangements
Bow height amp reserve buoyancyforecastle
Hatch covers and securing mechanisms
Water level detectors
Fore deck fittings
8162019 Bulk Carrier Pamphlet
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Common Structural Rules (CSR)
Around the year 2000 while bulk carrier safety dis-
cussions were still ongoing IACS began studying
ways to improve the safety of tanker hull struc-
tures in response to a number of accidents involving oil
tankers At this point investigations into bulk carrier safety
were already well underway and IACS moved to include oil
tankers in its efforts as well In 2003 as the investigations
into bulk carrier safety were coming to a close IACS decid-
ed to proceed with the development of common structural
rules (CSR) for both bulk carriers and oil tankers In so
doing the individual structural rules of each classi1047297cation
society were to be uni1047297ed with the hope of developing a
more rigorous and transparent set of rules
After several years of study and discussions with various
parts of the maritime industry IACS adopted the CSR in
December 2005 for application to new ships contracted af-
ter 1 April 2006
Prior to IACSrsquos descision to develop the CSR ClassNK
was already engaged in its own Rule C100 Project (see page
11 for details) which aimed to develop more rational and
transparent rules for hull structures ClassNK had already
developed advanced structural rules and hull structural
strength assessment methods as part of this project and
consequently ClassNK assumed a leading role in the de-
velopment of the CSR
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The Rule C100 Project sought
answers as to what the most rationalrules for hulls structures should be
and the project aimed to adapt these
answers to all major ship types such
as bulk carriers tankers and con-
tainer ships Determining the wave
loads would be the main prerequisite
to achieve this but it was clear that
it was going to take an incredible
amount of effort and fortitude to
change the wave load parameters that
has been in use until then
Before work began on the Rule
C100 project the ClassNK
rules had been based on re-
search and analysis that re1047298ected the
vast array of survey experience com-
piled by the Society While such rules
were well balanced there was no clear
correspondence between the rules andcertain scienti1047297c concepts and techni-
cal values Despite the magnitude of
the task ahead of them the research-
ers proceeded to establish a higher
dards for the next 100 years as well
Before commencing work
on the Rule C100 Proj-
ect research staff from the
ClassNK Research Institute and the
Development Department began tack-
ling questions such as ldquohow do waves
actually behaverdquo and ldquohow should a
hull structure performrdquo One of the
key factors when developing rules
for hull structures is determining the
wave loads that the ship is expected to
endure and the required dimensions
for hull structures largely depend on
this data It was further decided that
a ships hull should be able to survive
major accidents such as deformation
from unexpectedly large waves and
that a ship should not sink even if
it were to run aground However ifrobustness were the only important
factor the research teams would be
designing something more akin to a
warship than a merchant vessel
The Rule C100 project wasbegun in 1997 with an eye
towards commemorating the
Societyrsquos 100th anniversary in 1999
The project involved participants
from throughout ClassNKrsquos many
departments including staff from the
Development Department Research
Institute Hull Department and Tech-
nical Investigation and Information
Department among others The proj-
ect drew on the combined knowledge
and experience of the entire ClassNK
staff
The purpose of the Rule C100
Project was to completely review
ClassNKrsquos hull structure standards
and contribute to ship safety by de-
veloping a new set of advanced rules
for hull structures The letter ldquoCrdquo was
used because the rules related to hull
structures come under part ldquoCrdquo ofthe ClassNK Rules and the number
ldquo100rdquo stood for the 100 years since
ClassNKrsquos establishment and also
as a challenge to create a set of stan-
When ClassNK commenced work on its Rule C100 Project some
ten years ago it was the largest research and development proj-
ect ever undertaken by the Society This advanced structuralrule development project not only greatly improved ClassNKrsquos
technical capabilities and expertise but also greatly contribut-
ed to the development of the IACS Common Structural Rules
Focus
Rule C100
Technical Challengesand Daring Innovation
Changing the Wave Loads
How Should a HullStructure Perform
Starting From Scratch
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standard for wave loads
The researchers decided the waveloads for the new rules would be based
on a ship sailing in the North Atlantic
Ocean for 25 years The North Atlan-
tic is well known for boasting some
of the severest natural environmental
conditions to be found in the mari-
time world Specifying the naviga-
tion area as the North Atlantic meant
that researchers had to consider that
waves could come from all directions
and with a wildly changing variety of
lengths and heights Additionally ac-
tual waves are not simple structures
but rather combinations of different
waves with different force compo-
nents A vast amount of calculation
would be necessary in order to faith-
fully represent real world conditions
While proceeding with the vast
calculation work ClassNK
began determining the ef-
fects of wave loads by focusing on the
waves which could severely affect hull
structures The research was an in-credibly rich and dense kind of analy-
sis compiling results from 3-dimen-
sional whole ship structural analysis
long-term stress prediction methods
using statistical analysis for long-
term wave data newly developed ra-
tionalised fatigue strength assessment
methods buckling strength assess-
ment methods and longitudinal ulti-
mate strength analysis methods amid
a wide variety of tests and assess-
ments Furthermore for certain hull
structural members rationalised cor-
rosion margin thickness assessments
derived from the statistical analysis
of plate thickness measurement data
were also included
In the case of fatigue strength it
had been acknowledged that existing
assessment methods could not ad-equately explain the nature of fatigue
damage on actual ships With the
conventional fatigue strength assess-
ment method for welded parts for ex-
ample the effect of structural average
stress would be considered negligible
because of the initial residual stress
but in cases of actual fatigue damage
such effects are anything but negli-
gible This pushed the researchers at
ClassNK to develop a new practical
assessment method The incredibleamount of data that ClassNK had in
its possession greatly contributed to
this development
One of the weaknesses commonly at-
tributed to bulk carriers derives from
the diminution of the hold frames
due to corrosion ClassNK surveyors
have traditionally paid close attention
to the condition of the hold frames
and carried out rigorous inspections
As part of the new Rule C100 project
however a new corrosion model had
to be developed This system would
utilize data taken from actual corrod-
ed samples and would apply statisti-
cal analysis as well as an examination
into how corrosion develops This
research led to the development of a
new rational method for determining
corrosion levels
T
he results of all these efforts be-
came the ldquoTechnical Guidance
on Hull Structural Strength
Assessmentrdquo published by ClassNK
in 1999 The guidance details ap-
proaches to hull structural strength
assessment based on 1047297rst principles
Based on this technical guidance
practical design standards were con-
secutively published starting with the
Guidelines for Tanker Structures in
2001 followed by Guidelines for bulk
carriers in 2002 and container carri-
ers in 2003
The standards and guidelines de-
veloped as a result of the Rule C100project not only greatly contributed to
ClassNK rules but would also serve
as a foundation for the development
of the IACS CSR
A Technical GuidanceBecomes a Design Standard
An Abundance of Datafrom Actual Ships
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Opened in Chiba in March 1993 the ClassNK Research Center combines the research capa-
bilities of the ClassNKs Research Institute formerly based in Mitaka and the computer facilties
from the ClassNK Administration Center in Tokyo into a single state-of-the-art research facility
The ClassNK Research Cen-
ter is equipped with the most
advanced testing facilities
available and its testing laboratory
includes structural testing equipment
electronic microscopes with scanning
capabilities and equipment for oil
analysis among a wide variety of oth-
er testing equipment
The Research Center undertakes a
wide range of the testing activities
that are expected of an international
classi1047297cation society such as large
scale structural analyses research and
development for rules and regulations
in new 1047297elds and analytical stud-
ies of information from NK classed
ships thus playing a central role inthe technical and research activities
of ClassNK
The Research Center consists of the
General Affairs Division Develop-
ment Department Offshore Technol-
ogy Division Research Institute and
the Testing Machine Department
The General Affairs Division takes
care of matters related to human re-
sources general affairs welfare and
budget administration and account-
ing for both the Research Center and
the adjacent Information Center
The Development Department is in
charge of establishing the technical
rules which classi1047297cation surveys etc
are based upon as well as managing
research and development plans The
departments work encompasses the
entire rule making process from de-
vising and compiling of the rules to
their revision and abolishment TheDevelopment Department is made
up of 1047297ve different sections Three of
these sections are rules related sec-
tions and respectively cover the rules
for the hull rules for machinery and
rules for equipment and materials
The remaining two sections are the
Technical Analysis section and Tech-
nical Systems section which jointly
develop waveload analysis and hull
structure analysis systems These sec-
tions utilize these systems as well as a
number of widely available computer
programs to carry out technical cal-
culations
The Offshore Technology Division
engages in the research and study of
new technologies and standards for
offshore development and increased
utilization of the entire ocean
The Research Institute is comprised
of four separate research divisions -the hull related research division the
machinery related research division
the materials and equipment related
research division and the rule related
Report
The ClassNK Research Center
8162019 Bulk Carrier Pamphlet
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research division and their activities
cover a wide range of studies in the
1047297elds of hull structural strength ship
performance out1047297tting and equip-
ment systems to ensure reliability
of the ships and future technology
development among others The Re-
search Institute also coordinates re-
search projects being conducted at
the request of outside bodies
The Testing Machine Department
administers the technical matters
related to the calibration of power
meters used for inspections of single
shaft test facilities value settings of
test pieces used for Charpy impact
test machines and hardness testers
accuracy management for the variousstandard meters used for such testing
and the inspection of testing facilities
for materials for marine and indus-
trial use
The ClassNK Research Insti-
tute has developed a simulation
method capable of realistically
reproducing actual pitting cor-
rosion Research on the con1047297gurationof actual steel members with pitting
corrosion has been carried out and the
simulation method has been con1047297rmed
to effectively produce accurate simula-
tions of pitting corrosion
This simulation method is expandable
and can be used to develop models for
the generation and growth of pitting
corrosion where the time of pit corro-
sion generation and the growth process
of pitting corrosion will depend on the
introduction of probability models Ba-
sically when pitting corrosion grows it
exhibits a conical shape with an average
diameter-depth ratio of 81 This is due
to the fact that as the pitting corrosion
grows peripheral areas of the pit will
smoothen and the rate of corrosion in
terms of depth will diminish and this
slowing eventually reaches a constantstate of slow corrosion This slowing
phenomenon is an important part of the
simulation model
By conducting strength assessments of
the steel members in the states of cor-
rosion reproduced by this simulation
method it is possible to further study the
relationship between the state of corro-
sion and member strength Furthermore
it was discovered that a dimensional ef-
fect of pitting corrosion on steel mem-
bers is evident when the dimensions are
small but when the dimensions become
relatively large (500mm times 500mm) such
effects become negligible
Pitting Corrosion Simulation
8162019 Bulk Carrier Pamphlet
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AT
he results of the assessment are provided by as-
signing an accurate rating for each survey item
The de1047297nition of each rating is shown below
(1) CAP-HULL RATING
(a) Rating Level l ldquoVery Good Conditionrdquo
Compared to either the condition at the start of ser-
vice or the scantling dimensions required by the current
rules in force only super1047297cial deterioration was found
on the item during inspection andor measurement
There is no need for maintenance or repair
(b) Rating Level 2 ldquoGood Conditionrdquo
Minor defects which do not require corrections or re-
pairs were found on items during inspection andor all
plate thickness measurements show substantial margins
over the maximum permissible diminution standard
speci1047297ed by class requirements
(c) Rating Level 3 ldquoSatisfactory Conditionrdquo
Defects which do not require urgent corrections or re-
pairs were found or while a fair amount of corrosion
was found the plate thickness is above the maximum
permissible diminution standard speci1047297ed by class re-
quirements
(d) Rating Level 4 ldquoUnsatisfactory Conditionrdquo
One or more defects that prevent the ship from meeting
class requirements were found on items during inspec-
tion and measurement or plate thickness in a number
of areas does not conform to the maximum permissible
diminution standard speci1047297ed by class requirements
Rule
Ship Condition Assessment
As long as ships are operated properly and
the actual state of a shiprsquos structures and
equipment are monitored and inspections
and maintenance are carried out in a time-
ly manner ships can be kept in good con-
dition and continue to operate safely
Ships undergo periodical inspections in order to
con1047297rm their compliance with the technical rules and
regulations laid out by international conventions and
classi1047297cation societies However these inspections are
only meant to ensure that the ship satis1047297es certain
standards of soundness and comply to rule require-
ments Detailed assessment of the shiprsquos condition are
normally not made during such inspections
However such detailed inspections are necessary for
shipowners to effectively maintain ships throughout
their service lives
ClassNKrsquos Condition Assessment Program (CAP)
is a specially developed inspection program that pro-
vides shipowners with information on the condition
of their ship via hull structural strength assessments
fatigue assessments and the results from detailed in-
spections of the hull machinery deck machinery car-
go handling gear etc Undergoing a CAP inspection
provides shipowners the data and tools to develop a
thorough understanding of their shiprsquos condition
CAP consists of two different condition assessment
surveys At the discretion of the owner these two sur-
veys can be conducted independently or in tandem
(1) CAP-HULL
(Condition Assessment for Hull Structures)
(2) CAP-MACHINERY CARGO SYSTEM (Condition Assessment for Machinery and Cargo
Systems)
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(2) CAP-MACHINERY CARGO SYSTEM RATING
(a) Rating Grade 1 ldquoVery Good Conditionrdquo
No performance affecting defects were found dur-
ing the inspections or effectiveness tests of the items
or systems Upkeep records and maintenance practices
are considered to be good There is no need for main-
tenance or repair
(b) Rating Grade 2 ldquoGood Conditionrdquo
Several minor non-performance affecting defects
were found during the inspections or effectiveness tests
of the items or systems Upkeep records and mainte-
nance practices are considered to be adequate There is
no urgent need for maintenance or repair
(c) Rating Grade 3 ldquoSatisfactory Conditionrdquo
Defects were found during the inspections or effec-
tiveness tests of the items or systems but they do not
greatly affect performance Upkeep records and main-
tenance practices meet minimum requirements Some
maintenance work or repairs are necessary
(d) Rate Grade 4 ldquoUnsatisfactory Conditionrdquo
Defects which greatly affect performance were found
during the inspections or effectiveness tests of the items
or system Upkeep records and maintenance practices
are considered to be unsatisfactory
Programme (CAP)
The following detailed assessment results
and related records will accompany theCAP Certi1047297cate
(1) CAP-HULL
(a) Overall Assessment and Assessment of
Hull Strength Study for each structural part
(b) Inspection Report
(c) Fatigue Strength Study Report
(d) Corrosion Protection Assessment
(e) Photographic Report
(f) Plate Thickness Measurement Records
(2) CAP-MACHINERYCARGO SYSTEM
(a) CAP-MACHINERYCARGO
SYSTEM Assessment for each item
(b) Inspection Report
(c) Photographic Report
The Condition Assessment Programme (CAP)
service provided by ClassNK meets the approvalof RightShip (ship vetting company)
When the CAP survey is completed a
CAP Certi1047297cate will be issued showing
the overall rating of the ship (Overall
Rating for CAP-HULL andor CAP-
MACHINERYCARGO SYSTEM)W
8162019 Bulk Carrier Pamphlet
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Sample of input screens and calculation screens
Watch
ClassNKs Rule C100 projectplayed an essential part intheir development
New CSR bring changes to ship structural standards
I
ACS made the decision to develop the CSR for bulk
carriers and oil tankers in 2003 Prior to this each
of the IACS member societies had been working in-dependently to improve the safety of ship hull structures
The move to work collectively to improve ship safety was
due in part to the oil spills caused by consecutive tanker
accidents and the sinking of several aging bulk carriers
These accidents drew the attention of the public and the
IMO moved to address these issues The IMO began by
requiring tankers to have double-hulls and enforcing more
stringent inspections of bulk carriers as well as introducing
higher structural strength requirements to address 1047298ooding
accidents Despite these efforts a number of accidents still
occurred Foremost among these were accidents involving
the tankers Erika which sank off the French coast in De-
cember 1999 and Prestige which sank in November 2002
These accidents highlighted the need to improve ship safe-
ty as soon as possible and IACS set out to develop the
CSR in light of these circumstances ClassNK had already
begun working on its own improvements to ship hull safety
when it began work on its Rule C100 project in 1998 It was
only natural then that ClassNK would play a central role
within IACS in the development of the CSR
Prior to the development of the CSR by IACS
various rule-making efforts were underway at a
number of class societies Among IACS mem-
bers Lloyds Register (LR) American Bureau of Shipping
(ABS) and Det Norske Veritas (DNV) jointly started a
program to develop common rules for oil tankers in July
2002 This project was called the LAN project the three
letters being taken from the names of the three societies
On the other side of the world ClassNK China Classi1047297ca-
tion Society (CCS) and the Korean Register of Shipping
(KR) joined together to form the A3 project in September
2002 The A3 project aimed to develop a common set of
guidelines for structural strength based on the results of
the Rule C100 project
Background to the CSR
The CSR - an undertaking ofunprecedented magnitude
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 1924 Bulk Carrier 18
Scantling definition at forward sectionScantling definition for transverse bulkhead
One development that has certainly drawn the attention of the shipping and shipbuilding industriesover the past few years has been the introduction of the IACS Common Structural Rules (CSR) The
CSR represent IACSs greatest undertaking since its founding The CSR are a dramatic achievement
not only in the way they are affecting ship structure and design but in the sense that for the first time
standards have been unified among the class societies Thanks to research and development on Rule
C100 ClassNK was able to play a central role in the development and implementation of the IACS CSR
In Europe public scrutiny of the IMO greatly intensi1047297ed
after the sinking of the Erika and the Prestige The IMO re-
sponded by establishing Goal-Based Standards which are
standards intended to achieve certain goals rather than just
establish certain baselines for safety IACS in turn commit-ted itself to developing the CSR in June 2003 for bulk carri-
ers and oil tankers The CSR represent a single set of rules
covering all aspects of hull structures to be shared among
all of the IACS member societies This was an undertaking
of unprecedented magnitude and certainly one of the larg-
est developments since the founding of IACS
As the development of a set of common rules for
oil tankers was already being undertaken by the
LAN project participants IACS arranged for de-
velopment to continue under a new name the Joint Tanker
Project (JTP) At the same time the A3 project members
joined together with the UNITAS project formed by Bu-
reau Veritas (BV) Registro Italiano Navale (RINA) and
Germanischer Lloyd (GL) to proceed with the develop-
ment of CSR for bulk carriers as part of the Joint Bulker
Project (JBP) in October 2003
ClassNK took a leadership role in the JBP by using the
knowledge gained from ClassNKs Rule C100 project Theresults from the Rule C100 project became a cornerstone
of the CSR for bulk carriers especially with regards to cor-
rosion margins design loads and fatigue strength assess-
ment ClassNKs position as chair of the IACS Hull Panel
helped to further ensure the successful development of the
new CSR
As a result of IACSrsquo energetic approach to common rule
development the CSR for bulk carriers and oil tankers were
adopted unanimously by the IACS Council in December
2005 At that time the two sets of CSR were harmonized
with regards to corrosion margins and ultimate strength in
longitudinal bending but the rules could not be completely
harmonized in other areas such as design loads and fatigue
strength IACS however has made harmonization of the
two sets of rules one of its long term goals and ClassNK is
once again taking a leadership role in this process
ClassNKLeadership and Contribution
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Sample of PrimeShip-HULL (CSR) input screens Output screen of calculation results (Displacement)
CSR Related Services
Vast amount of research data leads to
release of CSR compatible software
To obtain the software contact ClassNK Hull Department
Telephone +81-(0)3-5226-20172018
Fax +81-(0)3-5226-2019
E-mail hldclassnkorjp
For further details on the software contact ClassNK Development Department
Telephone +81-(0)43-294-4970 (dedicated line for PrimeShip-HULL)
Fax +81-(0)43-294-6924
E-mail primeship-hullclassnkorjp
In December 2005 concurrent with the adoption of
the CSR by IACS ClassNK released new rule cal-
culation software allowing for direct strength calcu-
lations using 1047297nite element method (FEM) analysis com-
patible with the new bulk carrier CSR Direct calculation
software for the tanker CSR was released to the public in
June 2006 The software has since been further enhanced
in response to client feedback received since the CSR were
implemented in April 2006 The latest version of the calcu-lation software PrimeShip-HULL (CSR) was released in
September 2007 and not only combines the software for
both the tanker CSR and bulk carrier CSR into a single
software package but also includes a number of improve-
ments to overall usability
PrimeShip-HULL(CSR) consists of two systems the
Rule Calculation System and the Direct Calculation Sys-
tem With the Rule Calculation System users can input hull
cross-section information in to the system and hull cross-
section calculations longitudinal strength calculations
local strength assessments fatigue strength assessments
and buckling strength assessments can be carried out to
obtain data necessary for complying with the CSR The
Direct Calculation System is a tool used to directly carry
out structural analysis via 1047297nite element analysis (FEA)
and strength assessment Assessments of hull structural
strength can be achieved by ensuring that the results from
direct calculations are in line with the CSR requirements
A dedicated web-based support service is also availablefor users of the PrimeShip-HULL(CSR) software system
Service
Based on vast amounts of data accumulated
through research and survey work ClassNK
has developed and released a new software
system PrimeShip-HULL (CSR) for use with
the IACS Common Structural Rules (CSR)
8162019 Bulk Carrier Pamphlet
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On 1 March 2008 Noboru Ueda
became the new Chairman
and President of ClassNK
During a press conference held on
6 March he explained his intention
to expand ClassNKrsquos overseas service
network noting in particular his plans
to increase the number of surveyors
and of1047297ces in China He further stated
his intention to strengthen the pres-
ence of ClassNK as the worlds top
classi1047297cation society and to intensify
the Societyrsquos international efforts in-
cluding its activities at IACS and the
IMO ClassNK already works closely
with the China Classi1047297cation Society
(CCS) and Korean Register of Ship-
ping (KR) but Chairman and Presi-
dent Ueda also indicated future plans
Mr Ueda becomes the new Chairman and President of ClassNK
Topics
New Chairman and President Ueda (center) at a press conference on May 6
SEA JAPAN 2008
Notable events in 2008
bull GASTECHBangkok
bull VietShipHanoi
bull CMA ShippingStamford
bull Asia Paci1047297c MaritimeSingaporebull SEA JAPANTokyo
bull ShiptekKochi
bull PosidoniaAthens
bull Asia Maritime and LogisticsKuala Lumpur
bull China (Nangton) International Ship Industry ExpoNantong
bull SMMHamburg
bull Shiport ChinaDalian
bull Seatrade Middle East MaritimeDubai
to more actively exchange views and
work with other classi1047297cation societ-
ies such as those in India Vietnam
Indonesia and Russia in order to
promote stronger ties within the
Asian maritime community
ClassNK participates in numer-
ous international maritime
events each year In 2008 the
Society participated in the following
exhibitions
8162019 Bulk Carrier Pamphlet
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Dubai
Kuwait
Alexandria
Jeddah
PiraeusCadiz
Marseille
Antwerp
Lisbon
as Palmas
Copenhagen
Hamburg
Genova
LondonMilford Haven
Amman
Beijing
Ulsan
Hong Kong
Guangzhou
Seoul
TaipeiDhaka
Manila
Haiphong
Bangkok Nha Trang
Jakarta
Kuala Lumpur
Istanbul
Cape Town
Shanghai
Kaohsiung
Dalian
Qingdao
Visakhapatnam
Surabaya
Chennai(Madras)
Mumbai(Bombay)
Melbourne
Fremantle
Oslo
KojeBusan
BatangasCebu
Balikpapan
Miri Kota Kinabalu
SingaporeBatam Johor Bahru
Ho Chi Minh
Durban
Constantza
BarcelonaBilbao
Rotterdam
GdanskNewcastle
TokyoChiba
(Head Office)
Kochi
Zhoushan
Mokpo
Tianjin
World Classwwwclassnkorjp
Plan Approval Center
21 Bulk Carrier
B y the end of August 2008 the ClassNK service network had grown to a total of 104
exclusive service sites This includes 21 service sites in Japan and a total of 83 service
sites in key locations around the world with Kochi in India Tianjin and Zhoushan in
China and Mokpo in Korea being the latest additions In addition to this service network
ClassNK also maintains a total of 21 international committees so that the Society can
exchange information and ideas with maritime leaders throughout the world The Society
established its newest committee the Middle-East Technical Committee at the end of 2007In order to provide better local service customer oriented service ClassNK established
three new plan approval centers in Istanbul Mumbai and Busan in 2008 These centers
join the Societyrsquos existing plan approval centers in Tokyo Singapore and Shanghai allow-
ing plan approvals to be conducted quickly and effectively around the globe
104 Locations NK Now
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Aucklanddney
Brisbane
Buenos Aires
Veracruz
Panama
Norfolk
Rio de JaneiroSantos
New York
Montreal
New Orleans
Los Angeles
Houston
VancouverSeattle
Valparaiso
Guayaquil
Miami
Bulk Carrier 22
A t the end of November 2008 ClassNK had 7017 ships on its register total-
ing some 160522744 gross tons ClassNK is the 1047297rst classi1047297cation society
in the world to surpass the 160 million gross ton mark for tonnage registered un-
der class and ClassNK remains the worldrsquos largest classi1047297cation society in terms
of gross tons On a tonnage basis more than 20 of the worldrsquos 1047298eet is registered
with ClassNK 549 newbuildings totaling 14420125 gross tons were registered
to ClassNK in 2007 surpassing the previous record set in 2006 by more than120000 gross tons When combined with other ships newly registered during the
year a record 584 ships totaling 14978670 gross tons were added to the ClassNK
register in 2007 Due to the large number of newbuildings registered the ClassNK
1047298eet continues to be comparatively young with an average age of 111 years
B ulk carriers account for more than
half of the ClassNK 1047298eet represent-
ing 51 of the register in terms of gross
tons ClassNK also classes the worldrsquos
largest share of bulk carriers - roughly
one-third of the worldrsquos bulk carriers
under class are registered with ClassNKBulk carriers of all sizes are registered
with ClassNK with nearly 75 all post-
Panamaxes and nearly half of all VLOCs
registered with the Society
51 160 Milliongross tons
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4-7 Kioi-cho Chiyoda-ku Tokyo 102-8567 JAPANTel +81-3-3230-1201 Fax +81-3-5226-2012URL wwwclassnkorjp
8162019 Bulk Carrier Pamphlet
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Tightening Rule Requirements
Revision to Rules for Bulk Carrier Safety
Bulk Carrier Safety
Towards the end of the 1980s a number of bulk
carriers sank in a series of highly publicized mari-
time incidents In response to these incidents the
IMO adopted a set of amendments called the Enhanced
Survey Programme to the SOLAS Convention in order to
enhance bulk carrier inspection
After the ESP came into force in January 1996 however
the number of accidents did not decrease This led to the
adoption of additional amendments to the SOLAS Con-
vention and the introduction of further safety measures
The new amendments form Chapter XII of the SOLAS
Convention and include new standards for 1047298ooding dam-
age stability and other requirements
In 1998 a new study seeking ways to further improve bulk
carrier safety was initiated under the auspices of the IMO
The study was inspired by the accident report from the
1980 sinking of the bulk carrier Derbyshire and utilized aholistic safety assessment method called the Formal Safety
Assessment (FSA) ClassNK contributed to the study as a
member of the Japanese Government team As a result of
the study after six years of deliberations new amendments
to SOLAS and the Load Line Conventions were adopted
in December 2004 IACS adopted its own additional safety
measures as well
The rules revisions from 1998 onwards are collectively
referred to as Bulk Carrier Safety requirements which re-
sulted in the application of the following safety measures
for bulk carriers
Requirements concerning spare
buoyancy and the strengthening
of hatch covers were implement-
ed as measures against 1047298ooding
of the forward part of the deck
which was thought to be the fun-
damental cause of the sinking
of the Derbyshire Further re-
quirements for the provision of a
1047298ooding warning system (forwardarea and cargo hold) and draining
system were adopted to facilitate
early discovery and action against
1047298ooding
Requirements for a forecastle were implemented in order
to meet the required buoyancy standards during navigation
in heavy weather when the forward part of the ship would
be submerged by waves It was also decided that the 1047297ttings
at the front of the ship should be strengthened to better re-
sist the force of waves and prevent damage to the air pipes
and any 1047298ooding that could result from such damage
Many bulk carriers were believed to have sunk due
to corrosion on the frames inside the holds It
was therefore decided that a permanent means
of access should be provided for spaces that were hard to
access and dif1047297cult to inspect and maintain For existing
ships a review of the strength of hold frames was made
to establish new standard strength criteria and standard
renewal criteria While further safety improvements based
on a double side con1047297guration meant to eliminate hold
frames and free strength members from corrosive environ-
ments were also agreed upon but in the end those mea-sures did not become mandatory
In order to ensure the safety of the crew in the event of an
accident in low temperature water requirements for free-
fall lifeboats and immersion suits for the full shiprsquos comple-
ment were also implemented
History and Structure
Free-fall lifeboats
Immersion suits
Means of access
Double side skinHarmonized notations ampdesign loading conditions
Water level detectors amp pumping arrangements
Bow height amp reserve buoyancyforecastle
Hatch covers and securing mechanisms
Water level detectors
Fore deck fittings
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Common Structural Rules (CSR)
Around the year 2000 while bulk carrier safety dis-
cussions were still ongoing IACS began studying
ways to improve the safety of tanker hull struc-
tures in response to a number of accidents involving oil
tankers At this point investigations into bulk carrier safety
were already well underway and IACS moved to include oil
tankers in its efforts as well In 2003 as the investigations
into bulk carrier safety were coming to a close IACS decid-
ed to proceed with the development of common structural
rules (CSR) for both bulk carriers and oil tankers In so
doing the individual structural rules of each classi1047297cation
society were to be uni1047297ed with the hope of developing a
more rigorous and transparent set of rules
After several years of study and discussions with various
parts of the maritime industry IACS adopted the CSR in
December 2005 for application to new ships contracted af-
ter 1 April 2006
Prior to IACSrsquos descision to develop the CSR ClassNK
was already engaged in its own Rule C100 Project (see page
11 for details) which aimed to develop more rational and
transparent rules for hull structures ClassNK had already
developed advanced structural rules and hull structural
strength assessment methods as part of this project and
consequently ClassNK assumed a leading role in the de-
velopment of the CSR
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The Rule C100 Project sought
answers as to what the most rationalrules for hulls structures should be
and the project aimed to adapt these
answers to all major ship types such
as bulk carriers tankers and con-
tainer ships Determining the wave
loads would be the main prerequisite
to achieve this but it was clear that
it was going to take an incredible
amount of effort and fortitude to
change the wave load parameters that
has been in use until then
Before work began on the Rule
C100 project the ClassNK
rules had been based on re-
search and analysis that re1047298ected the
vast array of survey experience com-
piled by the Society While such rules
were well balanced there was no clear
correspondence between the rules andcertain scienti1047297c concepts and techni-
cal values Despite the magnitude of
the task ahead of them the research-
ers proceeded to establish a higher
dards for the next 100 years as well
Before commencing work
on the Rule C100 Proj-
ect research staff from the
ClassNK Research Institute and the
Development Department began tack-
ling questions such as ldquohow do waves
actually behaverdquo and ldquohow should a
hull structure performrdquo One of the
key factors when developing rules
for hull structures is determining the
wave loads that the ship is expected to
endure and the required dimensions
for hull structures largely depend on
this data It was further decided that
a ships hull should be able to survive
major accidents such as deformation
from unexpectedly large waves and
that a ship should not sink even if
it were to run aground However ifrobustness were the only important
factor the research teams would be
designing something more akin to a
warship than a merchant vessel
The Rule C100 project wasbegun in 1997 with an eye
towards commemorating the
Societyrsquos 100th anniversary in 1999
The project involved participants
from throughout ClassNKrsquos many
departments including staff from the
Development Department Research
Institute Hull Department and Tech-
nical Investigation and Information
Department among others The proj-
ect drew on the combined knowledge
and experience of the entire ClassNK
staff
The purpose of the Rule C100
Project was to completely review
ClassNKrsquos hull structure standards
and contribute to ship safety by de-
veloping a new set of advanced rules
for hull structures The letter ldquoCrdquo was
used because the rules related to hull
structures come under part ldquoCrdquo ofthe ClassNK Rules and the number
ldquo100rdquo stood for the 100 years since
ClassNKrsquos establishment and also
as a challenge to create a set of stan-
When ClassNK commenced work on its Rule C100 Project some
ten years ago it was the largest research and development proj-
ect ever undertaken by the Society This advanced structuralrule development project not only greatly improved ClassNKrsquos
technical capabilities and expertise but also greatly contribut-
ed to the development of the IACS Common Structural Rules
Focus
Rule C100
Technical Challengesand Daring Innovation
Changing the Wave Loads
How Should a HullStructure Perform
Starting From Scratch
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standard for wave loads
The researchers decided the waveloads for the new rules would be based
on a ship sailing in the North Atlantic
Ocean for 25 years The North Atlan-
tic is well known for boasting some
of the severest natural environmental
conditions to be found in the mari-
time world Specifying the naviga-
tion area as the North Atlantic meant
that researchers had to consider that
waves could come from all directions
and with a wildly changing variety of
lengths and heights Additionally ac-
tual waves are not simple structures
but rather combinations of different
waves with different force compo-
nents A vast amount of calculation
would be necessary in order to faith-
fully represent real world conditions
While proceeding with the vast
calculation work ClassNK
began determining the ef-
fects of wave loads by focusing on the
waves which could severely affect hull
structures The research was an in-credibly rich and dense kind of analy-
sis compiling results from 3-dimen-
sional whole ship structural analysis
long-term stress prediction methods
using statistical analysis for long-
term wave data newly developed ra-
tionalised fatigue strength assessment
methods buckling strength assess-
ment methods and longitudinal ulti-
mate strength analysis methods amid
a wide variety of tests and assess-
ments Furthermore for certain hull
structural members rationalised cor-
rosion margin thickness assessments
derived from the statistical analysis
of plate thickness measurement data
were also included
In the case of fatigue strength it
had been acknowledged that existing
assessment methods could not ad-equately explain the nature of fatigue
damage on actual ships With the
conventional fatigue strength assess-
ment method for welded parts for ex-
ample the effect of structural average
stress would be considered negligible
because of the initial residual stress
but in cases of actual fatigue damage
such effects are anything but negli-
gible This pushed the researchers at
ClassNK to develop a new practical
assessment method The incredibleamount of data that ClassNK had in
its possession greatly contributed to
this development
One of the weaknesses commonly at-
tributed to bulk carriers derives from
the diminution of the hold frames
due to corrosion ClassNK surveyors
have traditionally paid close attention
to the condition of the hold frames
and carried out rigorous inspections
As part of the new Rule C100 project
however a new corrosion model had
to be developed This system would
utilize data taken from actual corrod-
ed samples and would apply statisti-
cal analysis as well as an examination
into how corrosion develops This
research led to the development of a
new rational method for determining
corrosion levels
T
he results of all these efforts be-
came the ldquoTechnical Guidance
on Hull Structural Strength
Assessmentrdquo published by ClassNK
in 1999 The guidance details ap-
proaches to hull structural strength
assessment based on 1047297rst principles
Based on this technical guidance
practical design standards were con-
secutively published starting with the
Guidelines for Tanker Structures in
2001 followed by Guidelines for bulk
carriers in 2002 and container carri-
ers in 2003
The standards and guidelines de-
veloped as a result of the Rule C100project not only greatly contributed to
ClassNK rules but would also serve
as a foundation for the development
of the IACS CSR
A Technical GuidanceBecomes a Design Standard
An Abundance of Datafrom Actual Ships
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Opened in Chiba in March 1993 the ClassNK Research Center combines the research capa-
bilities of the ClassNKs Research Institute formerly based in Mitaka and the computer facilties
from the ClassNK Administration Center in Tokyo into a single state-of-the-art research facility
The ClassNK Research Cen-
ter is equipped with the most
advanced testing facilities
available and its testing laboratory
includes structural testing equipment
electronic microscopes with scanning
capabilities and equipment for oil
analysis among a wide variety of oth-
er testing equipment
The Research Center undertakes a
wide range of the testing activities
that are expected of an international
classi1047297cation society such as large
scale structural analyses research and
development for rules and regulations
in new 1047297elds and analytical stud-
ies of information from NK classed
ships thus playing a central role inthe technical and research activities
of ClassNK
The Research Center consists of the
General Affairs Division Develop-
ment Department Offshore Technol-
ogy Division Research Institute and
the Testing Machine Department
The General Affairs Division takes
care of matters related to human re-
sources general affairs welfare and
budget administration and account-
ing for both the Research Center and
the adjacent Information Center
The Development Department is in
charge of establishing the technical
rules which classi1047297cation surveys etc
are based upon as well as managing
research and development plans The
departments work encompasses the
entire rule making process from de-
vising and compiling of the rules to
their revision and abolishment TheDevelopment Department is made
up of 1047297ve different sections Three of
these sections are rules related sec-
tions and respectively cover the rules
for the hull rules for machinery and
rules for equipment and materials
The remaining two sections are the
Technical Analysis section and Tech-
nical Systems section which jointly
develop waveload analysis and hull
structure analysis systems These sec-
tions utilize these systems as well as a
number of widely available computer
programs to carry out technical cal-
culations
The Offshore Technology Division
engages in the research and study of
new technologies and standards for
offshore development and increased
utilization of the entire ocean
The Research Institute is comprised
of four separate research divisions -the hull related research division the
machinery related research division
the materials and equipment related
research division and the rule related
Report
The ClassNK Research Center
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research division and their activities
cover a wide range of studies in the
1047297elds of hull structural strength ship
performance out1047297tting and equip-
ment systems to ensure reliability
of the ships and future technology
development among others The Re-
search Institute also coordinates re-
search projects being conducted at
the request of outside bodies
The Testing Machine Department
administers the technical matters
related to the calibration of power
meters used for inspections of single
shaft test facilities value settings of
test pieces used for Charpy impact
test machines and hardness testers
accuracy management for the variousstandard meters used for such testing
and the inspection of testing facilities
for materials for marine and indus-
trial use
The ClassNK Research Insti-
tute has developed a simulation
method capable of realistically
reproducing actual pitting cor-
rosion Research on the con1047297gurationof actual steel members with pitting
corrosion has been carried out and the
simulation method has been con1047297rmed
to effectively produce accurate simula-
tions of pitting corrosion
This simulation method is expandable
and can be used to develop models for
the generation and growth of pitting
corrosion where the time of pit corro-
sion generation and the growth process
of pitting corrosion will depend on the
introduction of probability models Ba-
sically when pitting corrosion grows it
exhibits a conical shape with an average
diameter-depth ratio of 81 This is due
to the fact that as the pitting corrosion
grows peripheral areas of the pit will
smoothen and the rate of corrosion in
terms of depth will diminish and this
slowing eventually reaches a constantstate of slow corrosion This slowing
phenomenon is an important part of the
simulation model
By conducting strength assessments of
the steel members in the states of cor-
rosion reproduced by this simulation
method it is possible to further study the
relationship between the state of corro-
sion and member strength Furthermore
it was discovered that a dimensional ef-
fect of pitting corrosion on steel mem-
bers is evident when the dimensions are
small but when the dimensions become
relatively large (500mm times 500mm) such
effects become negligible
Pitting Corrosion Simulation
8162019 Bulk Carrier Pamphlet
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AT
he results of the assessment are provided by as-
signing an accurate rating for each survey item
The de1047297nition of each rating is shown below
(1) CAP-HULL RATING
(a) Rating Level l ldquoVery Good Conditionrdquo
Compared to either the condition at the start of ser-
vice or the scantling dimensions required by the current
rules in force only super1047297cial deterioration was found
on the item during inspection andor measurement
There is no need for maintenance or repair
(b) Rating Level 2 ldquoGood Conditionrdquo
Minor defects which do not require corrections or re-
pairs were found on items during inspection andor all
plate thickness measurements show substantial margins
over the maximum permissible diminution standard
speci1047297ed by class requirements
(c) Rating Level 3 ldquoSatisfactory Conditionrdquo
Defects which do not require urgent corrections or re-
pairs were found or while a fair amount of corrosion
was found the plate thickness is above the maximum
permissible diminution standard speci1047297ed by class re-
quirements
(d) Rating Level 4 ldquoUnsatisfactory Conditionrdquo
One or more defects that prevent the ship from meeting
class requirements were found on items during inspec-
tion and measurement or plate thickness in a number
of areas does not conform to the maximum permissible
diminution standard speci1047297ed by class requirements
Rule
Ship Condition Assessment
As long as ships are operated properly and
the actual state of a shiprsquos structures and
equipment are monitored and inspections
and maintenance are carried out in a time-
ly manner ships can be kept in good con-
dition and continue to operate safely
Ships undergo periodical inspections in order to
con1047297rm their compliance with the technical rules and
regulations laid out by international conventions and
classi1047297cation societies However these inspections are
only meant to ensure that the ship satis1047297es certain
standards of soundness and comply to rule require-
ments Detailed assessment of the shiprsquos condition are
normally not made during such inspections
However such detailed inspections are necessary for
shipowners to effectively maintain ships throughout
their service lives
ClassNKrsquos Condition Assessment Program (CAP)
is a specially developed inspection program that pro-
vides shipowners with information on the condition
of their ship via hull structural strength assessments
fatigue assessments and the results from detailed in-
spections of the hull machinery deck machinery car-
go handling gear etc Undergoing a CAP inspection
provides shipowners the data and tools to develop a
thorough understanding of their shiprsquos condition
CAP consists of two different condition assessment
surveys At the discretion of the owner these two sur-
veys can be conducted independently or in tandem
(1) CAP-HULL
(Condition Assessment for Hull Structures)
(2) CAP-MACHINERY CARGO SYSTEM (Condition Assessment for Machinery and Cargo
Systems)
8162019 Bulk Carrier Pamphlet
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(2) CAP-MACHINERY CARGO SYSTEM RATING
(a) Rating Grade 1 ldquoVery Good Conditionrdquo
No performance affecting defects were found dur-
ing the inspections or effectiveness tests of the items
or systems Upkeep records and maintenance practices
are considered to be good There is no need for main-
tenance or repair
(b) Rating Grade 2 ldquoGood Conditionrdquo
Several minor non-performance affecting defects
were found during the inspections or effectiveness tests
of the items or systems Upkeep records and mainte-
nance practices are considered to be adequate There is
no urgent need for maintenance or repair
(c) Rating Grade 3 ldquoSatisfactory Conditionrdquo
Defects were found during the inspections or effec-
tiveness tests of the items or systems but they do not
greatly affect performance Upkeep records and main-
tenance practices meet minimum requirements Some
maintenance work or repairs are necessary
(d) Rate Grade 4 ldquoUnsatisfactory Conditionrdquo
Defects which greatly affect performance were found
during the inspections or effectiveness tests of the items
or system Upkeep records and maintenance practices
are considered to be unsatisfactory
Programme (CAP)
The following detailed assessment results
and related records will accompany theCAP Certi1047297cate
(1) CAP-HULL
(a) Overall Assessment and Assessment of
Hull Strength Study for each structural part
(b) Inspection Report
(c) Fatigue Strength Study Report
(d) Corrosion Protection Assessment
(e) Photographic Report
(f) Plate Thickness Measurement Records
(2) CAP-MACHINERYCARGO SYSTEM
(a) CAP-MACHINERYCARGO
SYSTEM Assessment for each item
(b) Inspection Report
(c) Photographic Report
The Condition Assessment Programme (CAP)
service provided by ClassNK meets the approvalof RightShip (ship vetting company)
When the CAP survey is completed a
CAP Certi1047297cate will be issued showing
the overall rating of the ship (Overall
Rating for CAP-HULL andor CAP-
MACHINERYCARGO SYSTEM)W
8162019 Bulk Carrier Pamphlet
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Sample of input screens and calculation screens
Watch
ClassNKs Rule C100 projectplayed an essential part intheir development
New CSR bring changes to ship structural standards
I
ACS made the decision to develop the CSR for bulk
carriers and oil tankers in 2003 Prior to this each
of the IACS member societies had been working in-dependently to improve the safety of ship hull structures
The move to work collectively to improve ship safety was
due in part to the oil spills caused by consecutive tanker
accidents and the sinking of several aging bulk carriers
These accidents drew the attention of the public and the
IMO moved to address these issues The IMO began by
requiring tankers to have double-hulls and enforcing more
stringent inspections of bulk carriers as well as introducing
higher structural strength requirements to address 1047298ooding
accidents Despite these efforts a number of accidents still
occurred Foremost among these were accidents involving
the tankers Erika which sank off the French coast in De-
cember 1999 and Prestige which sank in November 2002
These accidents highlighted the need to improve ship safe-
ty as soon as possible and IACS set out to develop the
CSR in light of these circumstances ClassNK had already
begun working on its own improvements to ship hull safety
when it began work on its Rule C100 project in 1998 It was
only natural then that ClassNK would play a central role
within IACS in the development of the CSR
Prior to the development of the CSR by IACS
various rule-making efforts were underway at a
number of class societies Among IACS mem-
bers Lloyds Register (LR) American Bureau of Shipping
(ABS) and Det Norske Veritas (DNV) jointly started a
program to develop common rules for oil tankers in July
2002 This project was called the LAN project the three
letters being taken from the names of the three societies
On the other side of the world ClassNK China Classi1047297ca-
tion Society (CCS) and the Korean Register of Shipping
(KR) joined together to form the A3 project in September
2002 The A3 project aimed to develop a common set of
guidelines for structural strength based on the results of
the Rule C100 project
Background to the CSR
The CSR - an undertaking ofunprecedented magnitude
8162019 Bulk Carrier Pamphlet
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Scantling definition at forward sectionScantling definition for transverse bulkhead
One development that has certainly drawn the attention of the shipping and shipbuilding industriesover the past few years has been the introduction of the IACS Common Structural Rules (CSR) The
CSR represent IACSs greatest undertaking since its founding The CSR are a dramatic achievement
not only in the way they are affecting ship structure and design but in the sense that for the first time
standards have been unified among the class societies Thanks to research and development on Rule
C100 ClassNK was able to play a central role in the development and implementation of the IACS CSR
In Europe public scrutiny of the IMO greatly intensi1047297ed
after the sinking of the Erika and the Prestige The IMO re-
sponded by establishing Goal-Based Standards which are
standards intended to achieve certain goals rather than just
establish certain baselines for safety IACS in turn commit-ted itself to developing the CSR in June 2003 for bulk carri-
ers and oil tankers The CSR represent a single set of rules
covering all aspects of hull structures to be shared among
all of the IACS member societies This was an undertaking
of unprecedented magnitude and certainly one of the larg-
est developments since the founding of IACS
As the development of a set of common rules for
oil tankers was already being undertaken by the
LAN project participants IACS arranged for de-
velopment to continue under a new name the Joint Tanker
Project (JTP) At the same time the A3 project members
joined together with the UNITAS project formed by Bu-
reau Veritas (BV) Registro Italiano Navale (RINA) and
Germanischer Lloyd (GL) to proceed with the develop-
ment of CSR for bulk carriers as part of the Joint Bulker
Project (JBP) in October 2003
ClassNK took a leadership role in the JBP by using the
knowledge gained from ClassNKs Rule C100 project Theresults from the Rule C100 project became a cornerstone
of the CSR for bulk carriers especially with regards to cor-
rosion margins design loads and fatigue strength assess-
ment ClassNKs position as chair of the IACS Hull Panel
helped to further ensure the successful development of the
new CSR
As a result of IACSrsquo energetic approach to common rule
development the CSR for bulk carriers and oil tankers were
adopted unanimously by the IACS Council in December
2005 At that time the two sets of CSR were harmonized
with regards to corrosion margins and ultimate strength in
longitudinal bending but the rules could not be completely
harmonized in other areas such as design loads and fatigue
strength IACS however has made harmonization of the
two sets of rules one of its long term goals and ClassNK is
once again taking a leadership role in this process
ClassNKLeadership and Contribution
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Sample of PrimeShip-HULL (CSR) input screens Output screen of calculation results (Displacement)
CSR Related Services
Vast amount of research data leads to
release of CSR compatible software
To obtain the software contact ClassNK Hull Department
Telephone +81-(0)3-5226-20172018
Fax +81-(0)3-5226-2019
E-mail hldclassnkorjp
For further details on the software contact ClassNK Development Department
Telephone +81-(0)43-294-4970 (dedicated line for PrimeShip-HULL)
Fax +81-(0)43-294-6924
E-mail primeship-hullclassnkorjp
In December 2005 concurrent with the adoption of
the CSR by IACS ClassNK released new rule cal-
culation software allowing for direct strength calcu-
lations using 1047297nite element method (FEM) analysis com-
patible with the new bulk carrier CSR Direct calculation
software for the tanker CSR was released to the public in
June 2006 The software has since been further enhanced
in response to client feedback received since the CSR were
implemented in April 2006 The latest version of the calcu-lation software PrimeShip-HULL (CSR) was released in
September 2007 and not only combines the software for
both the tanker CSR and bulk carrier CSR into a single
software package but also includes a number of improve-
ments to overall usability
PrimeShip-HULL(CSR) consists of two systems the
Rule Calculation System and the Direct Calculation Sys-
tem With the Rule Calculation System users can input hull
cross-section information in to the system and hull cross-
section calculations longitudinal strength calculations
local strength assessments fatigue strength assessments
and buckling strength assessments can be carried out to
obtain data necessary for complying with the CSR The
Direct Calculation System is a tool used to directly carry
out structural analysis via 1047297nite element analysis (FEA)
and strength assessment Assessments of hull structural
strength can be achieved by ensuring that the results from
direct calculations are in line with the CSR requirements
A dedicated web-based support service is also availablefor users of the PrimeShip-HULL(CSR) software system
Service
Based on vast amounts of data accumulated
through research and survey work ClassNK
has developed and released a new software
system PrimeShip-HULL (CSR) for use with
the IACS Common Structural Rules (CSR)
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On 1 March 2008 Noboru Ueda
became the new Chairman
and President of ClassNK
During a press conference held on
6 March he explained his intention
to expand ClassNKrsquos overseas service
network noting in particular his plans
to increase the number of surveyors
and of1047297ces in China He further stated
his intention to strengthen the pres-
ence of ClassNK as the worlds top
classi1047297cation society and to intensify
the Societyrsquos international efforts in-
cluding its activities at IACS and the
IMO ClassNK already works closely
with the China Classi1047297cation Society
(CCS) and Korean Register of Ship-
ping (KR) but Chairman and Presi-
dent Ueda also indicated future plans
Mr Ueda becomes the new Chairman and President of ClassNK
Topics
New Chairman and President Ueda (center) at a press conference on May 6
SEA JAPAN 2008
Notable events in 2008
bull GASTECHBangkok
bull VietShipHanoi
bull CMA ShippingStamford
bull Asia Paci1047297c MaritimeSingaporebull SEA JAPANTokyo
bull ShiptekKochi
bull PosidoniaAthens
bull Asia Maritime and LogisticsKuala Lumpur
bull China (Nangton) International Ship Industry ExpoNantong
bull SMMHamburg
bull Shiport ChinaDalian
bull Seatrade Middle East MaritimeDubai
to more actively exchange views and
work with other classi1047297cation societ-
ies such as those in India Vietnam
Indonesia and Russia in order to
promote stronger ties within the
Asian maritime community
ClassNK participates in numer-
ous international maritime
events each year In 2008 the
Society participated in the following
exhibitions
8162019 Bulk Carrier Pamphlet
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Dubai
Kuwait
Alexandria
Jeddah
PiraeusCadiz
Marseille
Antwerp
Lisbon
as Palmas
Copenhagen
Hamburg
Genova
LondonMilford Haven
Amman
Beijing
Ulsan
Hong Kong
Guangzhou
Seoul
TaipeiDhaka
Manila
Haiphong
Bangkok Nha Trang
Jakarta
Kuala Lumpur
Istanbul
Cape Town
Shanghai
Kaohsiung
Dalian
Qingdao
Visakhapatnam
Surabaya
Chennai(Madras)
Mumbai(Bombay)
Melbourne
Fremantle
Oslo
KojeBusan
BatangasCebu
Balikpapan
Miri Kota Kinabalu
SingaporeBatam Johor Bahru
Ho Chi Minh
Durban
Constantza
BarcelonaBilbao
Rotterdam
GdanskNewcastle
TokyoChiba
(Head Office)
Kochi
Zhoushan
Mokpo
Tianjin
World Classwwwclassnkorjp
Plan Approval Center
21 Bulk Carrier
B y the end of August 2008 the ClassNK service network had grown to a total of 104
exclusive service sites This includes 21 service sites in Japan and a total of 83 service
sites in key locations around the world with Kochi in India Tianjin and Zhoushan in
China and Mokpo in Korea being the latest additions In addition to this service network
ClassNK also maintains a total of 21 international committees so that the Society can
exchange information and ideas with maritime leaders throughout the world The Society
established its newest committee the Middle-East Technical Committee at the end of 2007In order to provide better local service customer oriented service ClassNK established
three new plan approval centers in Istanbul Mumbai and Busan in 2008 These centers
join the Societyrsquos existing plan approval centers in Tokyo Singapore and Shanghai allow-
ing plan approvals to be conducted quickly and effectively around the globe
104 Locations NK Now
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Aucklanddney
Brisbane
Buenos Aires
Veracruz
Panama
Norfolk
Rio de JaneiroSantos
New York
Montreal
New Orleans
Los Angeles
Houston
VancouverSeattle
Valparaiso
Guayaquil
Miami
Bulk Carrier 22
A t the end of November 2008 ClassNK had 7017 ships on its register total-
ing some 160522744 gross tons ClassNK is the 1047297rst classi1047297cation society
in the world to surpass the 160 million gross ton mark for tonnage registered un-
der class and ClassNK remains the worldrsquos largest classi1047297cation society in terms
of gross tons On a tonnage basis more than 20 of the worldrsquos 1047298eet is registered
with ClassNK 549 newbuildings totaling 14420125 gross tons were registered
to ClassNK in 2007 surpassing the previous record set in 2006 by more than120000 gross tons When combined with other ships newly registered during the
year a record 584 ships totaling 14978670 gross tons were added to the ClassNK
register in 2007 Due to the large number of newbuildings registered the ClassNK
1047298eet continues to be comparatively young with an average age of 111 years
B ulk carriers account for more than
half of the ClassNK 1047298eet represent-
ing 51 of the register in terms of gross
tons ClassNK also classes the worldrsquos
largest share of bulk carriers - roughly
one-third of the worldrsquos bulk carriers
under class are registered with ClassNKBulk carriers of all sizes are registered
with ClassNK with nearly 75 all post-
Panamaxes and nearly half of all VLOCs
registered with the Society
51 160 Milliongross tons
8162019 Bulk Carrier Pamphlet
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4-7 Kioi-cho Chiyoda-ku Tokyo 102-8567 JAPANTel +81-3-3230-1201 Fax +81-3-5226-2012URL wwwclassnkorjp
8162019 Bulk Carrier Pamphlet
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Common Structural Rules (CSR)
Around the year 2000 while bulk carrier safety dis-
cussions were still ongoing IACS began studying
ways to improve the safety of tanker hull struc-
tures in response to a number of accidents involving oil
tankers At this point investigations into bulk carrier safety
were already well underway and IACS moved to include oil
tankers in its efforts as well In 2003 as the investigations
into bulk carrier safety were coming to a close IACS decid-
ed to proceed with the development of common structural
rules (CSR) for both bulk carriers and oil tankers In so
doing the individual structural rules of each classi1047297cation
society were to be uni1047297ed with the hope of developing a
more rigorous and transparent set of rules
After several years of study and discussions with various
parts of the maritime industry IACS adopted the CSR in
December 2005 for application to new ships contracted af-
ter 1 April 2006
Prior to IACSrsquos descision to develop the CSR ClassNK
was already engaged in its own Rule C100 Project (see page
11 for details) which aimed to develop more rational and
transparent rules for hull structures ClassNK had already
developed advanced structural rules and hull structural
strength assessment methods as part of this project and
consequently ClassNK assumed a leading role in the de-
velopment of the CSR
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The Rule C100 Project sought
answers as to what the most rationalrules for hulls structures should be
and the project aimed to adapt these
answers to all major ship types such
as bulk carriers tankers and con-
tainer ships Determining the wave
loads would be the main prerequisite
to achieve this but it was clear that
it was going to take an incredible
amount of effort and fortitude to
change the wave load parameters that
has been in use until then
Before work began on the Rule
C100 project the ClassNK
rules had been based on re-
search and analysis that re1047298ected the
vast array of survey experience com-
piled by the Society While such rules
were well balanced there was no clear
correspondence between the rules andcertain scienti1047297c concepts and techni-
cal values Despite the magnitude of
the task ahead of them the research-
ers proceeded to establish a higher
dards for the next 100 years as well
Before commencing work
on the Rule C100 Proj-
ect research staff from the
ClassNK Research Institute and the
Development Department began tack-
ling questions such as ldquohow do waves
actually behaverdquo and ldquohow should a
hull structure performrdquo One of the
key factors when developing rules
for hull structures is determining the
wave loads that the ship is expected to
endure and the required dimensions
for hull structures largely depend on
this data It was further decided that
a ships hull should be able to survive
major accidents such as deformation
from unexpectedly large waves and
that a ship should not sink even if
it were to run aground However ifrobustness were the only important
factor the research teams would be
designing something more akin to a
warship than a merchant vessel
The Rule C100 project wasbegun in 1997 with an eye
towards commemorating the
Societyrsquos 100th anniversary in 1999
The project involved participants
from throughout ClassNKrsquos many
departments including staff from the
Development Department Research
Institute Hull Department and Tech-
nical Investigation and Information
Department among others The proj-
ect drew on the combined knowledge
and experience of the entire ClassNK
staff
The purpose of the Rule C100
Project was to completely review
ClassNKrsquos hull structure standards
and contribute to ship safety by de-
veloping a new set of advanced rules
for hull structures The letter ldquoCrdquo was
used because the rules related to hull
structures come under part ldquoCrdquo ofthe ClassNK Rules and the number
ldquo100rdquo stood for the 100 years since
ClassNKrsquos establishment and also
as a challenge to create a set of stan-
When ClassNK commenced work on its Rule C100 Project some
ten years ago it was the largest research and development proj-
ect ever undertaken by the Society This advanced structuralrule development project not only greatly improved ClassNKrsquos
technical capabilities and expertise but also greatly contribut-
ed to the development of the IACS Common Structural Rules
Focus
Rule C100
Technical Challengesand Daring Innovation
Changing the Wave Loads
How Should a HullStructure Perform
Starting From Scratch
8162019 Bulk Carrier Pamphlet
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standard for wave loads
The researchers decided the waveloads for the new rules would be based
on a ship sailing in the North Atlantic
Ocean for 25 years The North Atlan-
tic is well known for boasting some
of the severest natural environmental
conditions to be found in the mari-
time world Specifying the naviga-
tion area as the North Atlantic meant
that researchers had to consider that
waves could come from all directions
and with a wildly changing variety of
lengths and heights Additionally ac-
tual waves are not simple structures
but rather combinations of different
waves with different force compo-
nents A vast amount of calculation
would be necessary in order to faith-
fully represent real world conditions
While proceeding with the vast
calculation work ClassNK
began determining the ef-
fects of wave loads by focusing on the
waves which could severely affect hull
structures The research was an in-credibly rich and dense kind of analy-
sis compiling results from 3-dimen-
sional whole ship structural analysis
long-term stress prediction methods
using statistical analysis for long-
term wave data newly developed ra-
tionalised fatigue strength assessment
methods buckling strength assess-
ment methods and longitudinal ulti-
mate strength analysis methods amid
a wide variety of tests and assess-
ments Furthermore for certain hull
structural members rationalised cor-
rosion margin thickness assessments
derived from the statistical analysis
of plate thickness measurement data
were also included
In the case of fatigue strength it
had been acknowledged that existing
assessment methods could not ad-equately explain the nature of fatigue
damage on actual ships With the
conventional fatigue strength assess-
ment method for welded parts for ex-
ample the effect of structural average
stress would be considered negligible
because of the initial residual stress
but in cases of actual fatigue damage
such effects are anything but negli-
gible This pushed the researchers at
ClassNK to develop a new practical
assessment method The incredibleamount of data that ClassNK had in
its possession greatly contributed to
this development
One of the weaknesses commonly at-
tributed to bulk carriers derives from
the diminution of the hold frames
due to corrosion ClassNK surveyors
have traditionally paid close attention
to the condition of the hold frames
and carried out rigorous inspections
As part of the new Rule C100 project
however a new corrosion model had
to be developed This system would
utilize data taken from actual corrod-
ed samples and would apply statisti-
cal analysis as well as an examination
into how corrosion develops This
research led to the development of a
new rational method for determining
corrosion levels
T
he results of all these efforts be-
came the ldquoTechnical Guidance
on Hull Structural Strength
Assessmentrdquo published by ClassNK
in 1999 The guidance details ap-
proaches to hull structural strength
assessment based on 1047297rst principles
Based on this technical guidance
practical design standards were con-
secutively published starting with the
Guidelines for Tanker Structures in
2001 followed by Guidelines for bulk
carriers in 2002 and container carri-
ers in 2003
The standards and guidelines de-
veloped as a result of the Rule C100project not only greatly contributed to
ClassNK rules but would also serve
as a foundation for the development
of the IACS CSR
A Technical GuidanceBecomes a Design Standard
An Abundance of Datafrom Actual Ships
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Opened in Chiba in March 1993 the ClassNK Research Center combines the research capa-
bilities of the ClassNKs Research Institute formerly based in Mitaka and the computer facilties
from the ClassNK Administration Center in Tokyo into a single state-of-the-art research facility
The ClassNK Research Cen-
ter is equipped with the most
advanced testing facilities
available and its testing laboratory
includes structural testing equipment
electronic microscopes with scanning
capabilities and equipment for oil
analysis among a wide variety of oth-
er testing equipment
The Research Center undertakes a
wide range of the testing activities
that are expected of an international
classi1047297cation society such as large
scale structural analyses research and
development for rules and regulations
in new 1047297elds and analytical stud-
ies of information from NK classed
ships thus playing a central role inthe technical and research activities
of ClassNK
The Research Center consists of the
General Affairs Division Develop-
ment Department Offshore Technol-
ogy Division Research Institute and
the Testing Machine Department
The General Affairs Division takes
care of matters related to human re-
sources general affairs welfare and
budget administration and account-
ing for both the Research Center and
the adjacent Information Center
The Development Department is in
charge of establishing the technical
rules which classi1047297cation surveys etc
are based upon as well as managing
research and development plans The
departments work encompasses the
entire rule making process from de-
vising and compiling of the rules to
their revision and abolishment TheDevelopment Department is made
up of 1047297ve different sections Three of
these sections are rules related sec-
tions and respectively cover the rules
for the hull rules for machinery and
rules for equipment and materials
The remaining two sections are the
Technical Analysis section and Tech-
nical Systems section which jointly
develop waveload analysis and hull
structure analysis systems These sec-
tions utilize these systems as well as a
number of widely available computer
programs to carry out technical cal-
culations
The Offshore Technology Division
engages in the research and study of
new technologies and standards for
offshore development and increased
utilization of the entire ocean
The Research Institute is comprised
of four separate research divisions -the hull related research division the
machinery related research division
the materials and equipment related
research division and the rule related
Report
The ClassNK Research Center
8162019 Bulk Carrier Pamphlet
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research division and their activities
cover a wide range of studies in the
1047297elds of hull structural strength ship
performance out1047297tting and equip-
ment systems to ensure reliability
of the ships and future technology
development among others The Re-
search Institute also coordinates re-
search projects being conducted at
the request of outside bodies
The Testing Machine Department
administers the technical matters
related to the calibration of power
meters used for inspections of single
shaft test facilities value settings of
test pieces used for Charpy impact
test machines and hardness testers
accuracy management for the variousstandard meters used for such testing
and the inspection of testing facilities
for materials for marine and indus-
trial use
The ClassNK Research Insti-
tute has developed a simulation
method capable of realistically
reproducing actual pitting cor-
rosion Research on the con1047297gurationof actual steel members with pitting
corrosion has been carried out and the
simulation method has been con1047297rmed
to effectively produce accurate simula-
tions of pitting corrosion
This simulation method is expandable
and can be used to develop models for
the generation and growth of pitting
corrosion where the time of pit corro-
sion generation and the growth process
of pitting corrosion will depend on the
introduction of probability models Ba-
sically when pitting corrosion grows it
exhibits a conical shape with an average
diameter-depth ratio of 81 This is due
to the fact that as the pitting corrosion
grows peripheral areas of the pit will
smoothen and the rate of corrosion in
terms of depth will diminish and this
slowing eventually reaches a constantstate of slow corrosion This slowing
phenomenon is an important part of the
simulation model
By conducting strength assessments of
the steel members in the states of cor-
rosion reproduced by this simulation
method it is possible to further study the
relationship between the state of corro-
sion and member strength Furthermore
it was discovered that a dimensional ef-
fect of pitting corrosion on steel mem-
bers is evident when the dimensions are
small but when the dimensions become
relatively large (500mm times 500mm) such
effects become negligible
Pitting Corrosion Simulation
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AT
he results of the assessment are provided by as-
signing an accurate rating for each survey item
The de1047297nition of each rating is shown below
(1) CAP-HULL RATING
(a) Rating Level l ldquoVery Good Conditionrdquo
Compared to either the condition at the start of ser-
vice or the scantling dimensions required by the current
rules in force only super1047297cial deterioration was found
on the item during inspection andor measurement
There is no need for maintenance or repair
(b) Rating Level 2 ldquoGood Conditionrdquo
Minor defects which do not require corrections or re-
pairs were found on items during inspection andor all
plate thickness measurements show substantial margins
over the maximum permissible diminution standard
speci1047297ed by class requirements
(c) Rating Level 3 ldquoSatisfactory Conditionrdquo
Defects which do not require urgent corrections or re-
pairs were found or while a fair amount of corrosion
was found the plate thickness is above the maximum
permissible diminution standard speci1047297ed by class re-
quirements
(d) Rating Level 4 ldquoUnsatisfactory Conditionrdquo
One or more defects that prevent the ship from meeting
class requirements were found on items during inspec-
tion and measurement or plate thickness in a number
of areas does not conform to the maximum permissible
diminution standard speci1047297ed by class requirements
Rule
Ship Condition Assessment
As long as ships are operated properly and
the actual state of a shiprsquos structures and
equipment are monitored and inspections
and maintenance are carried out in a time-
ly manner ships can be kept in good con-
dition and continue to operate safely
Ships undergo periodical inspections in order to
con1047297rm their compliance with the technical rules and
regulations laid out by international conventions and
classi1047297cation societies However these inspections are
only meant to ensure that the ship satis1047297es certain
standards of soundness and comply to rule require-
ments Detailed assessment of the shiprsquos condition are
normally not made during such inspections
However such detailed inspections are necessary for
shipowners to effectively maintain ships throughout
their service lives
ClassNKrsquos Condition Assessment Program (CAP)
is a specially developed inspection program that pro-
vides shipowners with information on the condition
of their ship via hull structural strength assessments
fatigue assessments and the results from detailed in-
spections of the hull machinery deck machinery car-
go handling gear etc Undergoing a CAP inspection
provides shipowners the data and tools to develop a
thorough understanding of their shiprsquos condition
CAP consists of two different condition assessment
surveys At the discretion of the owner these two sur-
veys can be conducted independently or in tandem
(1) CAP-HULL
(Condition Assessment for Hull Structures)
(2) CAP-MACHINERY CARGO SYSTEM (Condition Assessment for Machinery and Cargo
Systems)
8162019 Bulk Carrier Pamphlet
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(2) CAP-MACHINERY CARGO SYSTEM RATING
(a) Rating Grade 1 ldquoVery Good Conditionrdquo
No performance affecting defects were found dur-
ing the inspections or effectiveness tests of the items
or systems Upkeep records and maintenance practices
are considered to be good There is no need for main-
tenance or repair
(b) Rating Grade 2 ldquoGood Conditionrdquo
Several minor non-performance affecting defects
were found during the inspections or effectiveness tests
of the items or systems Upkeep records and mainte-
nance practices are considered to be adequate There is
no urgent need for maintenance or repair
(c) Rating Grade 3 ldquoSatisfactory Conditionrdquo
Defects were found during the inspections or effec-
tiveness tests of the items or systems but they do not
greatly affect performance Upkeep records and main-
tenance practices meet minimum requirements Some
maintenance work or repairs are necessary
(d) Rate Grade 4 ldquoUnsatisfactory Conditionrdquo
Defects which greatly affect performance were found
during the inspections or effectiveness tests of the items
or system Upkeep records and maintenance practices
are considered to be unsatisfactory
Programme (CAP)
The following detailed assessment results
and related records will accompany theCAP Certi1047297cate
(1) CAP-HULL
(a) Overall Assessment and Assessment of
Hull Strength Study for each structural part
(b) Inspection Report
(c) Fatigue Strength Study Report
(d) Corrosion Protection Assessment
(e) Photographic Report
(f) Plate Thickness Measurement Records
(2) CAP-MACHINERYCARGO SYSTEM
(a) CAP-MACHINERYCARGO
SYSTEM Assessment for each item
(b) Inspection Report
(c) Photographic Report
The Condition Assessment Programme (CAP)
service provided by ClassNK meets the approvalof RightShip (ship vetting company)
When the CAP survey is completed a
CAP Certi1047297cate will be issued showing
the overall rating of the ship (Overall
Rating for CAP-HULL andor CAP-
MACHINERYCARGO SYSTEM)W
8162019 Bulk Carrier Pamphlet
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Sample of input screens and calculation screens
Watch
ClassNKs Rule C100 projectplayed an essential part intheir development
New CSR bring changes to ship structural standards
I
ACS made the decision to develop the CSR for bulk
carriers and oil tankers in 2003 Prior to this each
of the IACS member societies had been working in-dependently to improve the safety of ship hull structures
The move to work collectively to improve ship safety was
due in part to the oil spills caused by consecutive tanker
accidents and the sinking of several aging bulk carriers
These accidents drew the attention of the public and the
IMO moved to address these issues The IMO began by
requiring tankers to have double-hulls and enforcing more
stringent inspections of bulk carriers as well as introducing
higher structural strength requirements to address 1047298ooding
accidents Despite these efforts a number of accidents still
occurred Foremost among these were accidents involving
the tankers Erika which sank off the French coast in De-
cember 1999 and Prestige which sank in November 2002
These accidents highlighted the need to improve ship safe-
ty as soon as possible and IACS set out to develop the
CSR in light of these circumstances ClassNK had already
begun working on its own improvements to ship hull safety
when it began work on its Rule C100 project in 1998 It was
only natural then that ClassNK would play a central role
within IACS in the development of the CSR
Prior to the development of the CSR by IACS
various rule-making efforts were underway at a
number of class societies Among IACS mem-
bers Lloyds Register (LR) American Bureau of Shipping
(ABS) and Det Norske Veritas (DNV) jointly started a
program to develop common rules for oil tankers in July
2002 This project was called the LAN project the three
letters being taken from the names of the three societies
On the other side of the world ClassNK China Classi1047297ca-
tion Society (CCS) and the Korean Register of Shipping
(KR) joined together to form the A3 project in September
2002 The A3 project aimed to develop a common set of
guidelines for structural strength based on the results of
the Rule C100 project
Background to the CSR
The CSR - an undertaking ofunprecedented magnitude
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Scantling definition at forward sectionScantling definition for transverse bulkhead
One development that has certainly drawn the attention of the shipping and shipbuilding industriesover the past few years has been the introduction of the IACS Common Structural Rules (CSR) The
CSR represent IACSs greatest undertaking since its founding The CSR are a dramatic achievement
not only in the way they are affecting ship structure and design but in the sense that for the first time
standards have been unified among the class societies Thanks to research and development on Rule
C100 ClassNK was able to play a central role in the development and implementation of the IACS CSR
In Europe public scrutiny of the IMO greatly intensi1047297ed
after the sinking of the Erika and the Prestige The IMO re-
sponded by establishing Goal-Based Standards which are
standards intended to achieve certain goals rather than just
establish certain baselines for safety IACS in turn commit-ted itself to developing the CSR in June 2003 for bulk carri-
ers and oil tankers The CSR represent a single set of rules
covering all aspects of hull structures to be shared among
all of the IACS member societies This was an undertaking
of unprecedented magnitude and certainly one of the larg-
est developments since the founding of IACS
As the development of a set of common rules for
oil tankers was already being undertaken by the
LAN project participants IACS arranged for de-
velopment to continue under a new name the Joint Tanker
Project (JTP) At the same time the A3 project members
joined together with the UNITAS project formed by Bu-
reau Veritas (BV) Registro Italiano Navale (RINA) and
Germanischer Lloyd (GL) to proceed with the develop-
ment of CSR for bulk carriers as part of the Joint Bulker
Project (JBP) in October 2003
ClassNK took a leadership role in the JBP by using the
knowledge gained from ClassNKs Rule C100 project Theresults from the Rule C100 project became a cornerstone
of the CSR for bulk carriers especially with regards to cor-
rosion margins design loads and fatigue strength assess-
ment ClassNKs position as chair of the IACS Hull Panel
helped to further ensure the successful development of the
new CSR
As a result of IACSrsquo energetic approach to common rule
development the CSR for bulk carriers and oil tankers were
adopted unanimously by the IACS Council in December
2005 At that time the two sets of CSR were harmonized
with regards to corrosion margins and ultimate strength in
longitudinal bending but the rules could not be completely
harmonized in other areas such as design loads and fatigue
strength IACS however has made harmonization of the
two sets of rules one of its long term goals and ClassNK is
once again taking a leadership role in this process
ClassNKLeadership and Contribution
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Sample of PrimeShip-HULL (CSR) input screens Output screen of calculation results (Displacement)
CSR Related Services
Vast amount of research data leads to
release of CSR compatible software
To obtain the software contact ClassNK Hull Department
Telephone +81-(0)3-5226-20172018
Fax +81-(0)3-5226-2019
E-mail hldclassnkorjp
For further details on the software contact ClassNK Development Department
Telephone +81-(0)43-294-4970 (dedicated line for PrimeShip-HULL)
Fax +81-(0)43-294-6924
E-mail primeship-hullclassnkorjp
In December 2005 concurrent with the adoption of
the CSR by IACS ClassNK released new rule cal-
culation software allowing for direct strength calcu-
lations using 1047297nite element method (FEM) analysis com-
patible with the new bulk carrier CSR Direct calculation
software for the tanker CSR was released to the public in
June 2006 The software has since been further enhanced
in response to client feedback received since the CSR were
implemented in April 2006 The latest version of the calcu-lation software PrimeShip-HULL (CSR) was released in
September 2007 and not only combines the software for
both the tanker CSR and bulk carrier CSR into a single
software package but also includes a number of improve-
ments to overall usability
PrimeShip-HULL(CSR) consists of two systems the
Rule Calculation System and the Direct Calculation Sys-
tem With the Rule Calculation System users can input hull
cross-section information in to the system and hull cross-
section calculations longitudinal strength calculations
local strength assessments fatigue strength assessments
and buckling strength assessments can be carried out to
obtain data necessary for complying with the CSR The
Direct Calculation System is a tool used to directly carry
out structural analysis via 1047297nite element analysis (FEA)
and strength assessment Assessments of hull structural
strength can be achieved by ensuring that the results from
direct calculations are in line with the CSR requirements
A dedicated web-based support service is also availablefor users of the PrimeShip-HULL(CSR) software system
Service
Based on vast amounts of data accumulated
through research and survey work ClassNK
has developed and released a new software
system PrimeShip-HULL (CSR) for use with
the IACS Common Structural Rules (CSR)
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On 1 March 2008 Noboru Ueda
became the new Chairman
and President of ClassNK
During a press conference held on
6 March he explained his intention
to expand ClassNKrsquos overseas service
network noting in particular his plans
to increase the number of surveyors
and of1047297ces in China He further stated
his intention to strengthen the pres-
ence of ClassNK as the worlds top
classi1047297cation society and to intensify
the Societyrsquos international efforts in-
cluding its activities at IACS and the
IMO ClassNK already works closely
with the China Classi1047297cation Society
(CCS) and Korean Register of Ship-
ping (KR) but Chairman and Presi-
dent Ueda also indicated future plans
Mr Ueda becomes the new Chairman and President of ClassNK
Topics
New Chairman and President Ueda (center) at a press conference on May 6
SEA JAPAN 2008
Notable events in 2008
bull GASTECHBangkok
bull VietShipHanoi
bull CMA ShippingStamford
bull Asia Paci1047297c MaritimeSingaporebull SEA JAPANTokyo
bull ShiptekKochi
bull PosidoniaAthens
bull Asia Maritime and LogisticsKuala Lumpur
bull China (Nangton) International Ship Industry ExpoNantong
bull SMMHamburg
bull Shiport ChinaDalian
bull Seatrade Middle East MaritimeDubai
to more actively exchange views and
work with other classi1047297cation societ-
ies such as those in India Vietnam
Indonesia and Russia in order to
promote stronger ties within the
Asian maritime community
ClassNK participates in numer-
ous international maritime
events each year In 2008 the
Society participated in the following
exhibitions
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Dubai
Kuwait
Alexandria
Jeddah
PiraeusCadiz
Marseille
Antwerp
Lisbon
as Palmas
Copenhagen
Hamburg
Genova
LondonMilford Haven
Amman
Beijing
Ulsan
Hong Kong
Guangzhou
Seoul
TaipeiDhaka
Manila
Haiphong
Bangkok Nha Trang
Jakarta
Kuala Lumpur
Istanbul
Cape Town
Shanghai
Kaohsiung
Dalian
Qingdao
Visakhapatnam
Surabaya
Chennai(Madras)
Mumbai(Bombay)
Melbourne
Fremantle
Oslo
KojeBusan
BatangasCebu
Balikpapan
Miri Kota Kinabalu
SingaporeBatam Johor Bahru
Ho Chi Minh
Durban
Constantza
BarcelonaBilbao
Rotterdam
GdanskNewcastle
TokyoChiba
(Head Office)
Kochi
Zhoushan
Mokpo
Tianjin
World Classwwwclassnkorjp
Plan Approval Center
21 Bulk Carrier
B y the end of August 2008 the ClassNK service network had grown to a total of 104
exclusive service sites This includes 21 service sites in Japan and a total of 83 service
sites in key locations around the world with Kochi in India Tianjin and Zhoushan in
China and Mokpo in Korea being the latest additions In addition to this service network
ClassNK also maintains a total of 21 international committees so that the Society can
exchange information and ideas with maritime leaders throughout the world The Society
established its newest committee the Middle-East Technical Committee at the end of 2007In order to provide better local service customer oriented service ClassNK established
three new plan approval centers in Istanbul Mumbai and Busan in 2008 These centers
join the Societyrsquos existing plan approval centers in Tokyo Singapore and Shanghai allow-
ing plan approvals to be conducted quickly and effectively around the globe
104 Locations NK Now
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Aucklanddney
Brisbane
Buenos Aires
Veracruz
Panama
Norfolk
Rio de JaneiroSantos
New York
Montreal
New Orleans
Los Angeles
Houston
VancouverSeattle
Valparaiso
Guayaquil
Miami
Bulk Carrier 22
A t the end of November 2008 ClassNK had 7017 ships on its register total-
ing some 160522744 gross tons ClassNK is the 1047297rst classi1047297cation society
in the world to surpass the 160 million gross ton mark for tonnage registered un-
der class and ClassNK remains the worldrsquos largest classi1047297cation society in terms
of gross tons On a tonnage basis more than 20 of the worldrsquos 1047298eet is registered
with ClassNK 549 newbuildings totaling 14420125 gross tons were registered
to ClassNK in 2007 surpassing the previous record set in 2006 by more than120000 gross tons When combined with other ships newly registered during the
year a record 584 ships totaling 14978670 gross tons were added to the ClassNK
register in 2007 Due to the large number of newbuildings registered the ClassNK
1047298eet continues to be comparatively young with an average age of 111 years
B ulk carriers account for more than
half of the ClassNK 1047298eet represent-
ing 51 of the register in terms of gross
tons ClassNK also classes the worldrsquos
largest share of bulk carriers - roughly
one-third of the worldrsquos bulk carriers
under class are registered with ClassNKBulk carriers of all sizes are registered
with ClassNK with nearly 75 all post-
Panamaxes and nearly half of all VLOCs
registered with the Society
51 160 Milliongross tons
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4-7 Kioi-cho Chiyoda-ku Tokyo 102-8567 JAPANTel +81-3-3230-1201 Fax +81-3-5226-2012URL wwwclassnkorjp
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The Rule C100 Project sought
answers as to what the most rationalrules for hulls structures should be
and the project aimed to adapt these
answers to all major ship types such
as bulk carriers tankers and con-
tainer ships Determining the wave
loads would be the main prerequisite
to achieve this but it was clear that
it was going to take an incredible
amount of effort and fortitude to
change the wave load parameters that
has been in use until then
Before work began on the Rule
C100 project the ClassNK
rules had been based on re-
search and analysis that re1047298ected the
vast array of survey experience com-
piled by the Society While such rules
were well balanced there was no clear
correspondence between the rules andcertain scienti1047297c concepts and techni-
cal values Despite the magnitude of
the task ahead of them the research-
ers proceeded to establish a higher
dards for the next 100 years as well
Before commencing work
on the Rule C100 Proj-
ect research staff from the
ClassNK Research Institute and the
Development Department began tack-
ling questions such as ldquohow do waves
actually behaverdquo and ldquohow should a
hull structure performrdquo One of the
key factors when developing rules
for hull structures is determining the
wave loads that the ship is expected to
endure and the required dimensions
for hull structures largely depend on
this data It was further decided that
a ships hull should be able to survive
major accidents such as deformation
from unexpectedly large waves and
that a ship should not sink even if
it were to run aground However ifrobustness were the only important
factor the research teams would be
designing something more akin to a
warship than a merchant vessel
The Rule C100 project wasbegun in 1997 with an eye
towards commemorating the
Societyrsquos 100th anniversary in 1999
The project involved participants
from throughout ClassNKrsquos many
departments including staff from the
Development Department Research
Institute Hull Department and Tech-
nical Investigation and Information
Department among others The proj-
ect drew on the combined knowledge
and experience of the entire ClassNK
staff
The purpose of the Rule C100
Project was to completely review
ClassNKrsquos hull structure standards
and contribute to ship safety by de-
veloping a new set of advanced rules
for hull structures The letter ldquoCrdquo was
used because the rules related to hull
structures come under part ldquoCrdquo ofthe ClassNK Rules and the number
ldquo100rdquo stood for the 100 years since
ClassNKrsquos establishment and also
as a challenge to create a set of stan-
When ClassNK commenced work on its Rule C100 Project some
ten years ago it was the largest research and development proj-
ect ever undertaken by the Society This advanced structuralrule development project not only greatly improved ClassNKrsquos
technical capabilities and expertise but also greatly contribut-
ed to the development of the IACS Common Structural Rules
Focus
Rule C100
Technical Challengesand Daring Innovation
Changing the Wave Loads
How Should a HullStructure Perform
Starting From Scratch
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standard for wave loads
The researchers decided the waveloads for the new rules would be based
on a ship sailing in the North Atlantic
Ocean for 25 years The North Atlan-
tic is well known for boasting some
of the severest natural environmental
conditions to be found in the mari-
time world Specifying the naviga-
tion area as the North Atlantic meant
that researchers had to consider that
waves could come from all directions
and with a wildly changing variety of
lengths and heights Additionally ac-
tual waves are not simple structures
but rather combinations of different
waves with different force compo-
nents A vast amount of calculation
would be necessary in order to faith-
fully represent real world conditions
While proceeding with the vast
calculation work ClassNK
began determining the ef-
fects of wave loads by focusing on the
waves which could severely affect hull
structures The research was an in-credibly rich and dense kind of analy-
sis compiling results from 3-dimen-
sional whole ship structural analysis
long-term stress prediction methods
using statistical analysis for long-
term wave data newly developed ra-
tionalised fatigue strength assessment
methods buckling strength assess-
ment methods and longitudinal ulti-
mate strength analysis methods amid
a wide variety of tests and assess-
ments Furthermore for certain hull
structural members rationalised cor-
rosion margin thickness assessments
derived from the statistical analysis
of plate thickness measurement data
were also included
In the case of fatigue strength it
had been acknowledged that existing
assessment methods could not ad-equately explain the nature of fatigue
damage on actual ships With the
conventional fatigue strength assess-
ment method for welded parts for ex-
ample the effect of structural average
stress would be considered negligible
because of the initial residual stress
but in cases of actual fatigue damage
such effects are anything but negli-
gible This pushed the researchers at
ClassNK to develop a new practical
assessment method The incredibleamount of data that ClassNK had in
its possession greatly contributed to
this development
One of the weaknesses commonly at-
tributed to bulk carriers derives from
the diminution of the hold frames
due to corrosion ClassNK surveyors
have traditionally paid close attention
to the condition of the hold frames
and carried out rigorous inspections
As part of the new Rule C100 project
however a new corrosion model had
to be developed This system would
utilize data taken from actual corrod-
ed samples and would apply statisti-
cal analysis as well as an examination
into how corrosion develops This
research led to the development of a
new rational method for determining
corrosion levels
T
he results of all these efforts be-
came the ldquoTechnical Guidance
on Hull Structural Strength
Assessmentrdquo published by ClassNK
in 1999 The guidance details ap-
proaches to hull structural strength
assessment based on 1047297rst principles
Based on this technical guidance
practical design standards were con-
secutively published starting with the
Guidelines for Tanker Structures in
2001 followed by Guidelines for bulk
carriers in 2002 and container carri-
ers in 2003
The standards and guidelines de-
veloped as a result of the Rule C100project not only greatly contributed to
ClassNK rules but would also serve
as a foundation for the development
of the IACS CSR
A Technical GuidanceBecomes a Design Standard
An Abundance of Datafrom Actual Ships
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Opened in Chiba in March 1993 the ClassNK Research Center combines the research capa-
bilities of the ClassNKs Research Institute formerly based in Mitaka and the computer facilties
from the ClassNK Administration Center in Tokyo into a single state-of-the-art research facility
The ClassNK Research Cen-
ter is equipped with the most
advanced testing facilities
available and its testing laboratory
includes structural testing equipment
electronic microscopes with scanning
capabilities and equipment for oil
analysis among a wide variety of oth-
er testing equipment
The Research Center undertakes a
wide range of the testing activities
that are expected of an international
classi1047297cation society such as large
scale structural analyses research and
development for rules and regulations
in new 1047297elds and analytical stud-
ies of information from NK classed
ships thus playing a central role inthe technical and research activities
of ClassNK
The Research Center consists of the
General Affairs Division Develop-
ment Department Offshore Technol-
ogy Division Research Institute and
the Testing Machine Department
The General Affairs Division takes
care of matters related to human re-
sources general affairs welfare and
budget administration and account-
ing for both the Research Center and
the adjacent Information Center
The Development Department is in
charge of establishing the technical
rules which classi1047297cation surveys etc
are based upon as well as managing
research and development plans The
departments work encompasses the
entire rule making process from de-
vising and compiling of the rules to
their revision and abolishment TheDevelopment Department is made
up of 1047297ve different sections Three of
these sections are rules related sec-
tions and respectively cover the rules
for the hull rules for machinery and
rules for equipment and materials
The remaining two sections are the
Technical Analysis section and Tech-
nical Systems section which jointly
develop waveload analysis and hull
structure analysis systems These sec-
tions utilize these systems as well as a
number of widely available computer
programs to carry out technical cal-
culations
The Offshore Technology Division
engages in the research and study of
new technologies and standards for
offshore development and increased
utilization of the entire ocean
The Research Institute is comprised
of four separate research divisions -the hull related research division the
machinery related research division
the materials and equipment related
research division and the rule related
Report
The ClassNK Research Center
8162019 Bulk Carrier Pamphlet
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research division and their activities
cover a wide range of studies in the
1047297elds of hull structural strength ship
performance out1047297tting and equip-
ment systems to ensure reliability
of the ships and future technology
development among others The Re-
search Institute also coordinates re-
search projects being conducted at
the request of outside bodies
The Testing Machine Department
administers the technical matters
related to the calibration of power
meters used for inspections of single
shaft test facilities value settings of
test pieces used for Charpy impact
test machines and hardness testers
accuracy management for the variousstandard meters used for such testing
and the inspection of testing facilities
for materials for marine and indus-
trial use
The ClassNK Research Insti-
tute has developed a simulation
method capable of realistically
reproducing actual pitting cor-
rosion Research on the con1047297gurationof actual steel members with pitting
corrosion has been carried out and the
simulation method has been con1047297rmed
to effectively produce accurate simula-
tions of pitting corrosion
This simulation method is expandable
and can be used to develop models for
the generation and growth of pitting
corrosion where the time of pit corro-
sion generation and the growth process
of pitting corrosion will depend on the
introduction of probability models Ba-
sically when pitting corrosion grows it
exhibits a conical shape with an average
diameter-depth ratio of 81 This is due
to the fact that as the pitting corrosion
grows peripheral areas of the pit will
smoothen and the rate of corrosion in
terms of depth will diminish and this
slowing eventually reaches a constantstate of slow corrosion This slowing
phenomenon is an important part of the
simulation model
By conducting strength assessments of
the steel members in the states of cor-
rosion reproduced by this simulation
method it is possible to further study the
relationship between the state of corro-
sion and member strength Furthermore
it was discovered that a dimensional ef-
fect of pitting corrosion on steel mem-
bers is evident when the dimensions are
small but when the dimensions become
relatively large (500mm times 500mm) such
effects become negligible
Pitting Corrosion Simulation
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AT
he results of the assessment are provided by as-
signing an accurate rating for each survey item
The de1047297nition of each rating is shown below
(1) CAP-HULL RATING
(a) Rating Level l ldquoVery Good Conditionrdquo
Compared to either the condition at the start of ser-
vice or the scantling dimensions required by the current
rules in force only super1047297cial deterioration was found
on the item during inspection andor measurement
There is no need for maintenance or repair
(b) Rating Level 2 ldquoGood Conditionrdquo
Minor defects which do not require corrections or re-
pairs were found on items during inspection andor all
plate thickness measurements show substantial margins
over the maximum permissible diminution standard
speci1047297ed by class requirements
(c) Rating Level 3 ldquoSatisfactory Conditionrdquo
Defects which do not require urgent corrections or re-
pairs were found or while a fair amount of corrosion
was found the plate thickness is above the maximum
permissible diminution standard speci1047297ed by class re-
quirements
(d) Rating Level 4 ldquoUnsatisfactory Conditionrdquo
One or more defects that prevent the ship from meeting
class requirements were found on items during inspec-
tion and measurement or plate thickness in a number
of areas does not conform to the maximum permissible
diminution standard speci1047297ed by class requirements
Rule
Ship Condition Assessment
As long as ships are operated properly and
the actual state of a shiprsquos structures and
equipment are monitored and inspections
and maintenance are carried out in a time-
ly manner ships can be kept in good con-
dition and continue to operate safely
Ships undergo periodical inspections in order to
con1047297rm their compliance with the technical rules and
regulations laid out by international conventions and
classi1047297cation societies However these inspections are
only meant to ensure that the ship satis1047297es certain
standards of soundness and comply to rule require-
ments Detailed assessment of the shiprsquos condition are
normally not made during such inspections
However such detailed inspections are necessary for
shipowners to effectively maintain ships throughout
their service lives
ClassNKrsquos Condition Assessment Program (CAP)
is a specially developed inspection program that pro-
vides shipowners with information on the condition
of their ship via hull structural strength assessments
fatigue assessments and the results from detailed in-
spections of the hull machinery deck machinery car-
go handling gear etc Undergoing a CAP inspection
provides shipowners the data and tools to develop a
thorough understanding of their shiprsquos condition
CAP consists of two different condition assessment
surveys At the discretion of the owner these two sur-
veys can be conducted independently or in tandem
(1) CAP-HULL
(Condition Assessment for Hull Structures)
(2) CAP-MACHINERY CARGO SYSTEM (Condition Assessment for Machinery and Cargo
Systems)
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(2) CAP-MACHINERY CARGO SYSTEM RATING
(a) Rating Grade 1 ldquoVery Good Conditionrdquo
No performance affecting defects were found dur-
ing the inspections or effectiveness tests of the items
or systems Upkeep records and maintenance practices
are considered to be good There is no need for main-
tenance or repair
(b) Rating Grade 2 ldquoGood Conditionrdquo
Several minor non-performance affecting defects
were found during the inspections or effectiveness tests
of the items or systems Upkeep records and mainte-
nance practices are considered to be adequate There is
no urgent need for maintenance or repair
(c) Rating Grade 3 ldquoSatisfactory Conditionrdquo
Defects were found during the inspections or effec-
tiveness tests of the items or systems but they do not
greatly affect performance Upkeep records and main-
tenance practices meet minimum requirements Some
maintenance work or repairs are necessary
(d) Rate Grade 4 ldquoUnsatisfactory Conditionrdquo
Defects which greatly affect performance were found
during the inspections or effectiveness tests of the items
or system Upkeep records and maintenance practices
are considered to be unsatisfactory
Programme (CAP)
The following detailed assessment results
and related records will accompany theCAP Certi1047297cate
(1) CAP-HULL
(a) Overall Assessment and Assessment of
Hull Strength Study for each structural part
(b) Inspection Report
(c) Fatigue Strength Study Report
(d) Corrosion Protection Assessment
(e) Photographic Report
(f) Plate Thickness Measurement Records
(2) CAP-MACHINERYCARGO SYSTEM
(a) CAP-MACHINERYCARGO
SYSTEM Assessment for each item
(b) Inspection Report
(c) Photographic Report
The Condition Assessment Programme (CAP)
service provided by ClassNK meets the approvalof RightShip (ship vetting company)
When the CAP survey is completed a
CAP Certi1047297cate will be issued showing
the overall rating of the ship (Overall
Rating for CAP-HULL andor CAP-
MACHINERYCARGO SYSTEM)W
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 182417 Bulk Carrier
Sample of input screens and calculation screens
Watch
ClassNKs Rule C100 projectplayed an essential part intheir development
New CSR bring changes to ship structural standards
I
ACS made the decision to develop the CSR for bulk
carriers and oil tankers in 2003 Prior to this each
of the IACS member societies had been working in-dependently to improve the safety of ship hull structures
The move to work collectively to improve ship safety was
due in part to the oil spills caused by consecutive tanker
accidents and the sinking of several aging bulk carriers
These accidents drew the attention of the public and the
IMO moved to address these issues The IMO began by
requiring tankers to have double-hulls and enforcing more
stringent inspections of bulk carriers as well as introducing
higher structural strength requirements to address 1047298ooding
accidents Despite these efforts a number of accidents still
occurred Foremost among these were accidents involving
the tankers Erika which sank off the French coast in De-
cember 1999 and Prestige which sank in November 2002
These accidents highlighted the need to improve ship safe-
ty as soon as possible and IACS set out to develop the
CSR in light of these circumstances ClassNK had already
begun working on its own improvements to ship hull safety
when it began work on its Rule C100 project in 1998 It was
only natural then that ClassNK would play a central role
within IACS in the development of the CSR
Prior to the development of the CSR by IACS
various rule-making efforts were underway at a
number of class societies Among IACS mem-
bers Lloyds Register (LR) American Bureau of Shipping
(ABS) and Det Norske Veritas (DNV) jointly started a
program to develop common rules for oil tankers in July
2002 This project was called the LAN project the three
letters being taken from the names of the three societies
On the other side of the world ClassNK China Classi1047297ca-
tion Society (CCS) and the Korean Register of Shipping
(KR) joined together to form the A3 project in September
2002 The A3 project aimed to develop a common set of
guidelines for structural strength based on the results of
the Rule C100 project
Background to the CSR
The CSR - an undertaking ofunprecedented magnitude
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 1924 Bulk Carrier 18
Scantling definition at forward sectionScantling definition for transverse bulkhead
One development that has certainly drawn the attention of the shipping and shipbuilding industriesover the past few years has been the introduction of the IACS Common Structural Rules (CSR) The
CSR represent IACSs greatest undertaking since its founding The CSR are a dramatic achievement
not only in the way they are affecting ship structure and design but in the sense that for the first time
standards have been unified among the class societies Thanks to research and development on Rule
C100 ClassNK was able to play a central role in the development and implementation of the IACS CSR
In Europe public scrutiny of the IMO greatly intensi1047297ed
after the sinking of the Erika and the Prestige The IMO re-
sponded by establishing Goal-Based Standards which are
standards intended to achieve certain goals rather than just
establish certain baselines for safety IACS in turn commit-ted itself to developing the CSR in June 2003 for bulk carri-
ers and oil tankers The CSR represent a single set of rules
covering all aspects of hull structures to be shared among
all of the IACS member societies This was an undertaking
of unprecedented magnitude and certainly one of the larg-
est developments since the founding of IACS
As the development of a set of common rules for
oil tankers was already being undertaken by the
LAN project participants IACS arranged for de-
velopment to continue under a new name the Joint Tanker
Project (JTP) At the same time the A3 project members
joined together with the UNITAS project formed by Bu-
reau Veritas (BV) Registro Italiano Navale (RINA) and
Germanischer Lloyd (GL) to proceed with the develop-
ment of CSR for bulk carriers as part of the Joint Bulker
Project (JBP) in October 2003
ClassNK took a leadership role in the JBP by using the
knowledge gained from ClassNKs Rule C100 project Theresults from the Rule C100 project became a cornerstone
of the CSR for bulk carriers especially with regards to cor-
rosion margins design loads and fatigue strength assess-
ment ClassNKs position as chair of the IACS Hull Panel
helped to further ensure the successful development of the
new CSR
As a result of IACSrsquo energetic approach to common rule
development the CSR for bulk carriers and oil tankers were
adopted unanimously by the IACS Council in December
2005 At that time the two sets of CSR were harmonized
with regards to corrosion margins and ultimate strength in
longitudinal bending but the rules could not be completely
harmonized in other areas such as design loads and fatigue
strength IACS however has made harmonization of the
two sets of rules one of its long term goals and ClassNK is
once again taking a leadership role in this process
ClassNKLeadership and Contribution
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 202419 Bulk Carrier
Sample of PrimeShip-HULL (CSR) input screens Output screen of calculation results (Displacement)
CSR Related Services
Vast amount of research data leads to
release of CSR compatible software
To obtain the software contact ClassNK Hull Department
Telephone +81-(0)3-5226-20172018
Fax +81-(0)3-5226-2019
E-mail hldclassnkorjp
For further details on the software contact ClassNK Development Department
Telephone +81-(0)43-294-4970 (dedicated line for PrimeShip-HULL)
Fax +81-(0)43-294-6924
E-mail primeship-hullclassnkorjp
In December 2005 concurrent with the adoption of
the CSR by IACS ClassNK released new rule cal-
culation software allowing for direct strength calcu-
lations using 1047297nite element method (FEM) analysis com-
patible with the new bulk carrier CSR Direct calculation
software for the tanker CSR was released to the public in
June 2006 The software has since been further enhanced
in response to client feedback received since the CSR were
implemented in April 2006 The latest version of the calcu-lation software PrimeShip-HULL (CSR) was released in
September 2007 and not only combines the software for
both the tanker CSR and bulk carrier CSR into a single
software package but also includes a number of improve-
ments to overall usability
PrimeShip-HULL(CSR) consists of two systems the
Rule Calculation System and the Direct Calculation Sys-
tem With the Rule Calculation System users can input hull
cross-section information in to the system and hull cross-
section calculations longitudinal strength calculations
local strength assessments fatigue strength assessments
and buckling strength assessments can be carried out to
obtain data necessary for complying with the CSR The
Direct Calculation System is a tool used to directly carry
out structural analysis via 1047297nite element analysis (FEA)
and strength assessment Assessments of hull structural
strength can be achieved by ensuring that the results from
direct calculations are in line with the CSR requirements
A dedicated web-based support service is also availablefor users of the PrimeShip-HULL(CSR) software system
Service
Based on vast amounts of data accumulated
through research and survey work ClassNK
has developed and released a new software
system PrimeShip-HULL (CSR) for use with
the IACS Common Structural Rules (CSR)
8162019 Bulk Carrier Pamphlet
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On 1 March 2008 Noboru Ueda
became the new Chairman
and President of ClassNK
During a press conference held on
6 March he explained his intention
to expand ClassNKrsquos overseas service
network noting in particular his plans
to increase the number of surveyors
and of1047297ces in China He further stated
his intention to strengthen the pres-
ence of ClassNK as the worlds top
classi1047297cation society and to intensify
the Societyrsquos international efforts in-
cluding its activities at IACS and the
IMO ClassNK already works closely
with the China Classi1047297cation Society
(CCS) and Korean Register of Ship-
ping (KR) but Chairman and Presi-
dent Ueda also indicated future plans
Mr Ueda becomes the new Chairman and President of ClassNK
Topics
New Chairman and President Ueda (center) at a press conference on May 6
SEA JAPAN 2008
Notable events in 2008
bull GASTECHBangkok
bull VietShipHanoi
bull CMA ShippingStamford
bull Asia Paci1047297c MaritimeSingaporebull SEA JAPANTokyo
bull ShiptekKochi
bull PosidoniaAthens
bull Asia Maritime and LogisticsKuala Lumpur
bull China (Nangton) International Ship Industry ExpoNantong
bull SMMHamburg
bull Shiport ChinaDalian
bull Seatrade Middle East MaritimeDubai
to more actively exchange views and
work with other classi1047297cation societ-
ies such as those in India Vietnam
Indonesia and Russia in order to
promote stronger ties within the
Asian maritime community
ClassNK participates in numer-
ous international maritime
events each year In 2008 the
Society participated in the following
exhibitions
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2224
Dubai
Kuwait
Alexandria
Jeddah
PiraeusCadiz
Marseille
Antwerp
Lisbon
as Palmas
Copenhagen
Hamburg
Genova
LondonMilford Haven
Amman
Beijing
Ulsan
Hong Kong
Guangzhou
Seoul
TaipeiDhaka
Manila
Haiphong
Bangkok Nha Trang
Jakarta
Kuala Lumpur
Istanbul
Cape Town
Shanghai
Kaohsiung
Dalian
Qingdao
Visakhapatnam
Surabaya
Chennai(Madras)
Mumbai(Bombay)
Melbourne
Fremantle
Oslo
KojeBusan
BatangasCebu
Balikpapan
Miri Kota Kinabalu
SingaporeBatam Johor Bahru
Ho Chi Minh
Durban
Constantza
BarcelonaBilbao
Rotterdam
GdanskNewcastle
TokyoChiba
(Head Office)
Kochi
Zhoushan
Mokpo
Tianjin
World Classwwwclassnkorjp
Plan Approval Center
21 Bulk Carrier
B y the end of August 2008 the ClassNK service network had grown to a total of 104
exclusive service sites This includes 21 service sites in Japan and a total of 83 service
sites in key locations around the world with Kochi in India Tianjin and Zhoushan in
China and Mokpo in Korea being the latest additions In addition to this service network
ClassNK also maintains a total of 21 international committees so that the Society can
exchange information and ideas with maritime leaders throughout the world The Society
established its newest committee the Middle-East Technical Committee at the end of 2007In order to provide better local service customer oriented service ClassNK established
three new plan approval centers in Istanbul Mumbai and Busan in 2008 These centers
join the Societyrsquos existing plan approval centers in Tokyo Singapore and Shanghai allow-
ing plan approvals to be conducted quickly and effectively around the globe
104 Locations NK Now
8162019 Bulk Carrier Pamphlet
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Aucklanddney
Brisbane
Buenos Aires
Veracruz
Panama
Norfolk
Rio de JaneiroSantos
New York
Montreal
New Orleans
Los Angeles
Houston
VancouverSeattle
Valparaiso
Guayaquil
Miami
Bulk Carrier 22
A t the end of November 2008 ClassNK had 7017 ships on its register total-
ing some 160522744 gross tons ClassNK is the 1047297rst classi1047297cation society
in the world to surpass the 160 million gross ton mark for tonnage registered un-
der class and ClassNK remains the worldrsquos largest classi1047297cation society in terms
of gross tons On a tonnage basis more than 20 of the worldrsquos 1047298eet is registered
with ClassNK 549 newbuildings totaling 14420125 gross tons were registered
to ClassNK in 2007 surpassing the previous record set in 2006 by more than120000 gross tons When combined with other ships newly registered during the
year a record 584 ships totaling 14978670 gross tons were added to the ClassNK
register in 2007 Due to the large number of newbuildings registered the ClassNK
1047298eet continues to be comparatively young with an average age of 111 years
B ulk carriers account for more than
half of the ClassNK 1047298eet represent-
ing 51 of the register in terms of gross
tons ClassNK also classes the worldrsquos
largest share of bulk carriers - roughly
one-third of the worldrsquos bulk carriers
under class are registered with ClassNKBulk carriers of all sizes are registered
with ClassNK with nearly 75 all post-
Panamaxes and nearly half of all VLOCs
registered with the Society
51 160 Milliongross tons
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2424
4-7 Kioi-cho Chiyoda-ku Tokyo 102-8567 JAPANTel +81-3-3230-1201 Fax +81-3-5226-2012URL wwwclassnkorjp
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 1324 Bulk Carrier 12
standard for wave loads
The researchers decided the waveloads for the new rules would be based
on a ship sailing in the North Atlantic
Ocean for 25 years The North Atlan-
tic is well known for boasting some
of the severest natural environmental
conditions to be found in the mari-
time world Specifying the naviga-
tion area as the North Atlantic meant
that researchers had to consider that
waves could come from all directions
and with a wildly changing variety of
lengths and heights Additionally ac-
tual waves are not simple structures
but rather combinations of different
waves with different force compo-
nents A vast amount of calculation
would be necessary in order to faith-
fully represent real world conditions
While proceeding with the vast
calculation work ClassNK
began determining the ef-
fects of wave loads by focusing on the
waves which could severely affect hull
structures The research was an in-credibly rich and dense kind of analy-
sis compiling results from 3-dimen-
sional whole ship structural analysis
long-term stress prediction methods
using statistical analysis for long-
term wave data newly developed ra-
tionalised fatigue strength assessment
methods buckling strength assess-
ment methods and longitudinal ulti-
mate strength analysis methods amid
a wide variety of tests and assess-
ments Furthermore for certain hull
structural members rationalised cor-
rosion margin thickness assessments
derived from the statistical analysis
of plate thickness measurement data
were also included
In the case of fatigue strength it
had been acknowledged that existing
assessment methods could not ad-equately explain the nature of fatigue
damage on actual ships With the
conventional fatigue strength assess-
ment method for welded parts for ex-
ample the effect of structural average
stress would be considered negligible
because of the initial residual stress
but in cases of actual fatigue damage
such effects are anything but negli-
gible This pushed the researchers at
ClassNK to develop a new practical
assessment method The incredibleamount of data that ClassNK had in
its possession greatly contributed to
this development
One of the weaknesses commonly at-
tributed to bulk carriers derives from
the diminution of the hold frames
due to corrosion ClassNK surveyors
have traditionally paid close attention
to the condition of the hold frames
and carried out rigorous inspections
As part of the new Rule C100 project
however a new corrosion model had
to be developed This system would
utilize data taken from actual corrod-
ed samples and would apply statisti-
cal analysis as well as an examination
into how corrosion develops This
research led to the development of a
new rational method for determining
corrosion levels
T
he results of all these efforts be-
came the ldquoTechnical Guidance
on Hull Structural Strength
Assessmentrdquo published by ClassNK
in 1999 The guidance details ap-
proaches to hull structural strength
assessment based on 1047297rst principles
Based on this technical guidance
practical design standards were con-
secutively published starting with the
Guidelines for Tanker Structures in
2001 followed by Guidelines for bulk
carriers in 2002 and container carri-
ers in 2003
The standards and guidelines de-
veloped as a result of the Rule C100project not only greatly contributed to
ClassNK rules but would also serve
as a foundation for the development
of the IACS CSR
A Technical GuidanceBecomes a Design Standard
An Abundance of Datafrom Actual Ships
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Opened in Chiba in March 1993 the ClassNK Research Center combines the research capa-
bilities of the ClassNKs Research Institute formerly based in Mitaka and the computer facilties
from the ClassNK Administration Center in Tokyo into a single state-of-the-art research facility
The ClassNK Research Cen-
ter is equipped with the most
advanced testing facilities
available and its testing laboratory
includes structural testing equipment
electronic microscopes with scanning
capabilities and equipment for oil
analysis among a wide variety of oth-
er testing equipment
The Research Center undertakes a
wide range of the testing activities
that are expected of an international
classi1047297cation society such as large
scale structural analyses research and
development for rules and regulations
in new 1047297elds and analytical stud-
ies of information from NK classed
ships thus playing a central role inthe technical and research activities
of ClassNK
The Research Center consists of the
General Affairs Division Develop-
ment Department Offshore Technol-
ogy Division Research Institute and
the Testing Machine Department
The General Affairs Division takes
care of matters related to human re-
sources general affairs welfare and
budget administration and account-
ing for both the Research Center and
the adjacent Information Center
The Development Department is in
charge of establishing the technical
rules which classi1047297cation surveys etc
are based upon as well as managing
research and development plans The
departments work encompasses the
entire rule making process from de-
vising and compiling of the rules to
their revision and abolishment TheDevelopment Department is made
up of 1047297ve different sections Three of
these sections are rules related sec-
tions and respectively cover the rules
for the hull rules for machinery and
rules for equipment and materials
The remaining two sections are the
Technical Analysis section and Tech-
nical Systems section which jointly
develop waveload analysis and hull
structure analysis systems These sec-
tions utilize these systems as well as a
number of widely available computer
programs to carry out technical cal-
culations
The Offshore Technology Division
engages in the research and study of
new technologies and standards for
offshore development and increased
utilization of the entire ocean
The Research Institute is comprised
of four separate research divisions -the hull related research division the
machinery related research division
the materials and equipment related
research division and the rule related
Report
The ClassNK Research Center
8162019 Bulk Carrier Pamphlet
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research division and their activities
cover a wide range of studies in the
1047297elds of hull structural strength ship
performance out1047297tting and equip-
ment systems to ensure reliability
of the ships and future technology
development among others The Re-
search Institute also coordinates re-
search projects being conducted at
the request of outside bodies
The Testing Machine Department
administers the technical matters
related to the calibration of power
meters used for inspections of single
shaft test facilities value settings of
test pieces used for Charpy impact
test machines and hardness testers
accuracy management for the variousstandard meters used for such testing
and the inspection of testing facilities
for materials for marine and indus-
trial use
The ClassNK Research Insti-
tute has developed a simulation
method capable of realistically
reproducing actual pitting cor-
rosion Research on the con1047297gurationof actual steel members with pitting
corrosion has been carried out and the
simulation method has been con1047297rmed
to effectively produce accurate simula-
tions of pitting corrosion
This simulation method is expandable
and can be used to develop models for
the generation and growth of pitting
corrosion where the time of pit corro-
sion generation and the growth process
of pitting corrosion will depend on the
introduction of probability models Ba-
sically when pitting corrosion grows it
exhibits a conical shape with an average
diameter-depth ratio of 81 This is due
to the fact that as the pitting corrosion
grows peripheral areas of the pit will
smoothen and the rate of corrosion in
terms of depth will diminish and this
slowing eventually reaches a constantstate of slow corrosion This slowing
phenomenon is an important part of the
simulation model
By conducting strength assessments of
the steel members in the states of cor-
rosion reproduced by this simulation
method it is possible to further study the
relationship between the state of corro-
sion and member strength Furthermore
it was discovered that a dimensional ef-
fect of pitting corrosion on steel mem-
bers is evident when the dimensions are
small but when the dimensions become
relatively large (500mm times 500mm) such
effects become negligible
Pitting Corrosion Simulation
8162019 Bulk Carrier Pamphlet
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AT
he results of the assessment are provided by as-
signing an accurate rating for each survey item
The de1047297nition of each rating is shown below
(1) CAP-HULL RATING
(a) Rating Level l ldquoVery Good Conditionrdquo
Compared to either the condition at the start of ser-
vice or the scantling dimensions required by the current
rules in force only super1047297cial deterioration was found
on the item during inspection andor measurement
There is no need for maintenance or repair
(b) Rating Level 2 ldquoGood Conditionrdquo
Minor defects which do not require corrections or re-
pairs were found on items during inspection andor all
plate thickness measurements show substantial margins
over the maximum permissible diminution standard
speci1047297ed by class requirements
(c) Rating Level 3 ldquoSatisfactory Conditionrdquo
Defects which do not require urgent corrections or re-
pairs were found or while a fair amount of corrosion
was found the plate thickness is above the maximum
permissible diminution standard speci1047297ed by class re-
quirements
(d) Rating Level 4 ldquoUnsatisfactory Conditionrdquo
One or more defects that prevent the ship from meeting
class requirements were found on items during inspec-
tion and measurement or plate thickness in a number
of areas does not conform to the maximum permissible
diminution standard speci1047297ed by class requirements
Rule
Ship Condition Assessment
As long as ships are operated properly and
the actual state of a shiprsquos structures and
equipment are monitored and inspections
and maintenance are carried out in a time-
ly manner ships can be kept in good con-
dition and continue to operate safely
Ships undergo periodical inspections in order to
con1047297rm their compliance with the technical rules and
regulations laid out by international conventions and
classi1047297cation societies However these inspections are
only meant to ensure that the ship satis1047297es certain
standards of soundness and comply to rule require-
ments Detailed assessment of the shiprsquos condition are
normally not made during such inspections
However such detailed inspections are necessary for
shipowners to effectively maintain ships throughout
their service lives
ClassNKrsquos Condition Assessment Program (CAP)
is a specially developed inspection program that pro-
vides shipowners with information on the condition
of their ship via hull structural strength assessments
fatigue assessments and the results from detailed in-
spections of the hull machinery deck machinery car-
go handling gear etc Undergoing a CAP inspection
provides shipowners the data and tools to develop a
thorough understanding of their shiprsquos condition
CAP consists of two different condition assessment
surveys At the discretion of the owner these two sur-
veys can be conducted independently or in tandem
(1) CAP-HULL
(Condition Assessment for Hull Structures)
(2) CAP-MACHINERY CARGO SYSTEM (Condition Assessment for Machinery and Cargo
Systems)
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 1724 Bulk Carrier 16
(2) CAP-MACHINERY CARGO SYSTEM RATING
(a) Rating Grade 1 ldquoVery Good Conditionrdquo
No performance affecting defects were found dur-
ing the inspections or effectiveness tests of the items
or systems Upkeep records and maintenance practices
are considered to be good There is no need for main-
tenance or repair
(b) Rating Grade 2 ldquoGood Conditionrdquo
Several minor non-performance affecting defects
were found during the inspections or effectiveness tests
of the items or systems Upkeep records and mainte-
nance practices are considered to be adequate There is
no urgent need for maintenance or repair
(c) Rating Grade 3 ldquoSatisfactory Conditionrdquo
Defects were found during the inspections or effec-
tiveness tests of the items or systems but they do not
greatly affect performance Upkeep records and main-
tenance practices meet minimum requirements Some
maintenance work or repairs are necessary
(d) Rate Grade 4 ldquoUnsatisfactory Conditionrdquo
Defects which greatly affect performance were found
during the inspections or effectiveness tests of the items
or system Upkeep records and maintenance practices
are considered to be unsatisfactory
Programme (CAP)
The following detailed assessment results
and related records will accompany theCAP Certi1047297cate
(1) CAP-HULL
(a) Overall Assessment and Assessment of
Hull Strength Study for each structural part
(b) Inspection Report
(c) Fatigue Strength Study Report
(d) Corrosion Protection Assessment
(e) Photographic Report
(f) Plate Thickness Measurement Records
(2) CAP-MACHINERYCARGO SYSTEM
(a) CAP-MACHINERYCARGO
SYSTEM Assessment for each item
(b) Inspection Report
(c) Photographic Report
The Condition Assessment Programme (CAP)
service provided by ClassNK meets the approvalof RightShip (ship vetting company)
When the CAP survey is completed a
CAP Certi1047297cate will be issued showing
the overall rating of the ship (Overall
Rating for CAP-HULL andor CAP-
MACHINERYCARGO SYSTEM)W
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 182417 Bulk Carrier
Sample of input screens and calculation screens
Watch
ClassNKs Rule C100 projectplayed an essential part intheir development
New CSR bring changes to ship structural standards
I
ACS made the decision to develop the CSR for bulk
carriers and oil tankers in 2003 Prior to this each
of the IACS member societies had been working in-dependently to improve the safety of ship hull structures
The move to work collectively to improve ship safety was
due in part to the oil spills caused by consecutive tanker
accidents and the sinking of several aging bulk carriers
These accidents drew the attention of the public and the
IMO moved to address these issues The IMO began by
requiring tankers to have double-hulls and enforcing more
stringent inspections of bulk carriers as well as introducing
higher structural strength requirements to address 1047298ooding
accidents Despite these efforts a number of accidents still
occurred Foremost among these were accidents involving
the tankers Erika which sank off the French coast in De-
cember 1999 and Prestige which sank in November 2002
These accidents highlighted the need to improve ship safe-
ty as soon as possible and IACS set out to develop the
CSR in light of these circumstances ClassNK had already
begun working on its own improvements to ship hull safety
when it began work on its Rule C100 project in 1998 It was
only natural then that ClassNK would play a central role
within IACS in the development of the CSR
Prior to the development of the CSR by IACS
various rule-making efforts were underway at a
number of class societies Among IACS mem-
bers Lloyds Register (LR) American Bureau of Shipping
(ABS) and Det Norske Veritas (DNV) jointly started a
program to develop common rules for oil tankers in July
2002 This project was called the LAN project the three
letters being taken from the names of the three societies
On the other side of the world ClassNK China Classi1047297ca-
tion Society (CCS) and the Korean Register of Shipping
(KR) joined together to form the A3 project in September
2002 The A3 project aimed to develop a common set of
guidelines for structural strength based on the results of
the Rule C100 project
Background to the CSR
The CSR - an undertaking ofunprecedented magnitude
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 1924 Bulk Carrier 18
Scantling definition at forward sectionScantling definition for transverse bulkhead
One development that has certainly drawn the attention of the shipping and shipbuilding industriesover the past few years has been the introduction of the IACS Common Structural Rules (CSR) The
CSR represent IACSs greatest undertaking since its founding The CSR are a dramatic achievement
not only in the way they are affecting ship structure and design but in the sense that for the first time
standards have been unified among the class societies Thanks to research and development on Rule
C100 ClassNK was able to play a central role in the development and implementation of the IACS CSR
In Europe public scrutiny of the IMO greatly intensi1047297ed
after the sinking of the Erika and the Prestige The IMO re-
sponded by establishing Goal-Based Standards which are
standards intended to achieve certain goals rather than just
establish certain baselines for safety IACS in turn commit-ted itself to developing the CSR in June 2003 for bulk carri-
ers and oil tankers The CSR represent a single set of rules
covering all aspects of hull structures to be shared among
all of the IACS member societies This was an undertaking
of unprecedented magnitude and certainly one of the larg-
est developments since the founding of IACS
As the development of a set of common rules for
oil tankers was already being undertaken by the
LAN project participants IACS arranged for de-
velopment to continue under a new name the Joint Tanker
Project (JTP) At the same time the A3 project members
joined together with the UNITAS project formed by Bu-
reau Veritas (BV) Registro Italiano Navale (RINA) and
Germanischer Lloyd (GL) to proceed with the develop-
ment of CSR for bulk carriers as part of the Joint Bulker
Project (JBP) in October 2003
ClassNK took a leadership role in the JBP by using the
knowledge gained from ClassNKs Rule C100 project Theresults from the Rule C100 project became a cornerstone
of the CSR for bulk carriers especially with regards to cor-
rosion margins design loads and fatigue strength assess-
ment ClassNKs position as chair of the IACS Hull Panel
helped to further ensure the successful development of the
new CSR
As a result of IACSrsquo energetic approach to common rule
development the CSR for bulk carriers and oil tankers were
adopted unanimously by the IACS Council in December
2005 At that time the two sets of CSR were harmonized
with regards to corrosion margins and ultimate strength in
longitudinal bending but the rules could not be completely
harmonized in other areas such as design loads and fatigue
strength IACS however has made harmonization of the
two sets of rules one of its long term goals and ClassNK is
once again taking a leadership role in this process
ClassNKLeadership and Contribution
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 202419 Bulk Carrier
Sample of PrimeShip-HULL (CSR) input screens Output screen of calculation results (Displacement)
CSR Related Services
Vast amount of research data leads to
release of CSR compatible software
To obtain the software contact ClassNK Hull Department
Telephone +81-(0)3-5226-20172018
Fax +81-(0)3-5226-2019
E-mail hldclassnkorjp
For further details on the software contact ClassNK Development Department
Telephone +81-(0)43-294-4970 (dedicated line for PrimeShip-HULL)
Fax +81-(0)43-294-6924
E-mail primeship-hullclassnkorjp
In December 2005 concurrent with the adoption of
the CSR by IACS ClassNK released new rule cal-
culation software allowing for direct strength calcu-
lations using 1047297nite element method (FEM) analysis com-
patible with the new bulk carrier CSR Direct calculation
software for the tanker CSR was released to the public in
June 2006 The software has since been further enhanced
in response to client feedback received since the CSR were
implemented in April 2006 The latest version of the calcu-lation software PrimeShip-HULL (CSR) was released in
September 2007 and not only combines the software for
both the tanker CSR and bulk carrier CSR into a single
software package but also includes a number of improve-
ments to overall usability
PrimeShip-HULL(CSR) consists of two systems the
Rule Calculation System and the Direct Calculation Sys-
tem With the Rule Calculation System users can input hull
cross-section information in to the system and hull cross-
section calculations longitudinal strength calculations
local strength assessments fatigue strength assessments
and buckling strength assessments can be carried out to
obtain data necessary for complying with the CSR The
Direct Calculation System is a tool used to directly carry
out structural analysis via 1047297nite element analysis (FEA)
and strength assessment Assessments of hull structural
strength can be achieved by ensuring that the results from
direct calculations are in line with the CSR requirements
A dedicated web-based support service is also availablefor users of the PrimeShip-HULL(CSR) software system
Service
Based on vast amounts of data accumulated
through research and survey work ClassNK
has developed and released a new software
system PrimeShip-HULL (CSR) for use with
the IACS Common Structural Rules (CSR)
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2124 Bulk Carrier 20
On 1 March 2008 Noboru Ueda
became the new Chairman
and President of ClassNK
During a press conference held on
6 March he explained his intention
to expand ClassNKrsquos overseas service
network noting in particular his plans
to increase the number of surveyors
and of1047297ces in China He further stated
his intention to strengthen the pres-
ence of ClassNK as the worlds top
classi1047297cation society and to intensify
the Societyrsquos international efforts in-
cluding its activities at IACS and the
IMO ClassNK already works closely
with the China Classi1047297cation Society
(CCS) and Korean Register of Ship-
ping (KR) but Chairman and Presi-
dent Ueda also indicated future plans
Mr Ueda becomes the new Chairman and President of ClassNK
Topics
New Chairman and President Ueda (center) at a press conference on May 6
SEA JAPAN 2008
Notable events in 2008
bull GASTECHBangkok
bull VietShipHanoi
bull CMA ShippingStamford
bull Asia Paci1047297c MaritimeSingaporebull SEA JAPANTokyo
bull ShiptekKochi
bull PosidoniaAthens
bull Asia Maritime and LogisticsKuala Lumpur
bull China (Nangton) International Ship Industry ExpoNantong
bull SMMHamburg
bull Shiport ChinaDalian
bull Seatrade Middle East MaritimeDubai
to more actively exchange views and
work with other classi1047297cation societ-
ies such as those in India Vietnam
Indonesia and Russia in order to
promote stronger ties within the
Asian maritime community
ClassNK participates in numer-
ous international maritime
events each year In 2008 the
Society participated in the following
exhibitions
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2224
Dubai
Kuwait
Alexandria
Jeddah
PiraeusCadiz
Marseille
Antwerp
Lisbon
as Palmas
Copenhagen
Hamburg
Genova
LondonMilford Haven
Amman
Beijing
Ulsan
Hong Kong
Guangzhou
Seoul
TaipeiDhaka
Manila
Haiphong
Bangkok Nha Trang
Jakarta
Kuala Lumpur
Istanbul
Cape Town
Shanghai
Kaohsiung
Dalian
Qingdao
Visakhapatnam
Surabaya
Chennai(Madras)
Mumbai(Bombay)
Melbourne
Fremantle
Oslo
KojeBusan
BatangasCebu
Balikpapan
Miri Kota Kinabalu
SingaporeBatam Johor Bahru
Ho Chi Minh
Durban
Constantza
BarcelonaBilbao
Rotterdam
GdanskNewcastle
TokyoChiba
(Head Office)
Kochi
Zhoushan
Mokpo
Tianjin
World Classwwwclassnkorjp
Plan Approval Center
21 Bulk Carrier
B y the end of August 2008 the ClassNK service network had grown to a total of 104
exclusive service sites This includes 21 service sites in Japan and a total of 83 service
sites in key locations around the world with Kochi in India Tianjin and Zhoushan in
China and Mokpo in Korea being the latest additions In addition to this service network
ClassNK also maintains a total of 21 international committees so that the Society can
exchange information and ideas with maritime leaders throughout the world The Society
established its newest committee the Middle-East Technical Committee at the end of 2007In order to provide better local service customer oriented service ClassNK established
three new plan approval centers in Istanbul Mumbai and Busan in 2008 These centers
join the Societyrsquos existing plan approval centers in Tokyo Singapore and Shanghai allow-
ing plan approvals to be conducted quickly and effectively around the globe
104 Locations NK Now
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2324
Aucklanddney
Brisbane
Buenos Aires
Veracruz
Panama
Norfolk
Rio de JaneiroSantos
New York
Montreal
New Orleans
Los Angeles
Houston
VancouverSeattle
Valparaiso
Guayaquil
Miami
Bulk Carrier 22
A t the end of November 2008 ClassNK had 7017 ships on its register total-
ing some 160522744 gross tons ClassNK is the 1047297rst classi1047297cation society
in the world to surpass the 160 million gross ton mark for tonnage registered un-
der class and ClassNK remains the worldrsquos largest classi1047297cation society in terms
of gross tons On a tonnage basis more than 20 of the worldrsquos 1047298eet is registered
with ClassNK 549 newbuildings totaling 14420125 gross tons were registered
to ClassNK in 2007 surpassing the previous record set in 2006 by more than120000 gross tons When combined with other ships newly registered during the
year a record 584 ships totaling 14978670 gross tons were added to the ClassNK
register in 2007 Due to the large number of newbuildings registered the ClassNK
1047298eet continues to be comparatively young with an average age of 111 years
B ulk carriers account for more than
half of the ClassNK 1047298eet represent-
ing 51 of the register in terms of gross
tons ClassNK also classes the worldrsquos
largest share of bulk carriers - roughly
one-third of the worldrsquos bulk carriers
under class are registered with ClassNKBulk carriers of all sizes are registered
with ClassNK with nearly 75 all post-
Panamaxes and nearly half of all VLOCs
registered with the Society
51 160 Milliongross tons
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2424
4-7 Kioi-cho Chiyoda-ku Tokyo 102-8567 JAPANTel +81-3-3230-1201 Fax +81-3-5226-2012URL wwwclassnkorjp
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 142413 Bulk Carrier
Opened in Chiba in March 1993 the ClassNK Research Center combines the research capa-
bilities of the ClassNKs Research Institute formerly based in Mitaka and the computer facilties
from the ClassNK Administration Center in Tokyo into a single state-of-the-art research facility
The ClassNK Research Cen-
ter is equipped with the most
advanced testing facilities
available and its testing laboratory
includes structural testing equipment
electronic microscopes with scanning
capabilities and equipment for oil
analysis among a wide variety of oth-
er testing equipment
The Research Center undertakes a
wide range of the testing activities
that are expected of an international
classi1047297cation society such as large
scale structural analyses research and
development for rules and regulations
in new 1047297elds and analytical stud-
ies of information from NK classed
ships thus playing a central role inthe technical and research activities
of ClassNK
The Research Center consists of the
General Affairs Division Develop-
ment Department Offshore Technol-
ogy Division Research Institute and
the Testing Machine Department
The General Affairs Division takes
care of matters related to human re-
sources general affairs welfare and
budget administration and account-
ing for both the Research Center and
the adjacent Information Center
The Development Department is in
charge of establishing the technical
rules which classi1047297cation surveys etc
are based upon as well as managing
research and development plans The
departments work encompasses the
entire rule making process from de-
vising and compiling of the rules to
their revision and abolishment TheDevelopment Department is made
up of 1047297ve different sections Three of
these sections are rules related sec-
tions and respectively cover the rules
for the hull rules for machinery and
rules for equipment and materials
The remaining two sections are the
Technical Analysis section and Tech-
nical Systems section which jointly
develop waveload analysis and hull
structure analysis systems These sec-
tions utilize these systems as well as a
number of widely available computer
programs to carry out technical cal-
culations
The Offshore Technology Division
engages in the research and study of
new technologies and standards for
offshore development and increased
utilization of the entire ocean
The Research Institute is comprised
of four separate research divisions -the hull related research division the
machinery related research division
the materials and equipment related
research division and the rule related
Report
The ClassNK Research Center
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 1524 Bulk Carrier 14
research division and their activities
cover a wide range of studies in the
1047297elds of hull structural strength ship
performance out1047297tting and equip-
ment systems to ensure reliability
of the ships and future technology
development among others The Re-
search Institute also coordinates re-
search projects being conducted at
the request of outside bodies
The Testing Machine Department
administers the technical matters
related to the calibration of power
meters used for inspections of single
shaft test facilities value settings of
test pieces used for Charpy impact
test machines and hardness testers
accuracy management for the variousstandard meters used for such testing
and the inspection of testing facilities
for materials for marine and indus-
trial use
The ClassNK Research Insti-
tute has developed a simulation
method capable of realistically
reproducing actual pitting cor-
rosion Research on the con1047297gurationof actual steel members with pitting
corrosion has been carried out and the
simulation method has been con1047297rmed
to effectively produce accurate simula-
tions of pitting corrosion
This simulation method is expandable
and can be used to develop models for
the generation and growth of pitting
corrosion where the time of pit corro-
sion generation and the growth process
of pitting corrosion will depend on the
introduction of probability models Ba-
sically when pitting corrosion grows it
exhibits a conical shape with an average
diameter-depth ratio of 81 This is due
to the fact that as the pitting corrosion
grows peripheral areas of the pit will
smoothen and the rate of corrosion in
terms of depth will diminish and this
slowing eventually reaches a constantstate of slow corrosion This slowing
phenomenon is an important part of the
simulation model
By conducting strength assessments of
the steel members in the states of cor-
rosion reproduced by this simulation
method it is possible to further study the
relationship between the state of corro-
sion and member strength Furthermore
it was discovered that a dimensional ef-
fect of pitting corrosion on steel mem-
bers is evident when the dimensions are
small but when the dimensions become
relatively large (500mm times 500mm) such
effects become negligible
Pitting Corrosion Simulation
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 162415 Bulk Carrier
AT
he results of the assessment are provided by as-
signing an accurate rating for each survey item
The de1047297nition of each rating is shown below
(1) CAP-HULL RATING
(a) Rating Level l ldquoVery Good Conditionrdquo
Compared to either the condition at the start of ser-
vice or the scantling dimensions required by the current
rules in force only super1047297cial deterioration was found
on the item during inspection andor measurement
There is no need for maintenance or repair
(b) Rating Level 2 ldquoGood Conditionrdquo
Minor defects which do not require corrections or re-
pairs were found on items during inspection andor all
plate thickness measurements show substantial margins
over the maximum permissible diminution standard
speci1047297ed by class requirements
(c) Rating Level 3 ldquoSatisfactory Conditionrdquo
Defects which do not require urgent corrections or re-
pairs were found or while a fair amount of corrosion
was found the plate thickness is above the maximum
permissible diminution standard speci1047297ed by class re-
quirements
(d) Rating Level 4 ldquoUnsatisfactory Conditionrdquo
One or more defects that prevent the ship from meeting
class requirements were found on items during inspec-
tion and measurement or plate thickness in a number
of areas does not conform to the maximum permissible
diminution standard speci1047297ed by class requirements
Rule
Ship Condition Assessment
As long as ships are operated properly and
the actual state of a shiprsquos structures and
equipment are monitored and inspections
and maintenance are carried out in a time-
ly manner ships can be kept in good con-
dition and continue to operate safely
Ships undergo periodical inspections in order to
con1047297rm their compliance with the technical rules and
regulations laid out by international conventions and
classi1047297cation societies However these inspections are
only meant to ensure that the ship satis1047297es certain
standards of soundness and comply to rule require-
ments Detailed assessment of the shiprsquos condition are
normally not made during such inspections
However such detailed inspections are necessary for
shipowners to effectively maintain ships throughout
their service lives
ClassNKrsquos Condition Assessment Program (CAP)
is a specially developed inspection program that pro-
vides shipowners with information on the condition
of their ship via hull structural strength assessments
fatigue assessments and the results from detailed in-
spections of the hull machinery deck machinery car-
go handling gear etc Undergoing a CAP inspection
provides shipowners the data and tools to develop a
thorough understanding of their shiprsquos condition
CAP consists of two different condition assessment
surveys At the discretion of the owner these two sur-
veys can be conducted independently or in tandem
(1) CAP-HULL
(Condition Assessment for Hull Structures)
(2) CAP-MACHINERY CARGO SYSTEM (Condition Assessment for Machinery and Cargo
Systems)
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 1724 Bulk Carrier 16
(2) CAP-MACHINERY CARGO SYSTEM RATING
(a) Rating Grade 1 ldquoVery Good Conditionrdquo
No performance affecting defects were found dur-
ing the inspections or effectiveness tests of the items
or systems Upkeep records and maintenance practices
are considered to be good There is no need for main-
tenance or repair
(b) Rating Grade 2 ldquoGood Conditionrdquo
Several minor non-performance affecting defects
were found during the inspections or effectiveness tests
of the items or systems Upkeep records and mainte-
nance practices are considered to be adequate There is
no urgent need for maintenance or repair
(c) Rating Grade 3 ldquoSatisfactory Conditionrdquo
Defects were found during the inspections or effec-
tiveness tests of the items or systems but they do not
greatly affect performance Upkeep records and main-
tenance practices meet minimum requirements Some
maintenance work or repairs are necessary
(d) Rate Grade 4 ldquoUnsatisfactory Conditionrdquo
Defects which greatly affect performance were found
during the inspections or effectiveness tests of the items
or system Upkeep records and maintenance practices
are considered to be unsatisfactory
Programme (CAP)
The following detailed assessment results
and related records will accompany theCAP Certi1047297cate
(1) CAP-HULL
(a) Overall Assessment and Assessment of
Hull Strength Study for each structural part
(b) Inspection Report
(c) Fatigue Strength Study Report
(d) Corrosion Protection Assessment
(e) Photographic Report
(f) Plate Thickness Measurement Records
(2) CAP-MACHINERYCARGO SYSTEM
(a) CAP-MACHINERYCARGO
SYSTEM Assessment for each item
(b) Inspection Report
(c) Photographic Report
The Condition Assessment Programme (CAP)
service provided by ClassNK meets the approvalof RightShip (ship vetting company)
When the CAP survey is completed a
CAP Certi1047297cate will be issued showing
the overall rating of the ship (Overall
Rating for CAP-HULL andor CAP-
MACHINERYCARGO SYSTEM)W
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 182417 Bulk Carrier
Sample of input screens and calculation screens
Watch
ClassNKs Rule C100 projectplayed an essential part intheir development
New CSR bring changes to ship structural standards
I
ACS made the decision to develop the CSR for bulk
carriers and oil tankers in 2003 Prior to this each
of the IACS member societies had been working in-dependently to improve the safety of ship hull structures
The move to work collectively to improve ship safety was
due in part to the oil spills caused by consecutive tanker
accidents and the sinking of several aging bulk carriers
These accidents drew the attention of the public and the
IMO moved to address these issues The IMO began by
requiring tankers to have double-hulls and enforcing more
stringent inspections of bulk carriers as well as introducing
higher structural strength requirements to address 1047298ooding
accidents Despite these efforts a number of accidents still
occurred Foremost among these were accidents involving
the tankers Erika which sank off the French coast in De-
cember 1999 and Prestige which sank in November 2002
These accidents highlighted the need to improve ship safe-
ty as soon as possible and IACS set out to develop the
CSR in light of these circumstances ClassNK had already
begun working on its own improvements to ship hull safety
when it began work on its Rule C100 project in 1998 It was
only natural then that ClassNK would play a central role
within IACS in the development of the CSR
Prior to the development of the CSR by IACS
various rule-making efforts were underway at a
number of class societies Among IACS mem-
bers Lloyds Register (LR) American Bureau of Shipping
(ABS) and Det Norske Veritas (DNV) jointly started a
program to develop common rules for oil tankers in July
2002 This project was called the LAN project the three
letters being taken from the names of the three societies
On the other side of the world ClassNK China Classi1047297ca-
tion Society (CCS) and the Korean Register of Shipping
(KR) joined together to form the A3 project in September
2002 The A3 project aimed to develop a common set of
guidelines for structural strength based on the results of
the Rule C100 project
Background to the CSR
The CSR - an undertaking ofunprecedented magnitude
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 1924 Bulk Carrier 18
Scantling definition at forward sectionScantling definition for transverse bulkhead
One development that has certainly drawn the attention of the shipping and shipbuilding industriesover the past few years has been the introduction of the IACS Common Structural Rules (CSR) The
CSR represent IACSs greatest undertaking since its founding The CSR are a dramatic achievement
not only in the way they are affecting ship structure and design but in the sense that for the first time
standards have been unified among the class societies Thanks to research and development on Rule
C100 ClassNK was able to play a central role in the development and implementation of the IACS CSR
In Europe public scrutiny of the IMO greatly intensi1047297ed
after the sinking of the Erika and the Prestige The IMO re-
sponded by establishing Goal-Based Standards which are
standards intended to achieve certain goals rather than just
establish certain baselines for safety IACS in turn commit-ted itself to developing the CSR in June 2003 for bulk carri-
ers and oil tankers The CSR represent a single set of rules
covering all aspects of hull structures to be shared among
all of the IACS member societies This was an undertaking
of unprecedented magnitude and certainly one of the larg-
est developments since the founding of IACS
As the development of a set of common rules for
oil tankers was already being undertaken by the
LAN project participants IACS arranged for de-
velopment to continue under a new name the Joint Tanker
Project (JTP) At the same time the A3 project members
joined together with the UNITAS project formed by Bu-
reau Veritas (BV) Registro Italiano Navale (RINA) and
Germanischer Lloyd (GL) to proceed with the develop-
ment of CSR for bulk carriers as part of the Joint Bulker
Project (JBP) in October 2003
ClassNK took a leadership role in the JBP by using the
knowledge gained from ClassNKs Rule C100 project Theresults from the Rule C100 project became a cornerstone
of the CSR for bulk carriers especially with regards to cor-
rosion margins design loads and fatigue strength assess-
ment ClassNKs position as chair of the IACS Hull Panel
helped to further ensure the successful development of the
new CSR
As a result of IACSrsquo energetic approach to common rule
development the CSR for bulk carriers and oil tankers were
adopted unanimously by the IACS Council in December
2005 At that time the two sets of CSR were harmonized
with regards to corrosion margins and ultimate strength in
longitudinal bending but the rules could not be completely
harmonized in other areas such as design loads and fatigue
strength IACS however has made harmonization of the
two sets of rules one of its long term goals and ClassNK is
once again taking a leadership role in this process
ClassNKLeadership and Contribution
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 202419 Bulk Carrier
Sample of PrimeShip-HULL (CSR) input screens Output screen of calculation results (Displacement)
CSR Related Services
Vast amount of research data leads to
release of CSR compatible software
To obtain the software contact ClassNK Hull Department
Telephone +81-(0)3-5226-20172018
Fax +81-(0)3-5226-2019
E-mail hldclassnkorjp
For further details on the software contact ClassNK Development Department
Telephone +81-(0)43-294-4970 (dedicated line for PrimeShip-HULL)
Fax +81-(0)43-294-6924
E-mail primeship-hullclassnkorjp
In December 2005 concurrent with the adoption of
the CSR by IACS ClassNK released new rule cal-
culation software allowing for direct strength calcu-
lations using 1047297nite element method (FEM) analysis com-
patible with the new bulk carrier CSR Direct calculation
software for the tanker CSR was released to the public in
June 2006 The software has since been further enhanced
in response to client feedback received since the CSR were
implemented in April 2006 The latest version of the calcu-lation software PrimeShip-HULL (CSR) was released in
September 2007 and not only combines the software for
both the tanker CSR and bulk carrier CSR into a single
software package but also includes a number of improve-
ments to overall usability
PrimeShip-HULL(CSR) consists of two systems the
Rule Calculation System and the Direct Calculation Sys-
tem With the Rule Calculation System users can input hull
cross-section information in to the system and hull cross-
section calculations longitudinal strength calculations
local strength assessments fatigue strength assessments
and buckling strength assessments can be carried out to
obtain data necessary for complying with the CSR The
Direct Calculation System is a tool used to directly carry
out structural analysis via 1047297nite element analysis (FEA)
and strength assessment Assessments of hull structural
strength can be achieved by ensuring that the results from
direct calculations are in line with the CSR requirements
A dedicated web-based support service is also availablefor users of the PrimeShip-HULL(CSR) software system
Service
Based on vast amounts of data accumulated
through research and survey work ClassNK
has developed and released a new software
system PrimeShip-HULL (CSR) for use with
the IACS Common Structural Rules (CSR)
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2124 Bulk Carrier 20
On 1 March 2008 Noboru Ueda
became the new Chairman
and President of ClassNK
During a press conference held on
6 March he explained his intention
to expand ClassNKrsquos overseas service
network noting in particular his plans
to increase the number of surveyors
and of1047297ces in China He further stated
his intention to strengthen the pres-
ence of ClassNK as the worlds top
classi1047297cation society and to intensify
the Societyrsquos international efforts in-
cluding its activities at IACS and the
IMO ClassNK already works closely
with the China Classi1047297cation Society
(CCS) and Korean Register of Ship-
ping (KR) but Chairman and Presi-
dent Ueda also indicated future plans
Mr Ueda becomes the new Chairman and President of ClassNK
Topics
New Chairman and President Ueda (center) at a press conference on May 6
SEA JAPAN 2008
Notable events in 2008
bull GASTECHBangkok
bull VietShipHanoi
bull CMA ShippingStamford
bull Asia Paci1047297c MaritimeSingaporebull SEA JAPANTokyo
bull ShiptekKochi
bull PosidoniaAthens
bull Asia Maritime and LogisticsKuala Lumpur
bull China (Nangton) International Ship Industry ExpoNantong
bull SMMHamburg
bull Shiport ChinaDalian
bull Seatrade Middle East MaritimeDubai
to more actively exchange views and
work with other classi1047297cation societ-
ies such as those in India Vietnam
Indonesia and Russia in order to
promote stronger ties within the
Asian maritime community
ClassNK participates in numer-
ous international maritime
events each year In 2008 the
Society participated in the following
exhibitions
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2224
Dubai
Kuwait
Alexandria
Jeddah
PiraeusCadiz
Marseille
Antwerp
Lisbon
as Palmas
Copenhagen
Hamburg
Genova
LondonMilford Haven
Amman
Beijing
Ulsan
Hong Kong
Guangzhou
Seoul
TaipeiDhaka
Manila
Haiphong
Bangkok Nha Trang
Jakarta
Kuala Lumpur
Istanbul
Cape Town
Shanghai
Kaohsiung
Dalian
Qingdao
Visakhapatnam
Surabaya
Chennai(Madras)
Mumbai(Bombay)
Melbourne
Fremantle
Oslo
KojeBusan
BatangasCebu
Balikpapan
Miri Kota Kinabalu
SingaporeBatam Johor Bahru
Ho Chi Minh
Durban
Constantza
BarcelonaBilbao
Rotterdam
GdanskNewcastle
TokyoChiba
(Head Office)
Kochi
Zhoushan
Mokpo
Tianjin
World Classwwwclassnkorjp
Plan Approval Center
21 Bulk Carrier
B y the end of August 2008 the ClassNK service network had grown to a total of 104
exclusive service sites This includes 21 service sites in Japan and a total of 83 service
sites in key locations around the world with Kochi in India Tianjin and Zhoushan in
China and Mokpo in Korea being the latest additions In addition to this service network
ClassNK also maintains a total of 21 international committees so that the Society can
exchange information and ideas with maritime leaders throughout the world The Society
established its newest committee the Middle-East Technical Committee at the end of 2007In order to provide better local service customer oriented service ClassNK established
three new plan approval centers in Istanbul Mumbai and Busan in 2008 These centers
join the Societyrsquos existing plan approval centers in Tokyo Singapore and Shanghai allow-
ing plan approvals to be conducted quickly and effectively around the globe
104 Locations NK Now
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2324
Aucklanddney
Brisbane
Buenos Aires
Veracruz
Panama
Norfolk
Rio de JaneiroSantos
New York
Montreal
New Orleans
Los Angeles
Houston
VancouverSeattle
Valparaiso
Guayaquil
Miami
Bulk Carrier 22
A t the end of November 2008 ClassNK had 7017 ships on its register total-
ing some 160522744 gross tons ClassNK is the 1047297rst classi1047297cation society
in the world to surpass the 160 million gross ton mark for tonnage registered un-
der class and ClassNK remains the worldrsquos largest classi1047297cation society in terms
of gross tons On a tonnage basis more than 20 of the worldrsquos 1047298eet is registered
with ClassNK 549 newbuildings totaling 14420125 gross tons were registered
to ClassNK in 2007 surpassing the previous record set in 2006 by more than120000 gross tons When combined with other ships newly registered during the
year a record 584 ships totaling 14978670 gross tons were added to the ClassNK
register in 2007 Due to the large number of newbuildings registered the ClassNK
1047298eet continues to be comparatively young with an average age of 111 years
B ulk carriers account for more than
half of the ClassNK 1047298eet represent-
ing 51 of the register in terms of gross
tons ClassNK also classes the worldrsquos
largest share of bulk carriers - roughly
one-third of the worldrsquos bulk carriers
under class are registered with ClassNKBulk carriers of all sizes are registered
with ClassNK with nearly 75 all post-
Panamaxes and nearly half of all VLOCs
registered with the Society
51 160 Milliongross tons
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2424
4-7 Kioi-cho Chiyoda-ku Tokyo 102-8567 JAPANTel +81-3-3230-1201 Fax +81-3-5226-2012URL wwwclassnkorjp
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 1524 Bulk Carrier 14
research division and their activities
cover a wide range of studies in the
1047297elds of hull structural strength ship
performance out1047297tting and equip-
ment systems to ensure reliability
of the ships and future technology
development among others The Re-
search Institute also coordinates re-
search projects being conducted at
the request of outside bodies
The Testing Machine Department
administers the technical matters
related to the calibration of power
meters used for inspections of single
shaft test facilities value settings of
test pieces used for Charpy impact
test machines and hardness testers
accuracy management for the variousstandard meters used for such testing
and the inspection of testing facilities
for materials for marine and indus-
trial use
The ClassNK Research Insti-
tute has developed a simulation
method capable of realistically
reproducing actual pitting cor-
rosion Research on the con1047297gurationof actual steel members with pitting
corrosion has been carried out and the
simulation method has been con1047297rmed
to effectively produce accurate simula-
tions of pitting corrosion
This simulation method is expandable
and can be used to develop models for
the generation and growth of pitting
corrosion where the time of pit corro-
sion generation and the growth process
of pitting corrosion will depend on the
introduction of probability models Ba-
sically when pitting corrosion grows it
exhibits a conical shape with an average
diameter-depth ratio of 81 This is due
to the fact that as the pitting corrosion
grows peripheral areas of the pit will
smoothen and the rate of corrosion in
terms of depth will diminish and this
slowing eventually reaches a constantstate of slow corrosion This slowing
phenomenon is an important part of the
simulation model
By conducting strength assessments of
the steel members in the states of cor-
rosion reproduced by this simulation
method it is possible to further study the
relationship between the state of corro-
sion and member strength Furthermore
it was discovered that a dimensional ef-
fect of pitting corrosion on steel mem-
bers is evident when the dimensions are
small but when the dimensions become
relatively large (500mm times 500mm) such
effects become negligible
Pitting Corrosion Simulation
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 162415 Bulk Carrier
AT
he results of the assessment are provided by as-
signing an accurate rating for each survey item
The de1047297nition of each rating is shown below
(1) CAP-HULL RATING
(a) Rating Level l ldquoVery Good Conditionrdquo
Compared to either the condition at the start of ser-
vice or the scantling dimensions required by the current
rules in force only super1047297cial deterioration was found
on the item during inspection andor measurement
There is no need for maintenance or repair
(b) Rating Level 2 ldquoGood Conditionrdquo
Minor defects which do not require corrections or re-
pairs were found on items during inspection andor all
plate thickness measurements show substantial margins
over the maximum permissible diminution standard
speci1047297ed by class requirements
(c) Rating Level 3 ldquoSatisfactory Conditionrdquo
Defects which do not require urgent corrections or re-
pairs were found or while a fair amount of corrosion
was found the plate thickness is above the maximum
permissible diminution standard speci1047297ed by class re-
quirements
(d) Rating Level 4 ldquoUnsatisfactory Conditionrdquo
One or more defects that prevent the ship from meeting
class requirements were found on items during inspec-
tion and measurement or plate thickness in a number
of areas does not conform to the maximum permissible
diminution standard speci1047297ed by class requirements
Rule
Ship Condition Assessment
As long as ships are operated properly and
the actual state of a shiprsquos structures and
equipment are monitored and inspections
and maintenance are carried out in a time-
ly manner ships can be kept in good con-
dition and continue to operate safely
Ships undergo periodical inspections in order to
con1047297rm their compliance with the technical rules and
regulations laid out by international conventions and
classi1047297cation societies However these inspections are
only meant to ensure that the ship satis1047297es certain
standards of soundness and comply to rule require-
ments Detailed assessment of the shiprsquos condition are
normally not made during such inspections
However such detailed inspections are necessary for
shipowners to effectively maintain ships throughout
their service lives
ClassNKrsquos Condition Assessment Program (CAP)
is a specially developed inspection program that pro-
vides shipowners with information on the condition
of their ship via hull structural strength assessments
fatigue assessments and the results from detailed in-
spections of the hull machinery deck machinery car-
go handling gear etc Undergoing a CAP inspection
provides shipowners the data and tools to develop a
thorough understanding of their shiprsquos condition
CAP consists of two different condition assessment
surveys At the discretion of the owner these two sur-
veys can be conducted independently or in tandem
(1) CAP-HULL
(Condition Assessment for Hull Structures)
(2) CAP-MACHINERY CARGO SYSTEM (Condition Assessment for Machinery and Cargo
Systems)
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 1724 Bulk Carrier 16
(2) CAP-MACHINERY CARGO SYSTEM RATING
(a) Rating Grade 1 ldquoVery Good Conditionrdquo
No performance affecting defects were found dur-
ing the inspections or effectiveness tests of the items
or systems Upkeep records and maintenance practices
are considered to be good There is no need for main-
tenance or repair
(b) Rating Grade 2 ldquoGood Conditionrdquo
Several minor non-performance affecting defects
were found during the inspections or effectiveness tests
of the items or systems Upkeep records and mainte-
nance practices are considered to be adequate There is
no urgent need for maintenance or repair
(c) Rating Grade 3 ldquoSatisfactory Conditionrdquo
Defects were found during the inspections or effec-
tiveness tests of the items or systems but they do not
greatly affect performance Upkeep records and main-
tenance practices meet minimum requirements Some
maintenance work or repairs are necessary
(d) Rate Grade 4 ldquoUnsatisfactory Conditionrdquo
Defects which greatly affect performance were found
during the inspections or effectiveness tests of the items
or system Upkeep records and maintenance practices
are considered to be unsatisfactory
Programme (CAP)
The following detailed assessment results
and related records will accompany theCAP Certi1047297cate
(1) CAP-HULL
(a) Overall Assessment and Assessment of
Hull Strength Study for each structural part
(b) Inspection Report
(c) Fatigue Strength Study Report
(d) Corrosion Protection Assessment
(e) Photographic Report
(f) Plate Thickness Measurement Records
(2) CAP-MACHINERYCARGO SYSTEM
(a) CAP-MACHINERYCARGO
SYSTEM Assessment for each item
(b) Inspection Report
(c) Photographic Report
The Condition Assessment Programme (CAP)
service provided by ClassNK meets the approvalof RightShip (ship vetting company)
When the CAP survey is completed a
CAP Certi1047297cate will be issued showing
the overall rating of the ship (Overall
Rating for CAP-HULL andor CAP-
MACHINERYCARGO SYSTEM)W
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 182417 Bulk Carrier
Sample of input screens and calculation screens
Watch
ClassNKs Rule C100 projectplayed an essential part intheir development
New CSR bring changes to ship structural standards
I
ACS made the decision to develop the CSR for bulk
carriers and oil tankers in 2003 Prior to this each
of the IACS member societies had been working in-dependently to improve the safety of ship hull structures
The move to work collectively to improve ship safety was
due in part to the oil spills caused by consecutive tanker
accidents and the sinking of several aging bulk carriers
These accidents drew the attention of the public and the
IMO moved to address these issues The IMO began by
requiring tankers to have double-hulls and enforcing more
stringent inspections of bulk carriers as well as introducing
higher structural strength requirements to address 1047298ooding
accidents Despite these efforts a number of accidents still
occurred Foremost among these were accidents involving
the tankers Erika which sank off the French coast in De-
cember 1999 and Prestige which sank in November 2002
These accidents highlighted the need to improve ship safe-
ty as soon as possible and IACS set out to develop the
CSR in light of these circumstances ClassNK had already
begun working on its own improvements to ship hull safety
when it began work on its Rule C100 project in 1998 It was
only natural then that ClassNK would play a central role
within IACS in the development of the CSR
Prior to the development of the CSR by IACS
various rule-making efforts were underway at a
number of class societies Among IACS mem-
bers Lloyds Register (LR) American Bureau of Shipping
(ABS) and Det Norske Veritas (DNV) jointly started a
program to develop common rules for oil tankers in July
2002 This project was called the LAN project the three
letters being taken from the names of the three societies
On the other side of the world ClassNK China Classi1047297ca-
tion Society (CCS) and the Korean Register of Shipping
(KR) joined together to form the A3 project in September
2002 The A3 project aimed to develop a common set of
guidelines for structural strength based on the results of
the Rule C100 project
Background to the CSR
The CSR - an undertaking ofunprecedented magnitude
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 1924 Bulk Carrier 18
Scantling definition at forward sectionScantling definition for transverse bulkhead
One development that has certainly drawn the attention of the shipping and shipbuilding industriesover the past few years has been the introduction of the IACS Common Structural Rules (CSR) The
CSR represent IACSs greatest undertaking since its founding The CSR are a dramatic achievement
not only in the way they are affecting ship structure and design but in the sense that for the first time
standards have been unified among the class societies Thanks to research and development on Rule
C100 ClassNK was able to play a central role in the development and implementation of the IACS CSR
In Europe public scrutiny of the IMO greatly intensi1047297ed
after the sinking of the Erika and the Prestige The IMO re-
sponded by establishing Goal-Based Standards which are
standards intended to achieve certain goals rather than just
establish certain baselines for safety IACS in turn commit-ted itself to developing the CSR in June 2003 for bulk carri-
ers and oil tankers The CSR represent a single set of rules
covering all aspects of hull structures to be shared among
all of the IACS member societies This was an undertaking
of unprecedented magnitude and certainly one of the larg-
est developments since the founding of IACS
As the development of a set of common rules for
oil tankers was already being undertaken by the
LAN project participants IACS arranged for de-
velopment to continue under a new name the Joint Tanker
Project (JTP) At the same time the A3 project members
joined together with the UNITAS project formed by Bu-
reau Veritas (BV) Registro Italiano Navale (RINA) and
Germanischer Lloyd (GL) to proceed with the develop-
ment of CSR for bulk carriers as part of the Joint Bulker
Project (JBP) in October 2003
ClassNK took a leadership role in the JBP by using the
knowledge gained from ClassNKs Rule C100 project Theresults from the Rule C100 project became a cornerstone
of the CSR for bulk carriers especially with regards to cor-
rosion margins design loads and fatigue strength assess-
ment ClassNKs position as chair of the IACS Hull Panel
helped to further ensure the successful development of the
new CSR
As a result of IACSrsquo energetic approach to common rule
development the CSR for bulk carriers and oil tankers were
adopted unanimously by the IACS Council in December
2005 At that time the two sets of CSR were harmonized
with regards to corrosion margins and ultimate strength in
longitudinal bending but the rules could not be completely
harmonized in other areas such as design loads and fatigue
strength IACS however has made harmonization of the
two sets of rules one of its long term goals and ClassNK is
once again taking a leadership role in this process
ClassNKLeadership and Contribution
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 202419 Bulk Carrier
Sample of PrimeShip-HULL (CSR) input screens Output screen of calculation results (Displacement)
CSR Related Services
Vast amount of research data leads to
release of CSR compatible software
To obtain the software contact ClassNK Hull Department
Telephone +81-(0)3-5226-20172018
Fax +81-(0)3-5226-2019
E-mail hldclassnkorjp
For further details on the software contact ClassNK Development Department
Telephone +81-(0)43-294-4970 (dedicated line for PrimeShip-HULL)
Fax +81-(0)43-294-6924
E-mail primeship-hullclassnkorjp
In December 2005 concurrent with the adoption of
the CSR by IACS ClassNK released new rule cal-
culation software allowing for direct strength calcu-
lations using 1047297nite element method (FEM) analysis com-
patible with the new bulk carrier CSR Direct calculation
software for the tanker CSR was released to the public in
June 2006 The software has since been further enhanced
in response to client feedback received since the CSR were
implemented in April 2006 The latest version of the calcu-lation software PrimeShip-HULL (CSR) was released in
September 2007 and not only combines the software for
both the tanker CSR and bulk carrier CSR into a single
software package but also includes a number of improve-
ments to overall usability
PrimeShip-HULL(CSR) consists of two systems the
Rule Calculation System and the Direct Calculation Sys-
tem With the Rule Calculation System users can input hull
cross-section information in to the system and hull cross-
section calculations longitudinal strength calculations
local strength assessments fatigue strength assessments
and buckling strength assessments can be carried out to
obtain data necessary for complying with the CSR The
Direct Calculation System is a tool used to directly carry
out structural analysis via 1047297nite element analysis (FEA)
and strength assessment Assessments of hull structural
strength can be achieved by ensuring that the results from
direct calculations are in line with the CSR requirements
A dedicated web-based support service is also availablefor users of the PrimeShip-HULL(CSR) software system
Service
Based on vast amounts of data accumulated
through research and survey work ClassNK
has developed and released a new software
system PrimeShip-HULL (CSR) for use with
the IACS Common Structural Rules (CSR)
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2124 Bulk Carrier 20
On 1 March 2008 Noboru Ueda
became the new Chairman
and President of ClassNK
During a press conference held on
6 March he explained his intention
to expand ClassNKrsquos overseas service
network noting in particular his plans
to increase the number of surveyors
and of1047297ces in China He further stated
his intention to strengthen the pres-
ence of ClassNK as the worlds top
classi1047297cation society and to intensify
the Societyrsquos international efforts in-
cluding its activities at IACS and the
IMO ClassNK already works closely
with the China Classi1047297cation Society
(CCS) and Korean Register of Ship-
ping (KR) but Chairman and Presi-
dent Ueda also indicated future plans
Mr Ueda becomes the new Chairman and President of ClassNK
Topics
New Chairman and President Ueda (center) at a press conference on May 6
SEA JAPAN 2008
Notable events in 2008
bull GASTECHBangkok
bull VietShipHanoi
bull CMA ShippingStamford
bull Asia Paci1047297c MaritimeSingaporebull SEA JAPANTokyo
bull ShiptekKochi
bull PosidoniaAthens
bull Asia Maritime and LogisticsKuala Lumpur
bull China (Nangton) International Ship Industry ExpoNantong
bull SMMHamburg
bull Shiport ChinaDalian
bull Seatrade Middle East MaritimeDubai
to more actively exchange views and
work with other classi1047297cation societ-
ies such as those in India Vietnam
Indonesia and Russia in order to
promote stronger ties within the
Asian maritime community
ClassNK participates in numer-
ous international maritime
events each year In 2008 the
Society participated in the following
exhibitions
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2224
Dubai
Kuwait
Alexandria
Jeddah
PiraeusCadiz
Marseille
Antwerp
Lisbon
as Palmas
Copenhagen
Hamburg
Genova
LondonMilford Haven
Amman
Beijing
Ulsan
Hong Kong
Guangzhou
Seoul
TaipeiDhaka
Manila
Haiphong
Bangkok Nha Trang
Jakarta
Kuala Lumpur
Istanbul
Cape Town
Shanghai
Kaohsiung
Dalian
Qingdao
Visakhapatnam
Surabaya
Chennai(Madras)
Mumbai(Bombay)
Melbourne
Fremantle
Oslo
KojeBusan
BatangasCebu
Balikpapan
Miri Kota Kinabalu
SingaporeBatam Johor Bahru
Ho Chi Minh
Durban
Constantza
BarcelonaBilbao
Rotterdam
GdanskNewcastle
TokyoChiba
(Head Office)
Kochi
Zhoushan
Mokpo
Tianjin
World Classwwwclassnkorjp
Plan Approval Center
21 Bulk Carrier
B y the end of August 2008 the ClassNK service network had grown to a total of 104
exclusive service sites This includes 21 service sites in Japan and a total of 83 service
sites in key locations around the world with Kochi in India Tianjin and Zhoushan in
China and Mokpo in Korea being the latest additions In addition to this service network
ClassNK also maintains a total of 21 international committees so that the Society can
exchange information and ideas with maritime leaders throughout the world The Society
established its newest committee the Middle-East Technical Committee at the end of 2007In order to provide better local service customer oriented service ClassNK established
three new plan approval centers in Istanbul Mumbai and Busan in 2008 These centers
join the Societyrsquos existing plan approval centers in Tokyo Singapore and Shanghai allow-
ing plan approvals to be conducted quickly and effectively around the globe
104 Locations NK Now
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2324
Aucklanddney
Brisbane
Buenos Aires
Veracruz
Panama
Norfolk
Rio de JaneiroSantos
New York
Montreal
New Orleans
Los Angeles
Houston
VancouverSeattle
Valparaiso
Guayaquil
Miami
Bulk Carrier 22
A t the end of November 2008 ClassNK had 7017 ships on its register total-
ing some 160522744 gross tons ClassNK is the 1047297rst classi1047297cation society
in the world to surpass the 160 million gross ton mark for tonnage registered un-
der class and ClassNK remains the worldrsquos largest classi1047297cation society in terms
of gross tons On a tonnage basis more than 20 of the worldrsquos 1047298eet is registered
with ClassNK 549 newbuildings totaling 14420125 gross tons were registered
to ClassNK in 2007 surpassing the previous record set in 2006 by more than120000 gross tons When combined with other ships newly registered during the
year a record 584 ships totaling 14978670 gross tons were added to the ClassNK
register in 2007 Due to the large number of newbuildings registered the ClassNK
1047298eet continues to be comparatively young with an average age of 111 years
B ulk carriers account for more than
half of the ClassNK 1047298eet represent-
ing 51 of the register in terms of gross
tons ClassNK also classes the worldrsquos
largest share of bulk carriers - roughly
one-third of the worldrsquos bulk carriers
under class are registered with ClassNKBulk carriers of all sizes are registered
with ClassNK with nearly 75 all post-
Panamaxes and nearly half of all VLOCs
registered with the Society
51 160 Milliongross tons
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2424
4-7 Kioi-cho Chiyoda-ku Tokyo 102-8567 JAPANTel +81-3-3230-1201 Fax +81-3-5226-2012URL wwwclassnkorjp
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 162415 Bulk Carrier
AT
he results of the assessment are provided by as-
signing an accurate rating for each survey item
The de1047297nition of each rating is shown below
(1) CAP-HULL RATING
(a) Rating Level l ldquoVery Good Conditionrdquo
Compared to either the condition at the start of ser-
vice or the scantling dimensions required by the current
rules in force only super1047297cial deterioration was found
on the item during inspection andor measurement
There is no need for maintenance or repair
(b) Rating Level 2 ldquoGood Conditionrdquo
Minor defects which do not require corrections or re-
pairs were found on items during inspection andor all
plate thickness measurements show substantial margins
over the maximum permissible diminution standard
speci1047297ed by class requirements
(c) Rating Level 3 ldquoSatisfactory Conditionrdquo
Defects which do not require urgent corrections or re-
pairs were found or while a fair amount of corrosion
was found the plate thickness is above the maximum
permissible diminution standard speci1047297ed by class re-
quirements
(d) Rating Level 4 ldquoUnsatisfactory Conditionrdquo
One or more defects that prevent the ship from meeting
class requirements were found on items during inspec-
tion and measurement or plate thickness in a number
of areas does not conform to the maximum permissible
diminution standard speci1047297ed by class requirements
Rule
Ship Condition Assessment
As long as ships are operated properly and
the actual state of a shiprsquos structures and
equipment are monitored and inspections
and maintenance are carried out in a time-
ly manner ships can be kept in good con-
dition and continue to operate safely
Ships undergo periodical inspections in order to
con1047297rm their compliance with the technical rules and
regulations laid out by international conventions and
classi1047297cation societies However these inspections are
only meant to ensure that the ship satis1047297es certain
standards of soundness and comply to rule require-
ments Detailed assessment of the shiprsquos condition are
normally not made during such inspections
However such detailed inspections are necessary for
shipowners to effectively maintain ships throughout
their service lives
ClassNKrsquos Condition Assessment Program (CAP)
is a specially developed inspection program that pro-
vides shipowners with information on the condition
of their ship via hull structural strength assessments
fatigue assessments and the results from detailed in-
spections of the hull machinery deck machinery car-
go handling gear etc Undergoing a CAP inspection
provides shipowners the data and tools to develop a
thorough understanding of their shiprsquos condition
CAP consists of two different condition assessment
surveys At the discretion of the owner these two sur-
veys can be conducted independently or in tandem
(1) CAP-HULL
(Condition Assessment for Hull Structures)
(2) CAP-MACHINERY CARGO SYSTEM (Condition Assessment for Machinery and Cargo
Systems)
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 1724 Bulk Carrier 16
(2) CAP-MACHINERY CARGO SYSTEM RATING
(a) Rating Grade 1 ldquoVery Good Conditionrdquo
No performance affecting defects were found dur-
ing the inspections or effectiveness tests of the items
or systems Upkeep records and maintenance practices
are considered to be good There is no need for main-
tenance or repair
(b) Rating Grade 2 ldquoGood Conditionrdquo
Several minor non-performance affecting defects
were found during the inspections or effectiveness tests
of the items or systems Upkeep records and mainte-
nance practices are considered to be adequate There is
no urgent need for maintenance or repair
(c) Rating Grade 3 ldquoSatisfactory Conditionrdquo
Defects were found during the inspections or effec-
tiveness tests of the items or systems but they do not
greatly affect performance Upkeep records and main-
tenance practices meet minimum requirements Some
maintenance work or repairs are necessary
(d) Rate Grade 4 ldquoUnsatisfactory Conditionrdquo
Defects which greatly affect performance were found
during the inspections or effectiveness tests of the items
or system Upkeep records and maintenance practices
are considered to be unsatisfactory
Programme (CAP)
The following detailed assessment results
and related records will accompany theCAP Certi1047297cate
(1) CAP-HULL
(a) Overall Assessment and Assessment of
Hull Strength Study for each structural part
(b) Inspection Report
(c) Fatigue Strength Study Report
(d) Corrosion Protection Assessment
(e) Photographic Report
(f) Plate Thickness Measurement Records
(2) CAP-MACHINERYCARGO SYSTEM
(a) CAP-MACHINERYCARGO
SYSTEM Assessment for each item
(b) Inspection Report
(c) Photographic Report
The Condition Assessment Programme (CAP)
service provided by ClassNK meets the approvalof RightShip (ship vetting company)
When the CAP survey is completed a
CAP Certi1047297cate will be issued showing
the overall rating of the ship (Overall
Rating for CAP-HULL andor CAP-
MACHINERYCARGO SYSTEM)W
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 182417 Bulk Carrier
Sample of input screens and calculation screens
Watch
ClassNKs Rule C100 projectplayed an essential part intheir development
New CSR bring changes to ship structural standards
I
ACS made the decision to develop the CSR for bulk
carriers and oil tankers in 2003 Prior to this each
of the IACS member societies had been working in-dependently to improve the safety of ship hull structures
The move to work collectively to improve ship safety was
due in part to the oil spills caused by consecutive tanker
accidents and the sinking of several aging bulk carriers
These accidents drew the attention of the public and the
IMO moved to address these issues The IMO began by
requiring tankers to have double-hulls and enforcing more
stringent inspections of bulk carriers as well as introducing
higher structural strength requirements to address 1047298ooding
accidents Despite these efforts a number of accidents still
occurred Foremost among these were accidents involving
the tankers Erika which sank off the French coast in De-
cember 1999 and Prestige which sank in November 2002
These accidents highlighted the need to improve ship safe-
ty as soon as possible and IACS set out to develop the
CSR in light of these circumstances ClassNK had already
begun working on its own improvements to ship hull safety
when it began work on its Rule C100 project in 1998 It was
only natural then that ClassNK would play a central role
within IACS in the development of the CSR
Prior to the development of the CSR by IACS
various rule-making efforts were underway at a
number of class societies Among IACS mem-
bers Lloyds Register (LR) American Bureau of Shipping
(ABS) and Det Norske Veritas (DNV) jointly started a
program to develop common rules for oil tankers in July
2002 This project was called the LAN project the three
letters being taken from the names of the three societies
On the other side of the world ClassNK China Classi1047297ca-
tion Society (CCS) and the Korean Register of Shipping
(KR) joined together to form the A3 project in September
2002 The A3 project aimed to develop a common set of
guidelines for structural strength based on the results of
the Rule C100 project
Background to the CSR
The CSR - an undertaking ofunprecedented magnitude
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 1924 Bulk Carrier 18
Scantling definition at forward sectionScantling definition for transverse bulkhead
One development that has certainly drawn the attention of the shipping and shipbuilding industriesover the past few years has been the introduction of the IACS Common Structural Rules (CSR) The
CSR represent IACSs greatest undertaking since its founding The CSR are a dramatic achievement
not only in the way they are affecting ship structure and design but in the sense that for the first time
standards have been unified among the class societies Thanks to research and development on Rule
C100 ClassNK was able to play a central role in the development and implementation of the IACS CSR
In Europe public scrutiny of the IMO greatly intensi1047297ed
after the sinking of the Erika and the Prestige The IMO re-
sponded by establishing Goal-Based Standards which are
standards intended to achieve certain goals rather than just
establish certain baselines for safety IACS in turn commit-ted itself to developing the CSR in June 2003 for bulk carri-
ers and oil tankers The CSR represent a single set of rules
covering all aspects of hull structures to be shared among
all of the IACS member societies This was an undertaking
of unprecedented magnitude and certainly one of the larg-
est developments since the founding of IACS
As the development of a set of common rules for
oil tankers was already being undertaken by the
LAN project participants IACS arranged for de-
velopment to continue under a new name the Joint Tanker
Project (JTP) At the same time the A3 project members
joined together with the UNITAS project formed by Bu-
reau Veritas (BV) Registro Italiano Navale (RINA) and
Germanischer Lloyd (GL) to proceed with the develop-
ment of CSR for bulk carriers as part of the Joint Bulker
Project (JBP) in October 2003
ClassNK took a leadership role in the JBP by using the
knowledge gained from ClassNKs Rule C100 project Theresults from the Rule C100 project became a cornerstone
of the CSR for bulk carriers especially with regards to cor-
rosion margins design loads and fatigue strength assess-
ment ClassNKs position as chair of the IACS Hull Panel
helped to further ensure the successful development of the
new CSR
As a result of IACSrsquo energetic approach to common rule
development the CSR for bulk carriers and oil tankers were
adopted unanimously by the IACS Council in December
2005 At that time the two sets of CSR were harmonized
with regards to corrosion margins and ultimate strength in
longitudinal bending but the rules could not be completely
harmonized in other areas such as design loads and fatigue
strength IACS however has made harmonization of the
two sets of rules one of its long term goals and ClassNK is
once again taking a leadership role in this process
ClassNKLeadership and Contribution
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 202419 Bulk Carrier
Sample of PrimeShip-HULL (CSR) input screens Output screen of calculation results (Displacement)
CSR Related Services
Vast amount of research data leads to
release of CSR compatible software
To obtain the software contact ClassNK Hull Department
Telephone +81-(0)3-5226-20172018
Fax +81-(0)3-5226-2019
E-mail hldclassnkorjp
For further details on the software contact ClassNK Development Department
Telephone +81-(0)43-294-4970 (dedicated line for PrimeShip-HULL)
Fax +81-(0)43-294-6924
E-mail primeship-hullclassnkorjp
In December 2005 concurrent with the adoption of
the CSR by IACS ClassNK released new rule cal-
culation software allowing for direct strength calcu-
lations using 1047297nite element method (FEM) analysis com-
patible with the new bulk carrier CSR Direct calculation
software for the tanker CSR was released to the public in
June 2006 The software has since been further enhanced
in response to client feedback received since the CSR were
implemented in April 2006 The latest version of the calcu-lation software PrimeShip-HULL (CSR) was released in
September 2007 and not only combines the software for
both the tanker CSR and bulk carrier CSR into a single
software package but also includes a number of improve-
ments to overall usability
PrimeShip-HULL(CSR) consists of two systems the
Rule Calculation System and the Direct Calculation Sys-
tem With the Rule Calculation System users can input hull
cross-section information in to the system and hull cross-
section calculations longitudinal strength calculations
local strength assessments fatigue strength assessments
and buckling strength assessments can be carried out to
obtain data necessary for complying with the CSR The
Direct Calculation System is a tool used to directly carry
out structural analysis via 1047297nite element analysis (FEA)
and strength assessment Assessments of hull structural
strength can be achieved by ensuring that the results from
direct calculations are in line with the CSR requirements
A dedicated web-based support service is also availablefor users of the PrimeShip-HULL(CSR) software system
Service
Based on vast amounts of data accumulated
through research and survey work ClassNK
has developed and released a new software
system PrimeShip-HULL (CSR) for use with
the IACS Common Structural Rules (CSR)
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2124 Bulk Carrier 20
On 1 March 2008 Noboru Ueda
became the new Chairman
and President of ClassNK
During a press conference held on
6 March he explained his intention
to expand ClassNKrsquos overseas service
network noting in particular his plans
to increase the number of surveyors
and of1047297ces in China He further stated
his intention to strengthen the pres-
ence of ClassNK as the worlds top
classi1047297cation society and to intensify
the Societyrsquos international efforts in-
cluding its activities at IACS and the
IMO ClassNK already works closely
with the China Classi1047297cation Society
(CCS) and Korean Register of Ship-
ping (KR) but Chairman and Presi-
dent Ueda also indicated future plans
Mr Ueda becomes the new Chairman and President of ClassNK
Topics
New Chairman and President Ueda (center) at a press conference on May 6
SEA JAPAN 2008
Notable events in 2008
bull GASTECHBangkok
bull VietShipHanoi
bull CMA ShippingStamford
bull Asia Paci1047297c MaritimeSingaporebull SEA JAPANTokyo
bull ShiptekKochi
bull PosidoniaAthens
bull Asia Maritime and LogisticsKuala Lumpur
bull China (Nangton) International Ship Industry ExpoNantong
bull SMMHamburg
bull Shiport ChinaDalian
bull Seatrade Middle East MaritimeDubai
to more actively exchange views and
work with other classi1047297cation societ-
ies such as those in India Vietnam
Indonesia and Russia in order to
promote stronger ties within the
Asian maritime community
ClassNK participates in numer-
ous international maritime
events each year In 2008 the
Society participated in the following
exhibitions
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2224
Dubai
Kuwait
Alexandria
Jeddah
PiraeusCadiz
Marseille
Antwerp
Lisbon
as Palmas
Copenhagen
Hamburg
Genova
LondonMilford Haven
Amman
Beijing
Ulsan
Hong Kong
Guangzhou
Seoul
TaipeiDhaka
Manila
Haiphong
Bangkok Nha Trang
Jakarta
Kuala Lumpur
Istanbul
Cape Town
Shanghai
Kaohsiung
Dalian
Qingdao
Visakhapatnam
Surabaya
Chennai(Madras)
Mumbai(Bombay)
Melbourne
Fremantle
Oslo
KojeBusan
BatangasCebu
Balikpapan
Miri Kota Kinabalu
SingaporeBatam Johor Bahru
Ho Chi Minh
Durban
Constantza
BarcelonaBilbao
Rotterdam
GdanskNewcastle
TokyoChiba
(Head Office)
Kochi
Zhoushan
Mokpo
Tianjin
World Classwwwclassnkorjp
Plan Approval Center
21 Bulk Carrier
B y the end of August 2008 the ClassNK service network had grown to a total of 104
exclusive service sites This includes 21 service sites in Japan and a total of 83 service
sites in key locations around the world with Kochi in India Tianjin and Zhoushan in
China and Mokpo in Korea being the latest additions In addition to this service network
ClassNK also maintains a total of 21 international committees so that the Society can
exchange information and ideas with maritime leaders throughout the world The Society
established its newest committee the Middle-East Technical Committee at the end of 2007In order to provide better local service customer oriented service ClassNK established
three new plan approval centers in Istanbul Mumbai and Busan in 2008 These centers
join the Societyrsquos existing plan approval centers in Tokyo Singapore and Shanghai allow-
ing plan approvals to be conducted quickly and effectively around the globe
104 Locations NK Now
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2324
Aucklanddney
Brisbane
Buenos Aires
Veracruz
Panama
Norfolk
Rio de JaneiroSantos
New York
Montreal
New Orleans
Los Angeles
Houston
VancouverSeattle
Valparaiso
Guayaquil
Miami
Bulk Carrier 22
A t the end of November 2008 ClassNK had 7017 ships on its register total-
ing some 160522744 gross tons ClassNK is the 1047297rst classi1047297cation society
in the world to surpass the 160 million gross ton mark for tonnage registered un-
der class and ClassNK remains the worldrsquos largest classi1047297cation society in terms
of gross tons On a tonnage basis more than 20 of the worldrsquos 1047298eet is registered
with ClassNK 549 newbuildings totaling 14420125 gross tons were registered
to ClassNK in 2007 surpassing the previous record set in 2006 by more than120000 gross tons When combined with other ships newly registered during the
year a record 584 ships totaling 14978670 gross tons were added to the ClassNK
register in 2007 Due to the large number of newbuildings registered the ClassNK
1047298eet continues to be comparatively young with an average age of 111 years
B ulk carriers account for more than
half of the ClassNK 1047298eet represent-
ing 51 of the register in terms of gross
tons ClassNK also classes the worldrsquos
largest share of bulk carriers - roughly
one-third of the worldrsquos bulk carriers
under class are registered with ClassNKBulk carriers of all sizes are registered
with ClassNK with nearly 75 all post-
Panamaxes and nearly half of all VLOCs
registered with the Society
51 160 Milliongross tons
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2424
4-7 Kioi-cho Chiyoda-ku Tokyo 102-8567 JAPANTel +81-3-3230-1201 Fax +81-3-5226-2012URL wwwclassnkorjp
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 1724 Bulk Carrier 16
(2) CAP-MACHINERY CARGO SYSTEM RATING
(a) Rating Grade 1 ldquoVery Good Conditionrdquo
No performance affecting defects were found dur-
ing the inspections or effectiveness tests of the items
or systems Upkeep records and maintenance practices
are considered to be good There is no need for main-
tenance or repair
(b) Rating Grade 2 ldquoGood Conditionrdquo
Several minor non-performance affecting defects
were found during the inspections or effectiveness tests
of the items or systems Upkeep records and mainte-
nance practices are considered to be adequate There is
no urgent need for maintenance or repair
(c) Rating Grade 3 ldquoSatisfactory Conditionrdquo
Defects were found during the inspections or effec-
tiveness tests of the items or systems but they do not
greatly affect performance Upkeep records and main-
tenance practices meet minimum requirements Some
maintenance work or repairs are necessary
(d) Rate Grade 4 ldquoUnsatisfactory Conditionrdquo
Defects which greatly affect performance were found
during the inspections or effectiveness tests of the items
or system Upkeep records and maintenance practices
are considered to be unsatisfactory
Programme (CAP)
The following detailed assessment results
and related records will accompany theCAP Certi1047297cate
(1) CAP-HULL
(a) Overall Assessment and Assessment of
Hull Strength Study for each structural part
(b) Inspection Report
(c) Fatigue Strength Study Report
(d) Corrosion Protection Assessment
(e) Photographic Report
(f) Plate Thickness Measurement Records
(2) CAP-MACHINERYCARGO SYSTEM
(a) CAP-MACHINERYCARGO
SYSTEM Assessment for each item
(b) Inspection Report
(c) Photographic Report
The Condition Assessment Programme (CAP)
service provided by ClassNK meets the approvalof RightShip (ship vetting company)
When the CAP survey is completed a
CAP Certi1047297cate will be issued showing
the overall rating of the ship (Overall
Rating for CAP-HULL andor CAP-
MACHINERYCARGO SYSTEM)W
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 182417 Bulk Carrier
Sample of input screens and calculation screens
Watch
ClassNKs Rule C100 projectplayed an essential part intheir development
New CSR bring changes to ship structural standards
I
ACS made the decision to develop the CSR for bulk
carriers and oil tankers in 2003 Prior to this each
of the IACS member societies had been working in-dependently to improve the safety of ship hull structures
The move to work collectively to improve ship safety was
due in part to the oil spills caused by consecutive tanker
accidents and the sinking of several aging bulk carriers
These accidents drew the attention of the public and the
IMO moved to address these issues The IMO began by
requiring tankers to have double-hulls and enforcing more
stringent inspections of bulk carriers as well as introducing
higher structural strength requirements to address 1047298ooding
accidents Despite these efforts a number of accidents still
occurred Foremost among these were accidents involving
the tankers Erika which sank off the French coast in De-
cember 1999 and Prestige which sank in November 2002
These accidents highlighted the need to improve ship safe-
ty as soon as possible and IACS set out to develop the
CSR in light of these circumstances ClassNK had already
begun working on its own improvements to ship hull safety
when it began work on its Rule C100 project in 1998 It was
only natural then that ClassNK would play a central role
within IACS in the development of the CSR
Prior to the development of the CSR by IACS
various rule-making efforts were underway at a
number of class societies Among IACS mem-
bers Lloyds Register (LR) American Bureau of Shipping
(ABS) and Det Norske Veritas (DNV) jointly started a
program to develop common rules for oil tankers in July
2002 This project was called the LAN project the three
letters being taken from the names of the three societies
On the other side of the world ClassNK China Classi1047297ca-
tion Society (CCS) and the Korean Register of Shipping
(KR) joined together to form the A3 project in September
2002 The A3 project aimed to develop a common set of
guidelines for structural strength based on the results of
the Rule C100 project
Background to the CSR
The CSR - an undertaking ofunprecedented magnitude
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 1924 Bulk Carrier 18
Scantling definition at forward sectionScantling definition for transverse bulkhead
One development that has certainly drawn the attention of the shipping and shipbuilding industriesover the past few years has been the introduction of the IACS Common Structural Rules (CSR) The
CSR represent IACSs greatest undertaking since its founding The CSR are a dramatic achievement
not only in the way they are affecting ship structure and design but in the sense that for the first time
standards have been unified among the class societies Thanks to research and development on Rule
C100 ClassNK was able to play a central role in the development and implementation of the IACS CSR
In Europe public scrutiny of the IMO greatly intensi1047297ed
after the sinking of the Erika and the Prestige The IMO re-
sponded by establishing Goal-Based Standards which are
standards intended to achieve certain goals rather than just
establish certain baselines for safety IACS in turn commit-ted itself to developing the CSR in June 2003 for bulk carri-
ers and oil tankers The CSR represent a single set of rules
covering all aspects of hull structures to be shared among
all of the IACS member societies This was an undertaking
of unprecedented magnitude and certainly one of the larg-
est developments since the founding of IACS
As the development of a set of common rules for
oil tankers was already being undertaken by the
LAN project participants IACS arranged for de-
velopment to continue under a new name the Joint Tanker
Project (JTP) At the same time the A3 project members
joined together with the UNITAS project formed by Bu-
reau Veritas (BV) Registro Italiano Navale (RINA) and
Germanischer Lloyd (GL) to proceed with the develop-
ment of CSR for bulk carriers as part of the Joint Bulker
Project (JBP) in October 2003
ClassNK took a leadership role in the JBP by using the
knowledge gained from ClassNKs Rule C100 project Theresults from the Rule C100 project became a cornerstone
of the CSR for bulk carriers especially with regards to cor-
rosion margins design loads and fatigue strength assess-
ment ClassNKs position as chair of the IACS Hull Panel
helped to further ensure the successful development of the
new CSR
As a result of IACSrsquo energetic approach to common rule
development the CSR for bulk carriers and oil tankers were
adopted unanimously by the IACS Council in December
2005 At that time the two sets of CSR were harmonized
with regards to corrosion margins and ultimate strength in
longitudinal bending but the rules could not be completely
harmonized in other areas such as design loads and fatigue
strength IACS however has made harmonization of the
two sets of rules one of its long term goals and ClassNK is
once again taking a leadership role in this process
ClassNKLeadership and Contribution
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 202419 Bulk Carrier
Sample of PrimeShip-HULL (CSR) input screens Output screen of calculation results (Displacement)
CSR Related Services
Vast amount of research data leads to
release of CSR compatible software
To obtain the software contact ClassNK Hull Department
Telephone +81-(0)3-5226-20172018
Fax +81-(0)3-5226-2019
E-mail hldclassnkorjp
For further details on the software contact ClassNK Development Department
Telephone +81-(0)43-294-4970 (dedicated line for PrimeShip-HULL)
Fax +81-(0)43-294-6924
E-mail primeship-hullclassnkorjp
In December 2005 concurrent with the adoption of
the CSR by IACS ClassNK released new rule cal-
culation software allowing for direct strength calcu-
lations using 1047297nite element method (FEM) analysis com-
patible with the new bulk carrier CSR Direct calculation
software for the tanker CSR was released to the public in
June 2006 The software has since been further enhanced
in response to client feedback received since the CSR were
implemented in April 2006 The latest version of the calcu-lation software PrimeShip-HULL (CSR) was released in
September 2007 and not only combines the software for
both the tanker CSR and bulk carrier CSR into a single
software package but also includes a number of improve-
ments to overall usability
PrimeShip-HULL(CSR) consists of two systems the
Rule Calculation System and the Direct Calculation Sys-
tem With the Rule Calculation System users can input hull
cross-section information in to the system and hull cross-
section calculations longitudinal strength calculations
local strength assessments fatigue strength assessments
and buckling strength assessments can be carried out to
obtain data necessary for complying with the CSR The
Direct Calculation System is a tool used to directly carry
out structural analysis via 1047297nite element analysis (FEA)
and strength assessment Assessments of hull structural
strength can be achieved by ensuring that the results from
direct calculations are in line with the CSR requirements
A dedicated web-based support service is also availablefor users of the PrimeShip-HULL(CSR) software system
Service
Based on vast amounts of data accumulated
through research and survey work ClassNK
has developed and released a new software
system PrimeShip-HULL (CSR) for use with
the IACS Common Structural Rules (CSR)
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2124 Bulk Carrier 20
On 1 March 2008 Noboru Ueda
became the new Chairman
and President of ClassNK
During a press conference held on
6 March he explained his intention
to expand ClassNKrsquos overseas service
network noting in particular his plans
to increase the number of surveyors
and of1047297ces in China He further stated
his intention to strengthen the pres-
ence of ClassNK as the worlds top
classi1047297cation society and to intensify
the Societyrsquos international efforts in-
cluding its activities at IACS and the
IMO ClassNK already works closely
with the China Classi1047297cation Society
(CCS) and Korean Register of Ship-
ping (KR) but Chairman and Presi-
dent Ueda also indicated future plans
Mr Ueda becomes the new Chairman and President of ClassNK
Topics
New Chairman and President Ueda (center) at a press conference on May 6
SEA JAPAN 2008
Notable events in 2008
bull GASTECHBangkok
bull VietShipHanoi
bull CMA ShippingStamford
bull Asia Paci1047297c MaritimeSingaporebull SEA JAPANTokyo
bull ShiptekKochi
bull PosidoniaAthens
bull Asia Maritime and LogisticsKuala Lumpur
bull China (Nangton) International Ship Industry ExpoNantong
bull SMMHamburg
bull Shiport ChinaDalian
bull Seatrade Middle East MaritimeDubai
to more actively exchange views and
work with other classi1047297cation societ-
ies such as those in India Vietnam
Indonesia and Russia in order to
promote stronger ties within the
Asian maritime community
ClassNK participates in numer-
ous international maritime
events each year In 2008 the
Society participated in the following
exhibitions
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2224
Dubai
Kuwait
Alexandria
Jeddah
PiraeusCadiz
Marseille
Antwerp
Lisbon
as Palmas
Copenhagen
Hamburg
Genova
LondonMilford Haven
Amman
Beijing
Ulsan
Hong Kong
Guangzhou
Seoul
TaipeiDhaka
Manila
Haiphong
Bangkok Nha Trang
Jakarta
Kuala Lumpur
Istanbul
Cape Town
Shanghai
Kaohsiung
Dalian
Qingdao
Visakhapatnam
Surabaya
Chennai(Madras)
Mumbai(Bombay)
Melbourne
Fremantle
Oslo
KojeBusan
BatangasCebu
Balikpapan
Miri Kota Kinabalu
SingaporeBatam Johor Bahru
Ho Chi Minh
Durban
Constantza
BarcelonaBilbao
Rotterdam
GdanskNewcastle
TokyoChiba
(Head Office)
Kochi
Zhoushan
Mokpo
Tianjin
World Classwwwclassnkorjp
Plan Approval Center
21 Bulk Carrier
B y the end of August 2008 the ClassNK service network had grown to a total of 104
exclusive service sites This includes 21 service sites in Japan and a total of 83 service
sites in key locations around the world with Kochi in India Tianjin and Zhoushan in
China and Mokpo in Korea being the latest additions In addition to this service network
ClassNK also maintains a total of 21 international committees so that the Society can
exchange information and ideas with maritime leaders throughout the world The Society
established its newest committee the Middle-East Technical Committee at the end of 2007In order to provide better local service customer oriented service ClassNK established
three new plan approval centers in Istanbul Mumbai and Busan in 2008 These centers
join the Societyrsquos existing plan approval centers in Tokyo Singapore and Shanghai allow-
ing plan approvals to be conducted quickly and effectively around the globe
104 Locations NK Now
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2324
Aucklanddney
Brisbane
Buenos Aires
Veracruz
Panama
Norfolk
Rio de JaneiroSantos
New York
Montreal
New Orleans
Los Angeles
Houston
VancouverSeattle
Valparaiso
Guayaquil
Miami
Bulk Carrier 22
A t the end of November 2008 ClassNK had 7017 ships on its register total-
ing some 160522744 gross tons ClassNK is the 1047297rst classi1047297cation society
in the world to surpass the 160 million gross ton mark for tonnage registered un-
der class and ClassNK remains the worldrsquos largest classi1047297cation society in terms
of gross tons On a tonnage basis more than 20 of the worldrsquos 1047298eet is registered
with ClassNK 549 newbuildings totaling 14420125 gross tons were registered
to ClassNK in 2007 surpassing the previous record set in 2006 by more than120000 gross tons When combined with other ships newly registered during the
year a record 584 ships totaling 14978670 gross tons were added to the ClassNK
register in 2007 Due to the large number of newbuildings registered the ClassNK
1047298eet continues to be comparatively young with an average age of 111 years
B ulk carriers account for more than
half of the ClassNK 1047298eet represent-
ing 51 of the register in terms of gross
tons ClassNK also classes the worldrsquos
largest share of bulk carriers - roughly
one-third of the worldrsquos bulk carriers
under class are registered with ClassNKBulk carriers of all sizes are registered
with ClassNK with nearly 75 all post-
Panamaxes and nearly half of all VLOCs
registered with the Society
51 160 Milliongross tons
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2424
4-7 Kioi-cho Chiyoda-ku Tokyo 102-8567 JAPANTel +81-3-3230-1201 Fax +81-3-5226-2012URL wwwclassnkorjp
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 182417 Bulk Carrier
Sample of input screens and calculation screens
Watch
ClassNKs Rule C100 projectplayed an essential part intheir development
New CSR bring changes to ship structural standards
I
ACS made the decision to develop the CSR for bulk
carriers and oil tankers in 2003 Prior to this each
of the IACS member societies had been working in-dependently to improve the safety of ship hull structures
The move to work collectively to improve ship safety was
due in part to the oil spills caused by consecutive tanker
accidents and the sinking of several aging bulk carriers
These accidents drew the attention of the public and the
IMO moved to address these issues The IMO began by
requiring tankers to have double-hulls and enforcing more
stringent inspections of bulk carriers as well as introducing
higher structural strength requirements to address 1047298ooding
accidents Despite these efforts a number of accidents still
occurred Foremost among these were accidents involving
the tankers Erika which sank off the French coast in De-
cember 1999 and Prestige which sank in November 2002
These accidents highlighted the need to improve ship safe-
ty as soon as possible and IACS set out to develop the
CSR in light of these circumstances ClassNK had already
begun working on its own improvements to ship hull safety
when it began work on its Rule C100 project in 1998 It was
only natural then that ClassNK would play a central role
within IACS in the development of the CSR
Prior to the development of the CSR by IACS
various rule-making efforts were underway at a
number of class societies Among IACS mem-
bers Lloyds Register (LR) American Bureau of Shipping
(ABS) and Det Norske Veritas (DNV) jointly started a
program to develop common rules for oil tankers in July
2002 This project was called the LAN project the three
letters being taken from the names of the three societies
On the other side of the world ClassNK China Classi1047297ca-
tion Society (CCS) and the Korean Register of Shipping
(KR) joined together to form the A3 project in September
2002 The A3 project aimed to develop a common set of
guidelines for structural strength based on the results of
the Rule C100 project
Background to the CSR
The CSR - an undertaking ofunprecedented magnitude
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 1924 Bulk Carrier 18
Scantling definition at forward sectionScantling definition for transverse bulkhead
One development that has certainly drawn the attention of the shipping and shipbuilding industriesover the past few years has been the introduction of the IACS Common Structural Rules (CSR) The
CSR represent IACSs greatest undertaking since its founding The CSR are a dramatic achievement
not only in the way they are affecting ship structure and design but in the sense that for the first time
standards have been unified among the class societies Thanks to research and development on Rule
C100 ClassNK was able to play a central role in the development and implementation of the IACS CSR
In Europe public scrutiny of the IMO greatly intensi1047297ed
after the sinking of the Erika and the Prestige The IMO re-
sponded by establishing Goal-Based Standards which are
standards intended to achieve certain goals rather than just
establish certain baselines for safety IACS in turn commit-ted itself to developing the CSR in June 2003 for bulk carri-
ers and oil tankers The CSR represent a single set of rules
covering all aspects of hull structures to be shared among
all of the IACS member societies This was an undertaking
of unprecedented magnitude and certainly one of the larg-
est developments since the founding of IACS
As the development of a set of common rules for
oil tankers was already being undertaken by the
LAN project participants IACS arranged for de-
velopment to continue under a new name the Joint Tanker
Project (JTP) At the same time the A3 project members
joined together with the UNITAS project formed by Bu-
reau Veritas (BV) Registro Italiano Navale (RINA) and
Germanischer Lloyd (GL) to proceed with the develop-
ment of CSR for bulk carriers as part of the Joint Bulker
Project (JBP) in October 2003
ClassNK took a leadership role in the JBP by using the
knowledge gained from ClassNKs Rule C100 project Theresults from the Rule C100 project became a cornerstone
of the CSR for bulk carriers especially with regards to cor-
rosion margins design loads and fatigue strength assess-
ment ClassNKs position as chair of the IACS Hull Panel
helped to further ensure the successful development of the
new CSR
As a result of IACSrsquo energetic approach to common rule
development the CSR for bulk carriers and oil tankers were
adopted unanimously by the IACS Council in December
2005 At that time the two sets of CSR were harmonized
with regards to corrosion margins and ultimate strength in
longitudinal bending but the rules could not be completely
harmonized in other areas such as design loads and fatigue
strength IACS however has made harmonization of the
two sets of rules one of its long term goals and ClassNK is
once again taking a leadership role in this process
ClassNKLeadership and Contribution
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 202419 Bulk Carrier
Sample of PrimeShip-HULL (CSR) input screens Output screen of calculation results (Displacement)
CSR Related Services
Vast amount of research data leads to
release of CSR compatible software
To obtain the software contact ClassNK Hull Department
Telephone +81-(0)3-5226-20172018
Fax +81-(0)3-5226-2019
E-mail hldclassnkorjp
For further details on the software contact ClassNK Development Department
Telephone +81-(0)43-294-4970 (dedicated line for PrimeShip-HULL)
Fax +81-(0)43-294-6924
E-mail primeship-hullclassnkorjp
In December 2005 concurrent with the adoption of
the CSR by IACS ClassNK released new rule cal-
culation software allowing for direct strength calcu-
lations using 1047297nite element method (FEM) analysis com-
patible with the new bulk carrier CSR Direct calculation
software for the tanker CSR was released to the public in
June 2006 The software has since been further enhanced
in response to client feedback received since the CSR were
implemented in April 2006 The latest version of the calcu-lation software PrimeShip-HULL (CSR) was released in
September 2007 and not only combines the software for
both the tanker CSR and bulk carrier CSR into a single
software package but also includes a number of improve-
ments to overall usability
PrimeShip-HULL(CSR) consists of two systems the
Rule Calculation System and the Direct Calculation Sys-
tem With the Rule Calculation System users can input hull
cross-section information in to the system and hull cross-
section calculations longitudinal strength calculations
local strength assessments fatigue strength assessments
and buckling strength assessments can be carried out to
obtain data necessary for complying with the CSR The
Direct Calculation System is a tool used to directly carry
out structural analysis via 1047297nite element analysis (FEA)
and strength assessment Assessments of hull structural
strength can be achieved by ensuring that the results from
direct calculations are in line with the CSR requirements
A dedicated web-based support service is also availablefor users of the PrimeShip-HULL(CSR) software system
Service
Based on vast amounts of data accumulated
through research and survey work ClassNK
has developed and released a new software
system PrimeShip-HULL (CSR) for use with
the IACS Common Structural Rules (CSR)
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2124 Bulk Carrier 20
On 1 March 2008 Noboru Ueda
became the new Chairman
and President of ClassNK
During a press conference held on
6 March he explained his intention
to expand ClassNKrsquos overseas service
network noting in particular his plans
to increase the number of surveyors
and of1047297ces in China He further stated
his intention to strengthen the pres-
ence of ClassNK as the worlds top
classi1047297cation society and to intensify
the Societyrsquos international efforts in-
cluding its activities at IACS and the
IMO ClassNK already works closely
with the China Classi1047297cation Society
(CCS) and Korean Register of Ship-
ping (KR) but Chairman and Presi-
dent Ueda also indicated future plans
Mr Ueda becomes the new Chairman and President of ClassNK
Topics
New Chairman and President Ueda (center) at a press conference on May 6
SEA JAPAN 2008
Notable events in 2008
bull GASTECHBangkok
bull VietShipHanoi
bull CMA ShippingStamford
bull Asia Paci1047297c MaritimeSingaporebull SEA JAPANTokyo
bull ShiptekKochi
bull PosidoniaAthens
bull Asia Maritime and LogisticsKuala Lumpur
bull China (Nangton) International Ship Industry ExpoNantong
bull SMMHamburg
bull Shiport ChinaDalian
bull Seatrade Middle East MaritimeDubai
to more actively exchange views and
work with other classi1047297cation societ-
ies such as those in India Vietnam
Indonesia and Russia in order to
promote stronger ties within the
Asian maritime community
ClassNK participates in numer-
ous international maritime
events each year In 2008 the
Society participated in the following
exhibitions
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2224
Dubai
Kuwait
Alexandria
Jeddah
PiraeusCadiz
Marseille
Antwerp
Lisbon
as Palmas
Copenhagen
Hamburg
Genova
LondonMilford Haven
Amman
Beijing
Ulsan
Hong Kong
Guangzhou
Seoul
TaipeiDhaka
Manila
Haiphong
Bangkok Nha Trang
Jakarta
Kuala Lumpur
Istanbul
Cape Town
Shanghai
Kaohsiung
Dalian
Qingdao
Visakhapatnam
Surabaya
Chennai(Madras)
Mumbai(Bombay)
Melbourne
Fremantle
Oslo
KojeBusan
BatangasCebu
Balikpapan
Miri Kota Kinabalu
SingaporeBatam Johor Bahru
Ho Chi Minh
Durban
Constantza
BarcelonaBilbao
Rotterdam
GdanskNewcastle
TokyoChiba
(Head Office)
Kochi
Zhoushan
Mokpo
Tianjin
World Classwwwclassnkorjp
Plan Approval Center
21 Bulk Carrier
B y the end of August 2008 the ClassNK service network had grown to a total of 104
exclusive service sites This includes 21 service sites in Japan and a total of 83 service
sites in key locations around the world with Kochi in India Tianjin and Zhoushan in
China and Mokpo in Korea being the latest additions In addition to this service network
ClassNK also maintains a total of 21 international committees so that the Society can
exchange information and ideas with maritime leaders throughout the world The Society
established its newest committee the Middle-East Technical Committee at the end of 2007In order to provide better local service customer oriented service ClassNK established
three new plan approval centers in Istanbul Mumbai and Busan in 2008 These centers
join the Societyrsquos existing plan approval centers in Tokyo Singapore and Shanghai allow-
ing plan approvals to be conducted quickly and effectively around the globe
104 Locations NK Now
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2324
Aucklanddney
Brisbane
Buenos Aires
Veracruz
Panama
Norfolk
Rio de JaneiroSantos
New York
Montreal
New Orleans
Los Angeles
Houston
VancouverSeattle
Valparaiso
Guayaquil
Miami
Bulk Carrier 22
A t the end of November 2008 ClassNK had 7017 ships on its register total-
ing some 160522744 gross tons ClassNK is the 1047297rst classi1047297cation society
in the world to surpass the 160 million gross ton mark for tonnage registered un-
der class and ClassNK remains the worldrsquos largest classi1047297cation society in terms
of gross tons On a tonnage basis more than 20 of the worldrsquos 1047298eet is registered
with ClassNK 549 newbuildings totaling 14420125 gross tons were registered
to ClassNK in 2007 surpassing the previous record set in 2006 by more than120000 gross tons When combined with other ships newly registered during the
year a record 584 ships totaling 14978670 gross tons were added to the ClassNK
register in 2007 Due to the large number of newbuildings registered the ClassNK
1047298eet continues to be comparatively young with an average age of 111 years
B ulk carriers account for more than
half of the ClassNK 1047298eet represent-
ing 51 of the register in terms of gross
tons ClassNK also classes the worldrsquos
largest share of bulk carriers - roughly
one-third of the worldrsquos bulk carriers
under class are registered with ClassNKBulk carriers of all sizes are registered
with ClassNK with nearly 75 all post-
Panamaxes and nearly half of all VLOCs
registered with the Society
51 160 Milliongross tons
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2424
4-7 Kioi-cho Chiyoda-ku Tokyo 102-8567 JAPANTel +81-3-3230-1201 Fax +81-3-5226-2012URL wwwclassnkorjp
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 1924 Bulk Carrier 18
Scantling definition at forward sectionScantling definition for transverse bulkhead
One development that has certainly drawn the attention of the shipping and shipbuilding industriesover the past few years has been the introduction of the IACS Common Structural Rules (CSR) The
CSR represent IACSs greatest undertaking since its founding The CSR are a dramatic achievement
not only in the way they are affecting ship structure and design but in the sense that for the first time
standards have been unified among the class societies Thanks to research and development on Rule
C100 ClassNK was able to play a central role in the development and implementation of the IACS CSR
In Europe public scrutiny of the IMO greatly intensi1047297ed
after the sinking of the Erika and the Prestige The IMO re-
sponded by establishing Goal-Based Standards which are
standards intended to achieve certain goals rather than just
establish certain baselines for safety IACS in turn commit-ted itself to developing the CSR in June 2003 for bulk carri-
ers and oil tankers The CSR represent a single set of rules
covering all aspects of hull structures to be shared among
all of the IACS member societies This was an undertaking
of unprecedented magnitude and certainly one of the larg-
est developments since the founding of IACS
As the development of a set of common rules for
oil tankers was already being undertaken by the
LAN project participants IACS arranged for de-
velopment to continue under a new name the Joint Tanker
Project (JTP) At the same time the A3 project members
joined together with the UNITAS project formed by Bu-
reau Veritas (BV) Registro Italiano Navale (RINA) and
Germanischer Lloyd (GL) to proceed with the develop-
ment of CSR for bulk carriers as part of the Joint Bulker
Project (JBP) in October 2003
ClassNK took a leadership role in the JBP by using the
knowledge gained from ClassNKs Rule C100 project Theresults from the Rule C100 project became a cornerstone
of the CSR for bulk carriers especially with regards to cor-
rosion margins design loads and fatigue strength assess-
ment ClassNKs position as chair of the IACS Hull Panel
helped to further ensure the successful development of the
new CSR
As a result of IACSrsquo energetic approach to common rule
development the CSR for bulk carriers and oil tankers were
adopted unanimously by the IACS Council in December
2005 At that time the two sets of CSR were harmonized
with regards to corrosion margins and ultimate strength in
longitudinal bending but the rules could not be completely
harmonized in other areas such as design loads and fatigue
strength IACS however has made harmonization of the
two sets of rules one of its long term goals and ClassNK is
once again taking a leadership role in this process
ClassNKLeadership and Contribution
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 202419 Bulk Carrier
Sample of PrimeShip-HULL (CSR) input screens Output screen of calculation results (Displacement)
CSR Related Services
Vast amount of research data leads to
release of CSR compatible software
To obtain the software contact ClassNK Hull Department
Telephone +81-(0)3-5226-20172018
Fax +81-(0)3-5226-2019
E-mail hldclassnkorjp
For further details on the software contact ClassNK Development Department
Telephone +81-(0)43-294-4970 (dedicated line for PrimeShip-HULL)
Fax +81-(0)43-294-6924
E-mail primeship-hullclassnkorjp
In December 2005 concurrent with the adoption of
the CSR by IACS ClassNK released new rule cal-
culation software allowing for direct strength calcu-
lations using 1047297nite element method (FEM) analysis com-
patible with the new bulk carrier CSR Direct calculation
software for the tanker CSR was released to the public in
June 2006 The software has since been further enhanced
in response to client feedback received since the CSR were
implemented in April 2006 The latest version of the calcu-lation software PrimeShip-HULL (CSR) was released in
September 2007 and not only combines the software for
both the tanker CSR and bulk carrier CSR into a single
software package but also includes a number of improve-
ments to overall usability
PrimeShip-HULL(CSR) consists of two systems the
Rule Calculation System and the Direct Calculation Sys-
tem With the Rule Calculation System users can input hull
cross-section information in to the system and hull cross-
section calculations longitudinal strength calculations
local strength assessments fatigue strength assessments
and buckling strength assessments can be carried out to
obtain data necessary for complying with the CSR The
Direct Calculation System is a tool used to directly carry
out structural analysis via 1047297nite element analysis (FEA)
and strength assessment Assessments of hull structural
strength can be achieved by ensuring that the results from
direct calculations are in line with the CSR requirements
A dedicated web-based support service is also availablefor users of the PrimeShip-HULL(CSR) software system
Service
Based on vast amounts of data accumulated
through research and survey work ClassNK
has developed and released a new software
system PrimeShip-HULL (CSR) for use with
the IACS Common Structural Rules (CSR)
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2124 Bulk Carrier 20
On 1 March 2008 Noboru Ueda
became the new Chairman
and President of ClassNK
During a press conference held on
6 March he explained his intention
to expand ClassNKrsquos overseas service
network noting in particular his plans
to increase the number of surveyors
and of1047297ces in China He further stated
his intention to strengthen the pres-
ence of ClassNK as the worlds top
classi1047297cation society and to intensify
the Societyrsquos international efforts in-
cluding its activities at IACS and the
IMO ClassNK already works closely
with the China Classi1047297cation Society
(CCS) and Korean Register of Ship-
ping (KR) but Chairman and Presi-
dent Ueda also indicated future plans
Mr Ueda becomes the new Chairman and President of ClassNK
Topics
New Chairman and President Ueda (center) at a press conference on May 6
SEA JAPAN 2008
Notable events in 2008
bull GASTECHBangkok
bull VietShipHanoi
bull CMA ShippingStamford
bull Asia Paci1047297c MaritimeSingaporebull SEA JAPANTokyo
bull ShiptekKochi
bull PosidoniaAthens
bull Asia Maritime and LogisticsKuala Lumpur
bull China (Nangton) International Ship Industry ExpoNantong
bull SMMHamburg
bull Shiport ChinaDalian
bull Seatrade Middle East MaritimeDubai
to more actively exchange views and
work with other classi1047297cation societ-
ies such as those in India Vietnam
Indonesia and Russia in order to
promote stronger ties within the
Asian maritime community
ClassNK participates in numer-
ous international maritime
events each year In 2008 the
Society participated in the following
exhibitions
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2224
Dubai
Kuwait
Alexandria
Jeddah
PiraeusCadiz
Marseille
Antwerp
Lisbon
as Palmas
Copenhagen
Hamburg
Genova
LondonMilford Haven
Amman
Beijing
Ulsan
Hong Kong
Guangzhou
Seoul
TaipeiDhaka
Manila
Haiphong
Bangkok Nha Trang
Jakarta
Kuala Lumpur
Istanbul
Cape Town
Shanghai
Kaohsiung
Dalian
Qingdao
Visakhapatnam
Surabaya
Chennai(Madras)
Mumbai(Bombay)
Melbourne
Fremantle
Oslo
KojeBusan
BatangasCebu
Balikpapan
Miri Kota Kinabalu
SingaporeBatam Johor Bahru
Ho Chi Minh
Durban
Constantza
BarcelonaBilbao
Rotterdam
GdanskNewcastle
TokyoChiba
(Head Office)
Kochi
Zhoushan
Mokpo
Tianjin
World Classwwwclassnkorjp
Plan Approval Center
21 Bulk Carrier
B y the end of August 2008 the ClassNK service network had grown to a total of 104
exclusive service sites This includes 21 service sites in Japan and a total of 83 service
sites in key locations around the world with Kochi in India Tianjin and Zhoushan in
China and Mokpo in Korea being the latest additions In addition to this service network
ClassNK also maintains a total of 21 international committees so that the Society can
exchange information and ideas with maritime leaders throughout the world The Society
established its newest committee the Middle-East Technical Committee at the end of 2007In order to provide better local service customer oriented service ClassNK established
three new plan approval centers in Istanbul Mumbai and Busan in 2008 These centers
join the Societyrsquos existing plan approval centers in Tokyo Singapore and Shanghai allow-
ing plan approvals to be conducted quickly and effectively around the globe
104 Locations NK Now
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2324
Aucklanddney
Brisbane
Buenos Aires
Veracruz
Panama
Norfolk
Rio de JaneiroSantos
New York
Montreal
New Orleans
Los Angeles
Houston
VancouverSeattle
Valparaiso
Guayaquil
Miami
Bulk Carrier 22
A t the end of November 2008 ClassNK had 7017 ships on its register total-
ing some 160522744 gross tons ClassNK is the 1047297rst classi1047297cation society
in the world to surpass the 160 million gross ton mark for tonnage registered un-
der class and ClassNK remains the worldrsquos largest classi1047297cation society in terms
of gross tons On a tonnage basis more than 20 of the worldrsquos 1047298eet is registered
with ClassNK 549 newbuildings totaling 14420125 gross tons were registered
to ClassNK in 2007 surpassing the previous record set in 2006 by more than120000 gross tons When combined with other ships newly registered during the
year a record 584 ships totaling 14978670 gross tons were added to the ClassNK
register in 2007 Due to the large number of newbuildings registered the ClassNK
1047298eet continues to be comparatively young with an average age of 111 years
B ulk carriers account for more than
half of the ClassNK 1047298eet represent-
ing 51 of the register in terms of gross
tons ClassNK also classes the worldrsquos
largest share of bulk carriers - roughly
one-third of the worldrsquos bulk carriers
under class are registered with ClassNKBulk carriers of all sizes are registered
with ClassNK with nearly 75 all post-
Panamaxes and nearly half of all VLOCs
registered with the Society
51 160 Milliongross tons
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2424
4-7 Kioi-cho Chiyoda-ku Tokyo 102-8567 JAPANTel +81-3-3230-1201 Fax +81-3-5226-2012URL wwwclassnkorjp
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 202419 Bulk Carrier
Sample of PrimeShip-HULL (CSR) input screens Output screen of calculation results (Displacement)
CSR Related Services
Vast amount of research data leads to
release of CSR compatible software
To obtain the software contact ClassNK Hull Department
Telephone +81-(0)3-5226-20172018
Fax +81-(0)3-5226-2019
E-mail hldclassnkorjp
For further details on the software contact ClassNK Development Department
Telephone +81-(0)43-294-4970 (dedicated line for PrimeShip-HULL)
Fax +81-(0)43-294-6924
E-mail primeship-hullclassnkorjp
In December 2005 concurrent with the adoption of
the CSR by IACS ClassNK released new rule cal-
culation software allowing for direct strength calcu-
lations using 1047297nite element method (FEM) analysis com-
patible with the new bulk carrier CSR Direct calculation
software for the tanker CSR was released to the public in
June 2006 The software has since been further enhanced
in response to client feedback received since the CSR were
implemented in April 2006 The latest version of the calcu-lation software PrimeShip-HULL (CSR) was released in
September 2007 and not only combines the software for
both the tanker CSR and bulk carrier CSR into a single
software package but also includes a number of improve-
ments to overall usability
PrimeShip-HULL(CSR) consists of two systems the
Rule Calculation System and the Direct Calculation Sys-
tem With the Rule Calculation System users can input hull
cross-section information in to the system and hull cross-
section calculations longitudinal strength calculations
local strength assessments fatigue strength assessments
and buckling strength assessments can be carried out to
obtain data necessary for complying with the CSR The
Direct Calculation System is a tool used to directly carry
out structural analysis via 1047297nite element analysis (FEA)
and strength assessment Assessments of hull structural
strength can be achieved by ensuring that the results from
direct calculations are in line with the CSR requirements
A dedicated web-based support service is also availablefor users of the PrimeShip-HULL(CSR) software system
Service
Based on vast amounts of data accumulated
through research and survey work ClassNK
has developed and released a new software
system PrimeShip-HULL (CSR) for use with
the IACS Common Structural Rules (CSR)
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2124 Bulk Carrier 20
On 1 March 2008 Noboru Ueda
became the new Chairman
and President of ClassNK
During a press conference held on
6 March he explained his intention
to expand ClassNKrsquos overseas service
network noting in particular his plans
to increase the number of surveyors
and of1047297ces in China He further stated
his intention to strengthen the pres-
ence of ClassNK as the worlds top
classi1047297cation society and to intensify
the Societyrsquos international efforts in-
cluding its activities at IACS and the
IMO ClassNK already works closely
with the China Classi1047297cation Society
(CCS) and Korean Register of Ship-
ping (KR) but Chairman and Presi-
dent Ueda also indicated future plans
Mr Ueda becomes the new Chairman and President of ClassNK
Topics
New Chairman and President Ueda (center) at a press conference on May 6
SEA JAPAN 2008
Notable events in 2008
bull GASTECHBangkok
bull VietShipHanoi
bull CMA ShippingStamford
bull Asia Paci1047297c MaritimeSingaporebull SEA JAPANTokyo
bull ShiptekKochi
bull PosidoniaAthens
bull Asia Maritime and LogisticsKuala Lumpur
bull China (Nangton) International Ship Industry ExpoNantong
bull SMMHamburg
bull Shiport ChinaDalian
bull Seatrade Middle East MaritimeDubai
to more actively exchange views and
work with other classi1047297cation societ-
ies such as those in India Vietnam
Indonesia and Russia in order to
promote stronger ties within the
Asian maritime community
ClassNK participates in numer-
ous international maritime
events each year In 2008 the
Society participated in the following
exhibitions
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2224
Dubai
Kuwait
Alexandria
Jeddah
PiraeusCadiz
Marseille
Antwerp
Lisbon
as Palmas
Copenhagen
Hamburg
Genova
LondonMilford Haven
Amman
Beijing
Ulsan
Hong Kong
Guangzhou
Seoul
TaipeiDhaka
Manila
Haiphong
Bangkok Nha Trang
Jakarta
Kuala Lumpur
Istanbul
Cape Town
Shanghai
Kaohsiung
Dalian
Qingdao
Visakhapatnam
Surabaya
Chennai(Madras)
Mumbai(Bombay)
Melbourne
Fremantle
Oslo
KojeBusan
BatangasCebu
Balikpapan
Miri Kota Kinabalu
SingaporeBatam Johor Bahru
Ho Chi Minh
Durban
Constantza
BarcelonaBilbao
Rotterdam
GdanskNewcastle
TokyoChiba
(Head Office)
Kochi
Zhoushan
Mokpo
Tianjin
World Classwwwclassnkorjp
Plan Approval Center
21 Bulk Carrier
B y the end of August 2008 the ClassNK service network had grown to a total of 104
exclusive service sites This includes 21 service sites in Japan and a total of 83 service
sites in key locations around the world with Kochi in India Tianjin and Zhoushan in
China and Mokpo in Korea being the latest additions In addition to this service network
ClassNK also maintains a total of 21 international committees so that the Society can
exchange information and ideas with maritime leaders throughout the world The Society
established its newest committee the Middle-East Technical Committee at the end of 2007In order to provide better local service customer oriented service ClassNK established
three new plan approval centers in Istanbul Mumbai and Busan in 2008 These centers
join the Societyrsquos existing plan approval centers in Tokyo Singapore and Shanghai allow-
ing plan approvals to be conducted quickly and effectively around the globe
104 Locations NK Now
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2324
Aucklanddney
Brisbane
Buenos Aires
Veracruz
Panama
Norfolk
Rio de JaneiroSantos
New York
Montreal
New Orleans
Los Angeles
Houston
VancouverSeattle
Valparaiso
Guayaquil
Miami
Bulk Carrier 22
A t the end of November 2008 ClassNK had 7017 ships on its register total-
ing some 160522744 gross tons ClassNK is the 1047297rst classi1047297cation society
in the world to surpass the 160 million gross ton mark for tonnage registered un-
der class and ClassNK remains the worldrsquos largest classi1047297cation society in terms
of gross tons On a tonnage basis more than 20 of the worldrsquos 1047298eet is registered
with ClassNK 549 newbuildings totaling 14420125 gross tons were registered
to ClassNK in 2007 surpassing the previous record set in 2006 by more than120000 gross tons When combined with other ships newly registered during the
year a record 584 ships totaling 14978670 gross tons were added to the ClassNK
register in 2007 Due to the large number of newbuildings registered the ClassNK
1047298eet continues to be comparatively young with an average age of 111 years
B ulk carriers account for more than
half of the ClassNK 1047298eet represent-
ing 51 of the register in terms of gross
tons ClassNK also classes the worldrsquos
largest share of bulk carriers - roughly
one-third of the worldrsquos bulk carriers
under class are registered with ClassNKBulk carriers of all sizes are registered
with ClassNK with nearly 75 all post-
Panamaxes and nearly half of all VLOCs
registered with the Society
51 160 Milliongross tons
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2424
4-7 Kioi-cho Chiyoda-ku Tokyo 102-8567 JAPANTel +81-3-3230-1201 Fax +81-3-5226-2012URL wwwclassnkorjp
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2124 Bulk Carrier 20
On 1 March 2008 Noboru Ueda
became the new Chairman
and President of ClassNK
During a press conference held on
6 March he explained his intention
to expand ClassNKrsquos overseas service
network noting in particular his plans
to increase the number of surveyors
and of1047297ces in China He further stated
his intention to strengthen the pres-
ence of ClassNK as the worlds top
classi1047297cation society and to intensify
the Societyrsquos international efforts in-
cluding its activities at IACS and the
IMO ClassNK already works closely
with the China Classi1047297cation Society
(CCS) and Korean Register of Ship-
ping (KR) but Chairman and Presi-
dent Ueda also indicated future plans
Mr Ueda becomes the new Chairman and President of ClassNK
Topics
New Chairman and President Ueda (center) at a press conference on May 6
SEA JAPAN 2008
Notable events in 2008
bull GASTECHBangkok
bull VietShipHanoi
bull CMA ShippingStamford
bull Asia Paci1047297c MaritimeSingaporebull SEA JAPANTokyo
bull ShiptekKochi
bull PosidoniaAthens
bull Asia Maritime and LogisticsKuala Lumpur
bull China (Nangton) International Ship Industry ExpoNantong
bull SMMHamburg
bull Shiport ChinaDalian
bull Seatrade Middle East MaritimeDubai
to more actively exchange views and
work with other classi1047297cation societ-
ies such as those in India Vietnam
Indonesia and Russia in order to
promote stronger ties within the
Asian maritime community
ClassNK participates in numer-
ous international maritime
events each year In 2008 the
Society participated in the following
exhibitions
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2224
Dubai
Kuwait
Alexandria
Jeddah
PiraeusCadiz
Marseille
Antwerp
Lisbon
as Palmas
Copenhagen
Hamburg
Genova
LondonMilford Haven
Amman
Beijing
Ulsan
Hong Kong
Guangzhou
Seoul
TaipeiDhaka
Manila
Haiphong
Bangkok Nha Trang
Jakarta
Kuala Lumpur
Istanbul
Cape Town
Shanghai
Kaohsiung
Dalian
Qingdao
Visakhapatnam
Surabaya
Chennai(Madras)
Mumbai(Bombay)
Melbourne
Fremantle
Oslo
KojeBusan
BatangasCebu
Balikpapan
Miri Kota Kinabalu
SingaporeBatam Johor Bahru
Ho Chi Minh
Durban
Constantza
BarcelonaBilbao
Rotterdam
GdanskNewcastle
TokyoChiba
(Head Office)
Kochi
Zhoushan
Mokpo
Tianjin
World Classwwwclassnkorjp
Plan Approval Center
21 Bulk Carrier
B y the end of August 2008 the ClassNK service network had grown to a total of 104
exclusive service sites This includes 21 service sites in Japan and a total of 83 service
sites in key locations around the world with Kochi in India Tianjin and Zhoushan in
China and Mokpo in Korea being the latest additions In addition to this service network
ClassNK also maintains a total of 21 international committees so that the Society can
exchange information and ideas with maritime leaders throughout the world The Society
established its newest committee the Middle-East Technical Committee at the end of 2007In order to provide better local service customer oriented service ClassNK established
three new plan approval centers in Istanbul Mumbai and Busan in 2008 These centers
join the Societyrsquos existing plan approval centers in Tokyo Singapore and Shanghai allow-
ing plan approvals to be conducted quickly and effectively around the globe
104 Locations NK Now
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2324
Aucklanddney
Brisbane
Buenos Aires
Veracruz
Panama
Norfolk
Rio de JaneiroSantos
New York
Montreal
New Orleans
Los Angeles
Houston
VancouverSeattle
Valparaiso
Guayaquil
Miami
Bulk Carrier 22
A t the end of November 2008 ClassNK had 7017 ships on its register total-
ing some 160522744 gross tons ClassNK is the 1047297rst classi1047297cation society
in the world to surpass the 160 million gross ton mark for tonnage registered un-
der class and ClassNK remains the worldrsquos largest classi1047297cation society in terms
of gross tons On a tonnage basis more than 20 of the worldrsquos 1047298eet is registered
with ClassNK 549 newbuildings totaling 14420125 gross tons were registered
to ClassNK in 2007 surpassing the previous record set in 2006 by more than120000 gross tons When combined with other ships newly registered during the
year a record 584 ships totaling 14978670 gross tons were added to the ClassNK
register in 2007 Due to the large number of newbuildings registered the ClassNK
1047298eet continues to be comparatively young with an average age of 111 years
B ulk carriers account for more than
half of the ClassNK 1047298eet represent-
ing 51 of the register in terms of gross
tons ClassNK also classes the worldrsquos
largest share of bulk carriers - roughly
one-third of the worldrsquos bulk carriers
under class are registered with ClassNKBulk carriers of all sizes are registered
with ClassNK with nearly 75 all post-
Panamaxes and nearly half of all VLOCs
registered with the Society
51 160 Milliongross tons
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2424
4-7 Kioi-cho Chiyoda-ku Tokyo 102-8567 JAPANTel +81-3-3230-1201 Fax +81-3-5226-2012URL wwwclassnkorjp
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2224
Dubai
Kuwait
Alexandria
Jeddah
PiraeusCadiz
Marseille
Antwerp
Lisbon
as Palmas
Copenhagen
Hamburg
Genova
LondonMilford Haven
Amman
Beijing
Ulsan
Hong Kong
Guangzhou
Seoul
TaipeiDhaka
Manila
Haiphong
Bangkok Nha Trang
Jakarta
Kuala Lumpur
Istanbul
Cape Town
Shanghai
Kaohsiung
Dalian
Qingdao
Visakhapatnam
Surabaya
Chennai(Madras)
Mumbai(Bombay)
Melbourne
Fremantle
Oslo
KojeBusan
BatangasCebu
Balikpapan
Miri Kota Kinabalu
SingaporeBatam Johor Bahru
Ho Chi Minh
Durban
Constantza
BarcelonaBilbao
Rotterdam
GdanskNewcastle
TokyoChiba
(Head Office)
Kochi
Zhoushan
Mokpo
Tianjin
World Classwwwclassnkorjp
Plan Approval Center
21 Bulk Carrier
B y the end of August 2008 the ClassNK service network had grown to a total of 104
exclusive service sites This includes 21 service sites in Japan and a total of 83 service
sites in key locations around the world with Kochi in India Tianjin and Zhoushan in
China and Mokpo in Korea being the latest additions In addition to this service network
ClassNK also maintains a total of 21 international committees so that the Society can
exchange information and ideas with maritime leaders throughout the world The Society
established its newest committee the Middle-East Technical Committee at the end of 2007In order to provide better local service customer oriented service ClassNK established
three new plan approval centers in Istanbul Mumbai and Busan in 2008 These centers
join the Societyrsquos existing plan approval centers in Tokyo Singapore and Shanghai allow-
ing plan approvals to be conducted quickly and effectively around the globe
104 Locations NK Now
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2324
Aucklanddney
Brisbane
Buenos Aires
Veracruz
Panama
Norfolk
Rio de JaneiroSantos
New York
Montreal
New Orleans
Los Angeles
Houston
VancouverSeattle
Valparaiso
Guayaquil
Miami
Bulk Carrier 22
A t the end of November 2008 ClassNK had 7017 ships on its register total-
ing some 160522744 gross tons ClassNK is the 1047297rst classi1047297cation society
in the world to surpass the 160 million gross ton mark for tonnage registered un-
der class and ClassNK remains the worldrsquos largest classi1047297cation society in terms
of gross tons On a tonnage basis more than 20 of the worldrsquos 1047298eet is registered
with ClassNK 549 newbuildings totaling 14420125 gross tons were registered
to ClassNK in 2007 surpassing the previous record set in 2006 by more than120000 gross tons When combined with other ships newly registered during the
year a record 584 ships totaling 14978670 gross tons were added to the ClassNK
register in 2007 Due to the large number of newbuildings registered the ClassNK
1047298eet continues to be comparatively young with an average age of 111 years
B ulk carriers account for more than
half of the ClassNK 1047298eet represent-
ing 51 of the register in terms of gross
tons ClassNK also classes the worldrsquos
largest share of bulk carriers - roughly
one-third of the worldrsquos bulk carriers
under class are registered with ClassNKBulk carriers of all sizes are registered
with ClassNK with nearly 75 all post-
Panamaxes and nearly half of all VLOCs
registered with the Society
51 160 Milliongross tons
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2424
4-7 Kioi-cho Chiyoda-ku Tokyo 102-8567 JAPANTel +81-3-3230-1201 Fax +81-3-5226-2012URL wwwclassnkorjp
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2324
Aucklanddney
Brisbane
Buenos Aires
Veracruz
Panama
Norfolk
Rio de JaneiroSantos
New York
Montreal
New Orleans
Los Angeles
Houston
VancouverSeattle
Valparaiso
Guayaquil
Miami
Bulk Carrier 22
A t the end of November 2008 ClassNK had 7017 ships on its register total-
ing some 160522744 gross tons ClassNK is the 1047297rst classi1047297cation society
in the world to surpass the 160 million gross ton mark for tonnage registered un-
der class and ClassNK remains the worldrsquos largest classi1047297cation society in terms
of gross tons On a tonnage basis more than 20 of the worldrsquos 1047298eet is registered
with ClassNK 549 newbuildings totaling 14420125 gross tons were registered
to ClassNK in 2007 surpassing the previous record set in 2006 by more than120000 gross tons When combined with other ships newly registered during the
year a record 584 ships totaling 14978670 gross tons were added to the ClassNK
register in 2007 Due to the large number of newbuildings registered the ClassNK
1047298eet continues to be comparatively young with an average age of 111 years
B ulk carriers account for more than
half of the ClassNK 1047298eet represent-
ing 51 of the register in terms of gross
tons ClassNK also classes the worldrsquos
largest share of bulk carriers - roughly
one-third of the worldrsquos bulk carriers
under class are registered with ClassNKBulk carriers of all sizes are registered
with ClassNK with nearly 75 all post-
Panamaxes and nearly half of all VLOCs
registered with the Society
51 160 Milliongross tons
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2424
4-7 Kioi-cho Chiyoda-ku Tokyo 102-8567 JAPANTel +81-3-3230-1201 Fax +81-3-5226-2012URL wwwclassnkorjp
8162019 Bulk Carrier Pamphlet
httpslidepdfcomreaderfullbulk-carrier-pamphlet 2424
4-7 Kioi-cho Chiyoda-ku Tokyo 102-8567 JAPANTel +81-3-3230-1201 Fax +81-3-5226-2012URL wwwclassnkorjp