Pt 1 Seagoing Ships

Vol II Rules for Hull

Sec 6 Shell Plating A

Section 6 Shell Plating

A. General, Definitions ................................................................................................................ 6–1
B. Bottom Plating ........................................................................................................................ 6–2
C. Side Shell Plating ..................................................................................................................... 6–5
D. Side Plating of Superstructures ............................................................................................... 6–7
E. Strengthening of Bottom Forward .......................................................................................... 6–7
F. Strengthenings in Way of Propellers and Propeller Shaft Brackets, Bilg Keels ....................... 6–8
G. Openings in the Shell Plating ................................................................................................ 6–10
H. Bow Doors and Inner Doors .................................................................................................. 6–11
J. Side Shell Doors and Stern Doors ......................................................................................... 6–22
K. Bulwarks ............................................................................................................................... 6–26

A. General, Definitions A
Paragraphs of this section are based on the following international convention(s) and/or code(s):
IACS UR S8 Rev.4
IACS UR S9 Rev.6

At the end of each relevant paragraph, the corresponding paragraphs of the international convention(s)
and/or code(s) are given in brackets.

1. General

1.1 The application of the design formulae given in B.1.2 and C.1.2 to ships of less than 90 m in length
may be accepted when a proof of longitudinal strength has been carried out.

1.2 The plate thicknesses are to be tapered gradually, if different. Gradual taper is also to be effected
between the thicknesses required for strengthening of the bottom forward as per E.2 and the adjacent
thicknesses.

2. Definitions

cRW = service range coefficient according to Section 4, A.2

k = material factor according to Section 2, B

 = unsupported span [m] of longitudinal or transverse, respectively

pB, pB1 = load on bottom [kN/m2] according to Section 4, B.3

ps, ps1 = load on sides [kN/m2] according to Section 4, B.2.1

pe = design pressure for the bow area [kN/m2] according to Section 4, B.2.2 or according to
Section 4, B.2.3 for the stern area as the case may be

pSL = design slamming pressure [kN/m2] according to Section 4, B.4

nf = 1,0 for transverse framing

= 0,83 for longitudinal framing

L = maximum design hull girder bending stress according to Section 5, D.1

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Sec 6 Shell Plating A-B

L = maximum design shear stress due to longitudinal hull girder bending [N/mm 2], according to
Section 5, D.1

perm = permissible design stress [N/mm2]

 L  230
=  0,8   [N/mm2] for L < 90 m
 450  k

230
= [N/mm2] for L ≥ 90 m
k
tK = corrosion addition according to Section 3, K

B. Bottom Plating A-B

1. Plate thickness based on load stress criteria

1.1 Ships with lengths L < 90 m

The thickness of the bottom shell plating within 0,4L amidships is not to be less than :

tB1 = 1,9  nf  a pB  k  tK [mm]

Within 0,1L forward of the aft end of the length L and within 0,05L aft of FP the thickness is not to be less
than tB2 according to 1.2.

1.2 Ships with length L ≥ 90 m

The thickness of the bottom plating is not to be less than the greater of the two following values:

pB
tB1 = 18,3  n f  a   tK [mm]
 p

tB2 = 1,21  a pB  k  tK [mm]

P = perm
2
 3  L2  0,89  LB [N/mm2]

Note :
As a first approximation LB and L may be taken as follows:

12,6 L
LB = [N/mm2] for L < 90 m
k
120
= [N/mm2] for L ≥ 90 m
k
L = 0

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Sec 6 Shell Plating B

2. Critical plate thickness, buckling strength

2.1 Guidance values for critical plate thickness B

For ships, for which proof of longitudinal strength is required or carried out respectively, the following
guidance values for the critical plate thickness are recommended:

for LB ≤ 0,6 ∙ ReH :

tcrit = c  2,23  a LB  tK [mm]

for LB > 0,6 ∙ ReH :

ReH
tcrit = c  1,57  a LB
 tK [mm]
1,474 
ReH

c = 0,5 for longitudinal framing

= 1 for transverse framing
1   2  F1
 = aspect ratio a/b of plate panel considered (see Section 3, F.1)
LB = largest compressive stress in the bottom due to longitudinal hull girder bending
F1 = see Section 3, F.1 (Table 3.3)
= 1,0 for longitudinal framing

2.2 Buckling strength

The guidance values obtained from 2.1 are to be verified according to Section 3, F and Section 5, C.7 applies
where solely longitudinal hull girder bending stress need to be considered. Section 8, B.8.3 applies where
the combined action of longitudinal hull girder bending and local loads has to be considered.

3. Minimum thickness

At no point the thickness of the bottom shell plating shall be less than:

tmin = 1,5  0,01  L  L  k [mm] for L < 50 m

= L k [mm] for L ≥ 50 m

tmax = 16 mm in general

or bulk carriers see Section 23, B.5.3, for tankers see Section 24, A.12.

4. Bilge strake

4.1 The thickness of the bilge strake is to be determined as required for the bottom plating according
to 1. The thickness so determined is to be verified for sufficient buckling strength according to the
requirements of Section 5, C.7 and Section 3, F, see Table 3.6, load cases 1a, 1b, 2 and 4.

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Sec 6 Shell Plating B

If this verification shows that a smaller thickness than that of the bottom plating is possible, such smaller
thickness may be permitted.

4.2 If according to Section 2, B a higher steel grade than A/AH is required for the bilge strake, the
width of the bilge strake is not to be less than:

b = 800 + 5  L [mm]

4.3 At the end of the curved bilge strake longitudinal stiffeners or girders are to be arranged. When
the stiffeners are arranged outside the bilge radius sufficient buckling resistance according to Section 3, F
is to be shown for the plane plate fields ( aL ⋅ a ) between the bilge strake and the longitudinal stiffeners.
For the proof of buckling strength the longitudinal stresses according to Section 5, C.7 and the transverse
compression stresses q are to be taken into account.

pR
q = [N/mm2]
t  10 3

The thickness of these plate fields shall not be less than the thickness derived from 1. to 3. and C.1
respectively.

For the frame spacing a and the field length , aL and bL + R/4 are to be taken accordingly, see Fig. 6.1.
aL = spacing of the floors or transverse stiffeners respectively [mm]
bL = distance of the longitudinal stiffener from the end of corner radius [mm]
R = bilge radius [mm]
p = ps, ps1 or pB1 at the end of corner radius or pSL according to Section 4, B.4 as the case
may be [kN/m2]
t = plate thickness [mm]

If the derived thickness for the plane plate field is larger than that for the curved bilge strake according to
4.1 the reinforcement is to be expanded by a minimum of R/6 into the radius.

Fig. 6.1 Bilge strake

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Sec 6 Shell Plating B-C

5. Flat plate keel and garboard strake

5.1 The width of the flat plate keel is not to be less than:

b = 800 + 5  L [mm]

The thickness of the flat plate keel is not to be less than:

tFK = tB + 2,0 [mm] within 0,7L amidships and in way of the engine seating

= tB [mm] otherwise

tB = thickness of the bottom plating [mm] according to 1. – 3.

5.2 For ships exceeding 100 m in length, the bottom of which is longitudinally framed, the flat plate
keel is to be stiffened by additional longitudinal stiffeners fitted at a distance of approx. 500 mm from
centre line. The sectional area of one longitudinal stiffener should not be less than 0,2L [cm2].

5.3 Where a bar keel is arranged, the adjacent garboard strake is to have the scantlings of a flat plate
keel.

C. Side Shell Plating B-C

1. Plate thickness based on load stress criteria

1.1 Ships with lengths L < 90 m The thickness of the side shell plating within 0,4L amidship is not to
be less than:

tS1 = 1,9  nf  a ps  k  tK [mm]

Within 0,1L forward of the aft end of the length L and within 0,05L aft of FP the thickness is not to be less
than tS2 according to 1.2.

1.2 Ships with lengths L ≥ 90 m

The thickness of the side shell plating is not to be less than the greater of the following values:

ps
tS1 = 18,3  nf  a  tK [mm]
p

tS2 = 1,21  a p  k  tk [mm]

ps1
tS3 = 18,3  nf  a   tK [mm]
Pmax

p = perm
2
 3  L2  0,89  LS [N/mm2]

2
 230   3  2  0,89  
pmax =   L LS [N/mm2]
 k 
p = ps or pe as the case may be

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Sec 6 Shell Plating C

Note :
As a first approximation LS and L may be taken as follows:
LS = 0,76   LB [N/mm2]

55
L = [N/mm2]
k

LB = see B.1.2

1.3 In way of large shear forces, the shear stresses are to be checked in accordance with Section 5,D.

2. Minimum thickness C

For the minimum thickness of the side shell plating B.3 applies accordingly. Above a level T + c0/2 above
base line smaller thicknesses than tmin may be accepted if the stress level permits such reduction.

For c0 see Section 4, A.2.2.

3. Sheer strake

3.1 The width of the sheer strake is not to be less than:

b = 800 + 5  L [mm]

bmax = 1800 [mm]

3.2 The thickness of the sheer strake shall, in general, not be less than the greater of the following
two values:

t = 0,5 (tD + tS) [mm]

= tS [mm]

tD = required thickness of strength deck

tS = required thickness of side shell

3.3 Where the connection of the deck stringer with the sheer strake is rounded, the radius is to be at
least 15 times the plate thickness.

3.4 Welds on upper edge of sheer strake are subject to special approval.
Regarding welding between sheer strake and deck stringer see Section 7, A.2.
Holes for scuppers and other openings are to be carefully rounded, any notches shall be avoided.

4. Buckling strength

For ship for which proof of longitudinal strength is required or carried out proof of buckling strength of the
side shell is to be provided in accordance with the requirements of Section 5, C.7 and Section 3, F.

5. Strengthenings for harbour and tug manoeuvres

5.1 In those zones of the side shell which may be exposed to concentrated loads due to harbour
manoeuvres the plate thickness is not to be less than required by 5.2. These zones are mainly the plates in
way of the ship's fore and aft shoulder and in addition amidships.

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Sec 6 Shell Plating C-D-E

The exact locations where the tugs shall push are to be defined in the building specification. They are to be
identified in the shell expansion plan. The length of the strengthened areas shall not be less than
approximately 5,0 m. The height of the strengthened areas shall extend from about 0,5 m above ballast
waterline to about 4,0 m above scantling draught.

Where the side shell thickness so determined exceeds the thickness required by 1. – 3. it is recommended
to specially mark these areas.

5.2 The plate thickness in the strengthened areas is to be determined by the following formulae:

t = 0,65 Pf  k  tK [mm]

Pf = local design impact force [kN]

= D/100 [kN] with a minimum of 200 kN and a maximum of 1000 kN
D = displacement of the ship [t]

Any reductions in thickness for restricted service are not permissible.

5.3 In the strengthened areas the section modulus of side longitudinals is not to be less than:

W = 0,35 ∙ Pf ∙  ∙ k [cm3]

 = unsupported span of longitudinal [m]

5.4 Tween decks, transverse bulkheads, stringer and transverse walls are to be investigated for
sufficient buckling strength against loads acting in the ship's transverse direction. For scantlings of side
transverses supporting side longitudinals see Section 9, B.5.4.

D. Side Plating of Superstructures C-D-E

1. The side plating of effective superstructures is to be determined according to C.

2. The side plating of non-effective superstructures is to be determined according to Section 16.

3. For the definition of effective and non-effective superstructures see Section 16, A.1. For
strengthening at ends of superstructures see Section 16, A.3.

E. Strengthening of Bottom Forward

1. Arrangement of floors and girders

1.1 For the purpose of arranging floors and girders the following areas are defined:
x
– forward of = 0,7 for L ≤ 100 m
L
x
– forward of = 0,6 + 0,001  L for 100 < L ≤ 150 m
L
x
– forward of = 0,75 for L > 150 m
L

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Sec 6 Shell Plating E-F

1.2 In case of transverse framing, plate floors are to be fitted at every frame. Where the longitudinal
framing system or the longitudinal girder system is adopted the spacing of plate floors may be equal to
three transverse frame spaces.

1.3 In case of transverse framing, the spacing of side girders is not to exceed L/250 + 0,9 [m], up to a
maximum of 1,4 m. In case of longitudinal framing, the side girders are to be fitted not more than two
longitudinal frame spacings apart.

1.4 Distances deviating from those defined in 1.2 and 1.3 may be accepted on the basis of direct
calculations.

1.5 Within the areas defined in 1.1 any scalloping is to be restricted to holes for welding and for
limbers

x
2. Bottom plating forward of = 0,5E-F
L

2.1 The thickness of the bottom plating of the flat part of the ship's bottom up to a height of
0,05 ∙ Tb or 0,3 m above base line, whichever is the smaller value, is not to be less than:

t = 0,9 ∙ f2 ∙ a pSL  k + tK [mm]

Tb = smallest design ballast draft at the forward perpendicular [m].

f2 = see Section 3, A.3

2.2 Above 0,05 Tb or 0,3 m above base line the plate thickness may gradually be tapered to the rule
thickness determined according to B. For ships with a rise of floor the strengthened plating shall at least
extend to the bilge curvature.

x
3. Stiffeners forward of = 0,5
L

3.1 The section modulus of transverse or longitudinal stiffeners is not to be less than:

W = 0,155 ∙ pSL ∙ a ∙ 2 ∙ k [cm3]

3.2 The shear area of the stiffeners is not to be less than:

A = 0,028 ∙ pSL ∙ a ( - 0,5 ∙ a) k [cm2]

The area of the welded connection has to be at least twice this value.

F. Strengthenings in Way of Propellers and Propeller Shaft Brackets, Bilge Keels

1. Strengthenings in way of propellers and propeller brackets

1.1 The thickness of the shell plating in way of propellers is to be determined according to C.

Note:
It is recommended that plate fields and stiffeners of shell structures in the vicinity of the propeller(s) be specially
considered from a vibration point of view (see also Section 8, A.1.2.3 and Section 12, A.8). For vessels with a
single propeller, plate fields and stiffeners should fulfil the following frequency criteria. To fulfil the criteria the

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Sec 6 Shell Plating F

lowest natural frequencies of plate fields and stiffeners are to be higher than the denoted propeller blade
passage excitation frequencies.

Table 6.1 Frequency criteria

 ≥ 0,3  < 0,3
0 < dr ≤ 1 1 < dr ≤ 2 2 < dr ≤ 3 0 < dr ≤ 1 1 < dr ≤ 3
fplate > 4,40  fblade 3,45  fblade 2,40  fblade 3,45  fblade 2,40  fblade
fstiff > 4,40  fblade 3,45  fblade 2,40  fblade 3,45  fblade 2,40  fblade

 = ratio, defined as:

P
=
Δ
P = nominal main engine output [kW]
 = ship's design displacement [t]
fplate = lowest natural frequency of isotropic plate field under consideration of additional
outfitting and hydrodynamic masses [Hz]
fstiff = lowest natural frequency of stiffener under consideration of additional outfitting and
hydrodynamic masses [Hz]

dr = ratio r  1,0
dp

r = distance of plate field or stiffener to 12 o'clock propeller blade tip position [m]
dp = propeller diameter [m]
fblade = propeller blade passage excitation frequency at n [Hz]
1
=  n  z [Hz]
60
n = maximum propeller shaft revolution rate [1/min]
z = number of propeller blades

1.2 In way of propeller shaft brackets, Section 19, B.4.3 has to be observed

1.3 Where propeller revolutions are exceeding 300 rpm (approx.), particularly in case of flat bottoms
intercostal carlings are to be fitted above or forward of the propeller in order to reduce the size of the
bottom plate panels (see also Section 8, A. 1.2.3).

2. Bilge keelsF

2.1 Where bilge keels are provided they are to be welded to continuous flat bars, which are
connected to the shell plating with their flat side by means of a continuous watertight welded seam, see
bottom of Fig. 6.2.

2.2 The ends of the bilge keels are to have soft transition zones according to Fig. 6.2, top. The ends
of the bilge keels shall terminate above an internal stiffening element.

2.3 Any scallops or cut-outs in the bilge keels are to be avoided.

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Sec 6 Shell Plating G

G. Openings in the Shell PlatingG

1. General

1.1 Where openings are cut in the shell plating for windows or side scuttles, hawses, scuppers, sea
valves etc., they are to have well rounded corners. If they exceed 500 mm in width in ships up to L = 70 m,
and 700 mm in ships having a length L of more than 70 m, the openings are to be surrounded by framing,
a thicker plate or a doubling.

1.2 Above openings in the sheer strake within 0,4L amidships, generally a strengthened plate or a
continuous doubling is to be provided compensating the omitted plate sectional area. For shell doors and
similar large openings see J. Special strengthening is required in the range of openings at ends of
superstructures.

1.3 The shell plating in way of the hawse pipes is to be reinforced.

2. Pipe connections at the shell plating

Scupper pipes and valves are to be connected to the shell by weld flanges. Instead of weld flanges short
flanged sockets of adequate thickness may be used if they are welded to the shell in an appropriate manner.
Reference is made to Section 21, E.

Construction drawings are to be submitted for approval.

Fig. 6.2 Soft transition zones at the ends of bilge keels

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H. Bow Doors and Inner Doors H

1. General, definitions

1.1 Applicability

1.1.1 These requirements are for the arrangement, strength and securing of bow doors
and inner doors leading to a complete or long forward enclosed superstructures, or to a long
non-enclosed superstructure, where fitted to attain minimum bow height equivalence.

The requirements apply to all ro-ro passenger ships and ro-ro cargo ships engaged on international voyages
and also to ro-ro passenger ships and ro-ro cargo ships engaged only in domestic (non- international)
voyages, except where specifically indicated otherwise herein.

The requirements are not applicable to high speed, light displacement craft as defined in the IMO Code of
Safety for High Speed Craft.
(IACS UR S8.1.1a)

1.1.2 Two types of bow door are covered by these requirements:

– Visor doors opened by rotating upwards and outwards about a horizontal axis through two or more
hinges located near the top of the door and connected to the primary structure of the door by
longitudinally arranged lifting arms.
– Side-opening doors opened either by rotating outwards about a vertical axis through two or more
hinges located near the outboard edges or by horizontal translation by means of linking arms
arranged with pivoted attachments to the door and the ship. It is anticipated that side-opening bow
doors are arranged in pairs.

Other types of bow door will be specially considered in association with the applicable requirements of
these Rules.
(IACS UR S8.1.1b)

1.2 Arrangement

1.2.1 Bow doors are to be situated above the free-board deck. A watertight recess in the freeboard
deck located forward of the collision bulkhead and above the deepest waterline fitted for arrangement of
ramps or other related mechanical devices, may be regarded as a part of the freeboard deck for the
purpose of this requirement
(IACS UR S8.1.2a)

1.2.2 An inner door is to be provided. The inner door is to be part of the collision bulkhead. The inner
door needs not be fitted directly above the collision bulkhead below, provided it is located within the limits
specified in Section 11, A.2.1 for the position of the collision bulkhead. A vehicle ramp may be arranged for
this purpose, provided its position complies with Section 11, A.2.1. If this is not possible, a separate inner
weathertight door is to be installed, as far as practicable within the limits specified for the position of the
collision bulkhead.
(IACS UR S8.1.2b)

1.2.3 Bow doors are to be so fitted as to ensure tightness consistent with operational conditions and
to give effective protection to inner doors. Inner doors forming part of the collision bulkhead are to be
weathertight over the full height of the cargo space and arranged with fixed sealing supports on the aft
side of the doors.H
(IACS UR S8.1.2c)

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1.2.4 Bow doors and inner doors are to be so arranged as to preclude the possibility of the bow door
causing structural damage to the inner door or to the collision bulkhead in the case of damage to or
detachment of the bow door. If this is not possible, a separate inner weathertight door is to be installed, as
indicated in 1.2.2.
(IACS UR S8.1.2d)

1.2.5 The requirements for inner doors are based on the assumption that the vehicles are effectively
lashed and secured against movement in stowed position.
(IACS UR S8.1.2e)

1.3 Definitions

Securing device is a device used to keep the door closed by preventing it from rotating about its
hinges.
Supporting device is a device used to transmit external or internal loads from the door to a securing
device and from the securing device to the ship’s structure, or a device other than
a securing device, such as a hinge, stopper or other fixed device, that transmits
loads from the door to the ship’s structure.

Locking device is a device that locks a securing device in the closed position.
(IACS UR S8.1.3 and IACS UR S9.1.3)

2. Strength criteria

2.1 Primary structure and securing and supporting devices

2.1.1 Scantlings of the primary members, securing and supporting devices of bow doors and inner
doors are to be so designed that under the design loads defined in 3. the following stresses are not
exceeded:

bending stress:

120
  [N/mm2]
k

shear stress:

80
  [N/mm2]
k

equivalent stress:

150
v  2  3 2  [N/mm2]
k

where k is the material factor as given in Section 2, B, but is not to be taken less than 0,72 unless a fatigue
analysis is carried out according to Section 20.
(IACS UR S8.2.1a and IACS UR S.9.2.1a)

2.1.2 The buckling strength of primary members is to be verified according to Section 3, F.

(IACS UR S8.2.1b and IACS UR S.9.2.1b)

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2.1.3 For steel to steel bearings in securing and supporting devices, the nominal bearing pressure
calculated by dividing the design force by the projected bearing area is not to exceed 0,8 ∙ ReH, where ReH is
the yield stress of the bearing material. For other bearing materials, the permissible bearing pressure is to
be determined according to the manufacturer’s specification.
(IACS UR S8.2.1c and IACS UR S.9.2.1c)

2.1.4 The arrangement of securing and supporting devices is to be such that threaded bolts do not
carry support forces. The maximum tension stress in way of threads of bolts not carrying support forces is
not to exceed 125/k [N/mm2] with according to 2.1.1.
(IACS UR S8.2.1d and IACS UR S.9.2.1d)

3. Design loads

3.1 Bow doors

3.1.1 The design external pressure to be considered for the scantlings of primary members of bow
doors is not to be less than the pressure specified in Section 4, B.2, but is not to be taken less than :

pe = 2,75 
1  cRW 
 2 

  cH  0,22  0,15  tan    0,4  v 0  sin   0,6 L 
2
[kN/m2]

v0 = ship's speed [kn] as defined in Section 1, H.5

L = ship's length [m], L need not to be taken greater than 200 m
cRW = service range coefficient according to Section 4, A.2.2
cH = coefficient, defined as:
= 0,0125 ∙ L for L < 80 m
= 1,0 for L ≥ 80 m
 = flare angle at the point to be considered, defined as the angle between a vertical line
and the tangent to the side shell plating, measured in a vertical plane normal to the
horizontal tangent to the shell plating
 = entry angle at the point to be considered, defined as the angle between a longitudinal
line parallel to the center line and the tangent to the shell plating in a horizontal plane

See also Fig. 6.3

(IACS UR S8.3.1a)

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Section A - A

Fig. 6.3 Definition angles  and 

3.1.2 The design external forces for determining scantlings of securing and supporting devices of bow
doors are not to be less than :

Fx = pe ∙ Ax [kN]

Fy = pe ∙ Ay [kN]

Fz = pe ∙ Az [kN]

Ax = area [m2] of the transverse vertical projection of the door between the levels of the
bottom of the door and the upper deck or between the bottom of the door and the top
of the door, whichever is the lesser,
Ay = area [m2] of the longitudinal vertical projection of the door between the levels of the
bottom of the door and the upper deck or between the bottom of the door and the top
of the door, whichever is the lesser,
Az = area [m2] of the horizontal projection of the door between the levels of the bottom of
the door and the upper deck or between the bottom of the door and the top of the
door, whichever is the lesser,

for Ax , Ay and Az see also Fig. 6.4.

h = height [m] of the door between the levels of the bottom of the door and the upper deck
or between the bottom of the door and the top of the door, whichever is the lesser,
 = length [m] of the door at a height h/2 above the bottom of the door,
pe = external design pressure [kN/m2] as given in 3.1.1 with angles  and  defined as
follows:
 = flare angle measured at the point on the bow door, /2 aft of the stem line on the plane
h/2 above the bottom of the door, as shown in Fig. 6.3.
 = entry angle measured at the same point as .

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For bow doors, including bulwark, of unusual form or proportions, e.g. ships with a rounded nose and large
stem angles, the areas and angles used for determination of the design values of external forces may
require to be specially considered.

(IACS UR S8.3.1b)

3.1.3 For visor doors the closing moment My under external loads is to be taken as:

My = Fx ∙ a + 10 ∙ W ∙ c - Fz ∙ b [kN m]

Fx, Fz = design external forces according to 3.1.2

W = mass of the visor door [t]
a = vertical distance [m] from visor pivot to the centroid of the transverse vertical projected
area Ax of the visor door, as shown in Fig. 6.4
b = horizontal distance[m] from visor pivot to the centroid of the horizontal projected area
Az of the visor door, as shown in Fig. 6.4
c = horizontal distance[m] from visor pivot to the centre of gravity of visor mass, as shown
in Fig. 6.4.
(IACS UR S8.3.1c)

3.1.4 Moreover, the lifting arms of a visor door and its supports are to be dimensioned for the static
and dynamic forces applied during the lifting and lowering operations, and a minimum wind pressure of
1,5 kN/m2 is to be taken into account.
IACS UR S8.3.1d)

3.2 Inner doors

3.2.1 The design external pressure pe considered for the scantlings of primary members, securing and
supporting devices and surrounding structure of inner doors is to be taken as the greater of the following:
– pe = 0,45 ∙ L [kN/m2] or
– hydrostatic pressure ph = 10 ∙ h [kN/m2] where h is the distance [m] from the load point
to the top of the cargo space

Fig. 6.4 Bow door of visor type

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Where L is the ship's length, as defined in 3.1.1.

(IACS UR S8.3.2a)

3.2.2 The design internal pressure pi considered for the scantlings of securing devices of inner doors is
not to be less than:

pi = 25 [kN/m2 ]

(IACS UR S8.3.2b)

4. Scantlings of bow doors

4.1 General

4.1.1 The strength of bow doors is to be commensurate with that of the surrounding structure.
(IACS UR S8.4.1a)

4.1.2 Bow doors are to be adequately stiffened and means are to be provided to prevent lateral or
vertical movement of the doors when closed. For visor doors adequate strength for the opening and closing
operations is to be provided in the connections of the lifting arms to the door structure and to the ship
structure.
(IACS UR S8.4.1b)

4.2 Plating and secondary stiffeners

4.2.1 The thickness t of the bow door plating is to be determined by the following formula:

t = tS2 with t ≥ tmin

tS2 = shell thickness according to C.1.2, using bow door stiffener spacing and p  230/k
tmin = minimum shell thickness according to C.2
(IACS UR S8.4.2a)

4.2.2 The section modulus of horizontal or vertical stiffeners is not to be less than that required for
framing at the position of the door according to Section 9. Consideration is to be given, where necessary,
to differences in fixity between ship's frames and bow doors stiffeners.
(IACS UR S8.4.2b)

4.2.3 The stiffener webs are to have a net sectional area not less than:

Q k
Aw = [cm2]
10

Q = shear force [kN] in the stiffener calculated by using uniformly distributed external
design pressure pe as given in 3.1.1
(IACS UR S8.4.2c)

4.3 Primary structure

4.3.1 The bow door secondary stiffeners are to be supported by primary members constituting the
main stiffening of the door.
(IACS UR S8.4.3a)

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4.3.2 The primary members of the bow door and the hull structure in way are to have sufficient stiffness
to ensure integrity of the boundary support of the door.
(IACS UR S8.4.3b)

4.3.3 Scantlings of the primary members are generally to be verified by direct calculations in association
with the external design pressure given in 3.1.1 and permissible stresses given in 2.1.1. Normally, formulae
for simple beam theory may be applied to determine the bending stress. Members are to be considered to
have simply supported end connections.
(IACS UR S8.4.3c)

5. Scantlings of inner doors

5.1 General

5.1.1 Scantlings of the primary members are generally to be verified by direct calculations in association
with the external design pressure given in 4.3.3 and permissible stresses given in 2.1.1. Normally, formulae
for simple beam theory may be applied.
(IACS UR S8.5.1a)

5.1.2 Where inner doors also serve as vehicle ramps, the scantlings are not to be less than those
required for vehicle decks as per Section 7, B.2.
(IACS UR S8.5.1b)

5.1.3 The distribution of the forces acting on the securing and supporting devices is generally to be
verified by direct calculations taking into account the flexibility of the structure and the actual position and
stiffness of the supports.
(IACS UR S8.5.1c)

6. Securing and supporting of bow doors

6.1 General

6.1.1 Bow doors are to be fitted with adequate means of securing and supporting so as to be
commensurate with the strength and stiffness of the surrounding structure. The hull supporting structure
in way of the bow doors is to be suitable for the same design loads and design stresses as the securing and
supporting devices. Where packing is required, the packing material is to be of a comparatively soft type,
and the supporting forces are to be carried by the steel structure only. Other types of packing may be
considered. The maximum design clearance between securing and supporting devices is generally not to
exceed 3,0 mm.

A means is to be provided for mechanically fixing the door in the open position.
(IACS UR S8.6.1a)

6.1.2 Only the active supporting and securing devices having an effective stiffness in the relevant
direction are to be included and considered to calculate the reaction forces acting on the devices. Small
and/or flexible devices such as cleats intended to provide load compression of the packing material are not
generally to be included in the calculations called for in 6.2.5.

The number of securing and supporting devices are generally to be the minimum practical whilst taking
into account the redundancy requirements given in 6.2.6 and 6.2.7 and the available space for adequate
support in the hull structure.
(IACS UR S8.6.1b)

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6.1.3 For opening outwards visor doors, the pivot arrangement is generally to be such that the visor is
self closing under external loads, that is My > 0. Moreover, the closing moment My as given in 3.1.3 is to be
not less than:

My0 = 10  W  c  0,1 a2  b 2  Fx2  Fz2 [kNm]

Fx, Fz = design external forces according to 3.1.2

W = mass [t] of the visor door
a, b, c = distances according to 3.1.3
Ax, Az = areas according to 3.1.2
(IACS UR S8.6.1c)

6.2 Scantlings

6.2.1 Securing and supporting devices are to be adequately designed so that they can withstand the
reaction forces within the permissible stresses given in 2.1.1.
(IACS UR S8.6.2a)

6.2.2 For visor doors the reaction forces applied on the effective securing and supporting devices
assuming the door as a rigid body are determined for the following combination of external loads acting
simultaneously together with the self weight of the door:
– Case 1 : Fx and Fz ,
– Case 2 : 0,7 ∙ Fy acting on each side separately together with 0,7 ∙ Fx and 0,7 ∙ Fz .

The forces Fx, Fy and Fz are to be determined as indicated in 3.1.2 and applied at the centroid of the
projected areas.
(IACS UR S8.6.2b)

6.2.3 For side-opening doors the reaction forces applied on the effective securing and supporting
devices assuming the door as a rigid body are determined for the following combination of external loads
acting simultaneously together with the self weight of the door:
– Case 1 : Fx, Fy and Fz acting on both doors
– Case 2 : 0,7 ∙ Fx and 0,7 ∙ Fz acting on both doors and 0,7 ∙ Fy acting on each door separately,

Fx, Fy, Fz = design external forces according to 3.1.2 applied at the centroid of the projected areas
(IACS UR S8.6.2c)

6.2.4 The support forces as determined according to 6.2.2 and 6.2.3 shall generally result in a zero
moment about the transverse axis through the centroid of the area Ax .

For visor doors, longitudinal reaction forces of pin and/or wedge supports at the door base contributing to
this moment are not to be of the forward direction.
(IACS UR S8.6.2d)

6.2.5 The distribution of the reaction forces acting on the securing and supporting devices may require
to be verified by direct calculations taking into account the flexibility of the hull structure and the actual
position and stiffness of the supports. This is, for instance, the case when the bow door is supported
statically undetermined.
(IACS UR S8.6.2e)

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6.2.6 The arrangement of securing and supporting devices in way of these securing devices is to be
designed with redundancy so that in the event of failure of any single securing or supporting device the
remaining devices are capable of withstanding the reaction forces without exceeding by more than 20%
the permissible stresses as given in 2.1.1.
(IACS UR S8.6.2f)

6.2.7 For visor doors, two securing devices are to be provided at the lower part of the door, each
capable of providing the full reaction force required to prevent opening of the door within the permissible
stresses given in 2.1.1. The opening moment M0 to be balanced by this reaction force, is not to be taken
less than the greater of the following values:

M01 = FH ∙ d + 5 ∙ Ax ∙ a [kNm]

M02 = x  Fx2  Fz2 [kNm]

FH = horizontal design force [kN], acting forward in the centre of gravity, FH = 10 ∙ W

W = mass [t] of the visor door
d = vertical distance [m] from the hinge axis to the centre of gravity of the door mass, as
shown in Fig. 6.4
Ax = area according to 3.1.2
Δx = lever
= 0,25 ∙ e [m]
e = distance[m] as defined in Fig. 6.4
a = distance[m] as defined in 3.1.3
Fx, Fz = design external forces according to 3.1.2
(IACS UR S8.6.2g)

6.2.8 For visor doors, the securing and supporting devices excluding the hinges are to be capable of
resisting the vertical design force Fv = Fz – 10 ∙ W [kN] within the permissible stresses given in 2.1.1.
Fz = design external force according to 3.1.2
W = mass [t] of the visor door
(IACS UR S8.6.2h)

6.2.9 All load transmitting elements in the design load path, from door through securing and supporting
devices into the ship structure, including welded connections, are to be of the same strength standard as
required for the securing and supporting devices.
(IACS UR S8.6.2i)

6.2.10 For side-opening doors, thrust bearings are to be provided in way of girder ends at the closing of
the two leaves to prevent one leaf to shift towards the other one under effect of unsymmetrical pressure.
An example for a thrust bearing is shown in Fig. 6.5. Securing devices are to be provided so that each part
of the thrust bearing can be kept secured on the other part. Any other arrangement serving the same
purpose may be accepted.
(IACS UR S8.6.2j)

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Fig. 6.5 Thrust bearing

7. Arrangement of securing and locking devices

7.1 Systems for operation

7.1.1 Securing devices are to be simple to operate and easily accessible.

Securing devices are to be equipped with mechanical locking arrangement (self locking or separate
arrangement), or to be of the gravity type. The opening and closing systems as well as securing and locking
devices are to be interlocked in such a way that they can only operate in the proper sequence.
(IACS UR S8.7.1a)

7.1.2 Bow doors and inner doors giving access to vehicle decks are to be provided with an arrangement
for remote control, from a position above the freeboard deck of:
– the closing and opening of the doors, and
– associated securing and locking devices for every door.

Indication of the open/closed position of every securing and locking device is to be provided at the remote
control stations.

The operating panels for operation of doors are to be inaccessible to unauthorized persons. A notice plate,
giving instructions to the effect that all securing devices are to be closed and locked before leaving harbour,
is to be placed at each operating panel and is to be supplemented by warning indicator lights.
(IACS UR S8.7.1b)

7.1.3 Where hydraulic securing devices are applied, the system is to be mechanically lockable in closed
position. This means that, in the event of loss of the hydraulic fluid, the securing devices remain locked.

The hydraulic system for securing and locking devices is to be isolated from other hydraulic circuits, when
in closed position.
(IACS UR S8.7.1c)

7.2 Systems for indication/monitoring

The requirements according to 7.2.3 – 7.2.6 are only for ships – with or without passengers – with Ro-Ro
spaces as defined in Chapter II-2, Regulation 3 of SOLAS 74.

7.2.1 Indicator lights are to be provided on the bridge and at the operating console for indication that
the bow door and the inner door are closed and the locking and securing devices are in their correct

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positions. Deviations from the correct closed, locked and secured condition are to be indicated by optical
and audible alarms.

The indicator panel is to be provided with:

– a power failure alarm
– an earth failure alarm
– a lamp test and
– separate indication for door closed, door locked, door not closed and door not locked

Switching the indicating lights off is not permitted

(IACS UR S8.7.2a)

7.2.2 The indicator system is to be designed on the self-monitoring principle and is to be alarmed by
visual and audible means if the door is not fully closed and not fully locked or if securing devices become
open or locking devices become unsecured.

The power supply for the indicator system is to be independent of the power supply for operating and
closing doors. The sensors of the indicator system are to be protected from water, ice formation and
mechanical damages. Degree of protection: at least IP 56.
(IACS UR S8.7.2b)

7.2.3 The indication panel on the navigation bridge is to be equipped with a selector switch
"harbour/sea voyage", so arranged that alarm is given if vessel leaves harbour with the bow door or inner
door not closed and with any of the securing devices not in the correct position.
(IACS UR S8.7.2c)

7.2.4 A water leakage detection system with audible alarm and television surveillance are to be
arranged to provide an indication to the navigation bridge and to the engine control room of leakage
through the inner door.
(IACS UR S8.7.2d)

7.2.5 For the space between the bow door and the inner door a television surveillance system is to be
fitted with a monitor on the navigation bridge and in the engine control room. The system shall monitor
the position of doors and a sufficient number of their securing devices. Special consideration is to be given
for lighting and contrasting colour of objects under surveillance.
(IACS UR S8.7.2e)

7.2.6 A drainage system is to be arranged in the area between bow door and ramp, as well as in the
area between the ramp and inner door where fitted. The system is to be equipped with an acoustic alarm
function to the navigation bridge for water level in these areas exceeding 0,5 m above the car deck level.
(IACS UR S8.7.2f)

7.2.7 For indication and monitoring systems see also Rules for Electrical Installations (Pt.1, Vol.IV)
Sec.16.E.

8. Operating and maintenance manual

8.1 An Operating and Maintenance Manual for the bow door and inner door is to be provided on
board and is to contain necessary information on:

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– main particulars and design drawings, special safety precautions, details of vessel, equipment and
design loading (for ramps), key plan of equipment (doors and ramps), manufacturer's recommended
testing for equipment, description of equipment for :
– bow doors
– inner bow doors
– bow ramp/doors
– side doors
– stern doors
– central power pack
– bridge panel
– engine control room panel
– service conditions
– limiting heel and trim of ship for loading/unloading
– limiting heel and trim for door operations
– doors/ramps operating instructions
– doors/ramps emergency operating instructions
– maintenance
– schedule and extent of maintenance
– trouble shooting and acceptable clearances
– manufacturer's maintenance procedures
– register of inspections, including inspection of locking, securing and supporting devices, repairs and
renewals.

This Manual is to be submitted for approval that the above mentioned items are contained in the OMM
and that the maintenance part includes the necessary information with regard to inspections,
troubleshooting and acceptance/rejection criteria.

Note:
It is recommended that recorded inspections of the door supporting and securing devices be carried out by the
ship's staff at monthly intervals and/or following incidents that could result in damage, including heavy weather
and/or contact in the region of the shell doors.
Any damages recorded during such inspections are to be reported to BKI.
(IACS UR S8.8.1)

8.2 Documented operating procedures for closing and securing the bow door and inner doors are to
be kept on board and posted at an appropriate place.
(IACS UR S8.8.2)

J. Side Shell Doors and Stern Doors H-J

1. General

1.1 These requirements are for the arrangement, strength and securing of side shell doors, abaft the
collision bulkhead, and to stern doors leading into enclosed spaces.
(IACS UR S9.1.1a)

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1.2 For the definition of securing, supporting and locking devices see H.1.3.

2. Arrangement J

2.1 Stern doors for passenger vessels are to be situated above the freeboard deck. Stern doors for
Ro-Ro cargo ships and side shell doors may be either below or above the freeboard deck.
(IACS UR S9.1.2a)

2.2 Side shell doors and stern doors are to be so fitted as to ensure tightness and structural integrity
commensurate with their location and the surrounding structure.
(IACS UR S9.1.2b)

2.3 Where the sill of any side shell door is below the uppermost load line, the arrangement is to be
specially considered.
(IACS UR S9.1.2c)

2.4 Doors should preferably open outwards.

(IACS UR S9.1.2d)

2.5 In case of ice strengthening see Section 15.

3. Strength criteria

The requirements of H.2 apply.

(IACS UR S9.2)

4. Design loads

4.1 The design forces considered for the scantlings of primary members, securing and supporting
devices of side shell doors and stern doors are to be not less than the greater of the following values:

4.1.1 Design forces for securing or supporting devices of doors opening inwards:
– external force : Fe = A ∙ pe + Fp [kN]
– internal force : Fi = F0 + 10 ∙ W [kN]

4.1.2 Design forces for securing or supporting devices of doors opening outwards:
– external force : Fe = A ∙ pe [kN]
– internal force : Fi = F0 + 10 ∙ W + Fp [kN]

4.1.3 Design forces for primary members:

– external force : Fe = A ∙ pe [kN]
– internal force : Fi = F0 + 10 ∙ W [kN]
A = area of the door opening [m2]
W = mass of the door [t]
Fp = total packing force[kN], where the packing line pressure is normally not to be taken less
than 5,0 N/mm
F0 = the greater of Fc or 5 ∙ A [kN]
Fc = accidental force [kN] due to loose of cargo etc., to be uniformly distributed over the
area A and not to be taken less than 300 kN. For small doors such as bunker doors and

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pilot doors, the value of Fc may be appropriately reduced. However, the value of Fc may
be taken as zero, provided an additional structure such as an inner ramp is fitted, which
is capable of protecting the door from accidental forces due to loose cargoes
pe = external design pressure determined at the centre of gravity of the door opening and
not taken less than:
= ps according to Section 4, B.2.1 or:
pe = 10 T - z G   25 [kN/m2] for zG < T
= 25 [kN/m2] for zG > T

Moreover, for stern doors of ships fitted also with bow doors, pe,min is to be determined by the
following formula:

 
pe = 0,6 1  cRW  cH 0,8  0,6
2
L  2 [kN/m2]

zG = height of centre of area of door above base line [m].

(IACS UR S9.3.1)

5. Scantlings

5.1 General

The requirements of H.4.1 apply analogously with the following additions:

– The strength of side shell doors and stern doors is to be commensurate with that of the surrounding
structure.
– Side shell doors and stern doors are to be adequately stiffened and means are to be provided to
prevent any lateral or vertical movement of the doors when closed. Adequate strength is to be
provided in the connections of the lifting/manoeuvring arms and hinges to the door structure and
to the ship's structure.
– where doors also serve as vehicle ramps, the design of the hinges shall take into account the ship's
angle of trim and heel which may result in uneven loading on the hinges.
– shell door openings are to have well-rounded corners and adequate compensation is to be arranged
with web frames at sides and stringers or equivalent above and below.
(IACS UR S9.4.1)

5.2 Plating and secondary stiffeners

The requirements of H.4.2.1 and H.4.2.2 apply analogously with the following additions:

Where doors serve as vehicle ramps, plate thickness and stiffener scantlings are to comply with the
requirements of Section 7, B.2.
(IACS UR S9.4.2a)

The section modulus of horizontal or vertical stiffeners is not to be less than that required for side framing.
Consideration is to be given, where necessary, to differences in fixity between ship's frames and door
stiffeners.

Where doors serve as vehicle ramps, the stiffener scantlings are not to be less than required for vehicle
decks.
(IACS UR S9.4.2b)

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5.3 Primary structure

The requirements of H.4.3 apply analogously taking into account the design loads specified in 4.

Where doors serve as vehicle ramps, plate thickness and stiffener scantlings are to comply with the
requirements of Section 7, B.2.
(IACS UR S9.4.3)

6. Securing and supporting of side shell and stern doors

6.1 General

The requirements of H.6.1.1 and H.6.1.2 apply analogously.

(IACS UR S9.5.1)

6.2 Scantlings

The requirements of H.6.2.1, H.6.2.5, H.6.2.6 and H.6.2.9 apply analogously taking into account the design
loads specified in 4.
(IACS UR S9.5.2)

7. Arrangement of securing and locking devices

7.1 Systems for operation

7.1.1 The requirements of H.7.1.1 apply.

(IACS UR S9.6.1a)

7.1.2 Doors which are located partly or totally below the freeboard deck with a clear opening area
greater than 6,0 m2 are to be provided with an arrangement for remote control, from a position above the
freeboard deck according to H.7.1.2.
(IACS UR S9.6.1b)

7.1.3 The requirements of H.7.1.3 apply.

IACS UR S9.6.1c)

7.2 Systems for indication/monitoring

7.2.1 The requirements of H.7.2.1, H.7.2.2 and H.7.2.3 apply analogously to doors leading directly to
special category spaces or Ro-Ro spaces, as defined in SOLAS 1974, Chapter II-2, Reg. 3, through which such
spaces may be flooded.

7.2.2 For Ro-Ro passenger ships, a water leakage detection system with audible alarm and television
surveillance is to be arranged to provide an indication to the navigation bridge and to the engine control
room of any leakage through the doors. For Ro-Ro cargo ships, a water leakage detection system with
audible alarm is to be arranged to provide an indication to the navigation bridge.

8. Operating and maintenance manual

The requirements of H.8 apply analogously as well as the IACS UR S9.

(IACS UR S9.7)

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K. Bulwarks K
1. The thickness of bulwark plating is not to be less than :

t = 0,75 
L 
L [mm] for L ≤ 100 m
 1000 

= 0,65 L [mm] for L > 100 m

L need not be taken greater than 200 m. The thickness of bulwark plating forward particularly exposed to
wash of sea is to be equal to the thickness of the forecastle side plating according to Section 16, B.1.

In way of superstructures above the freeboard deck abaft 0,25L from FP the thickness of the bulwark plating
may be reduced by 0,5 mm.

2. The bulwark height or height of guard rail is not to be less than 1,0 m, the lesser height may be
approved if adequate protection is provided.

3. Plate bulwarks are to be stiffened at the upper edge by a bulwark rail section.

4. The bulwark is to be supported by bulwark stays fitted at every alternate frame. Where the stays
are designed as per Fig. 6.6, the section modulus of their cross section effectively attached to the deck is
not to be less than:

W = 4 ∙ p ∙ e ∙ 2 [cm3]

p = ps or pe as the case may be

pmin = 15 kN/m2
e = spacing of stays [m]
 = length of stay [m]

The required section modulus W is to be fulfilled at following cross sections:

– If the flange of the bulwark stay is connected to the deck:
– W is to be fulfilled at cross section A – A (including the flange)
– if the flange of the bulwark stay is not connected to the deck:
– W is to be fulfilled at cross section A – A (including the flange)
– W is to be fulfilled at cross section B – B (excluding the flange)

The effective breath is to be considered analogously to cantilevers according to Section 3, E.3.

5. The stays are to be fitted above deck beams, beam knees or carlings. It is recommended to
provide flat bars in the lower part which are to be effectively connected to the deck plating. Particularly in
ships the strength deck of which is made of higher tensile steel, smooth transitions are to be provided at
the end connection of the flat bar faces to deck.K

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Fig. 6.6 Bulwark stay

6. On ships carrying deck cargo, the bulwark stays are to be effectively connected to the bulwark
and the deck. The stays are to be designed for a load at an angle of heel of 30°. Under such loads the
following stresses are not to be exceeded:

bending stress:

120
b = [N/mm2]
k

shear stress:

80
 = [N/mm2]
k

For loads caused by containers and by stow and lashing arrangements. See also Section 21, J.

7. An adequate number of expansion joints is to be provided in the bulwark. In longitudinal direction

the stays adjacent to the expansion joints shall be as flexible as practicable.

The number of expansion joints for ships exceeding 60 m in length should not be less than:

L
n = , but need not be greater than n = 5
40

8. Openings in the bulwarks shall have sufficient distance from the end bulkheads of
superstructures. For avoiding cracks the connection of bulwarks to deckhouse supports is to be carefully
designed.

9. For the connection of bulwarks with the sheer strake C.3.4 is to be observed.

10. Bulwarks are to be provided with freeing ports of sufficient size. See also Section 21, E.2 and ICLL.

B iro Klasifi kasi Indonesia – 2019 Edition Page 6–27

Pt 1 Seagoing Ships
Vol II Rules for Hull
Sec 6 Shell Plating

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Page 6–28 B iro Klasifi kasi Indonesia – 2019 Edition