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«UR S6 “Use of Steel Grades for Various Hull Members - Ships of 90 m in Length and Above” Part A. Revision History Version no. Approval date ...»

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IACS History File + TB Part A

UR S6 “Use of Steel Grades for Various Hull Members

- Ships of 90 m in Length and Above”

Part A. Revision History

Version no. Approval date Implementation date when


Rev.7 (Apr 2013) 18 April 2013 1 July 2014

Rev.6 (May 2010) 24 May 2010 Rev.5 (Sept 2007) 18 September 2007 1 July 2008

Rev.4 (July 2003) 16 July 2003 Rev.3 (May 2002) 6 May 2002 No record Rev.2 (1996) No record Rev.1 (1980) No record NEW (1978) Rev.7 (Apr 2013).1 Origin for Change:

Suggestion by IACS Member .2 Main Reason for Change:

A question was raised in the Hull Panel regarding the applicability of Table 2 of UR S6 to Liquefied Natural Gas (LNG) Carriers.

See TB document in Part B.

.3 List of non-IACS Member classification societies contributing through the

TC Forum and/or participating in IACS Working Group:


.4 History of Decisions Made:

After discussion within the Hull Panel, it was decided that Table 2 of UR S6 could lead to inconsistencies when applied to LNG Carriers. Therefore, a new Table was added to provide the minimum material grades for LNG Carriers and an addition was made to Table 1, item C5.1. In addition, Table 1, items B3 and C8 were clarified and editorial changes were made to the text in UR S6.1.

.5 Other Resolutions Changes None.6 Dates:

Original proposal: 23 October 2012, made by Hull Panel Chairman Panel submission to GPG: 25 January 2013 Page 1 of 4 GPG Approval: 18 April 2013 (Ref. 13039_IGe)

• Rev.6 (May 2010).1 Origin for Change:

Based on IACS Requirement (Common Structural Rules for Bulk Carriers  and Double Hull Oil Tankers).2 Main Reason for Change:

Following the introduction of the IACS Common Structural Rules for Bulk Carriers and Double Hull Oil Tankers, Hull Panel were tasked to review all the UR S files to consider whether or not they are applicable to ships covered by the CSR.

.3 List of non-IACS Member classification societies contributing through the

TC Forum and/or participating in IACS Working Group:


.4 History of Decisions Made:

After review it was decided that for CSR ships the requirements of UR S6 are superseded by those of the Common Structural Rules and therefore do not apply.

.5 Other Resolutions Changes All UR S files, except UR S8, S9, S15, S16, S19, S22, S23, S30 and S31.

.6 Dates:

Original proposal: 2007, made by Hull Panel Task 50 Panel submission to GPG: 19 April 2010 GPG Approval: 24 May 2010 (Ref. 10051_IGd)

• Rev.5 (Sept 2007) Hull Panel Task 17 – Review of UR S6 for side shell plating exposed to low temperatures.

See TB document in Part B.

• Rev.4 (July 2003) See TB document in Part B.

• Rev.3 (May 2002)

–  –  –

Note: There are no separate Technical Background (TB) documents for the original resolution (1978), Rev.1 (1980), Rev.2 (1996) and Rev.6 (May 2010).

–  –  –

The objective of the attached proposal is to clarify the application of the Notes of Table 1 in UR S6, in order to avoid different interpretations on their application, in particular for what concerns the plating at corners of large hatch openings.

It is now clarified that “large hatch openings” are to be intended as the “cargo hatch openings” in the strength deck and the relevant requirements are now specified. A distinction is made between ships such as container carriers and bulk/ore carriers. For these latter, less stringent requirements may be applied in the region outside 0,6L amidships based on the fact that lower hull girder stresses occur in this area.

The application to continuous hatch coamings has been clarified by introducing a length criterium (0,15L, above which coamings are considered as being subjected to hull girder stresses). Requirements for the steel grades of end brackets and deck house transition of longitudinal cargo hatch coamings have been introduced, based on damage statistics results.

The change was agreed unanimously and no unresolved issues remain..

–  –  –

The objective of the attached proposal is to clarify that the minimum width requirement of single strakes (800 + 5*L mm, need not be greater than 1800 mm) applies to those strakes located at the four corners of the ship’s cross section, plus deck strakes on top of longitudinal bulkheads.

–  –  –

1. Scope and objective Consider requirements on selection of steel grades, with a view to preventing brittle fracture in the side shell plating of ships operating in areas with low air temperatures.

2. Background Transportation Safety Board of Canada reports and correspondence with IACS concerning hull fractures in the ‘Lake Carling’ and its sister ship ‘Ziemia Gornoslaska’. The TSB expressed concern over the current requirements of UR S6 for side shell plating which it did not consider adequate for ships operating near or below 0ºC.

3. Points of discussions/Analysis

3.1 General The brittle fracture damage of MV ‘Lake Carling’ and analyses done in connection to this

incident have been pointing at the following main issues:

- Application of material for side shell

- Material grade requirements for materials subjected to lower temperatures

- Stress level

- Consequence of brittle failure

3.2 Analysis The issue of steel toughness requirements, or to be more accurate lack of measured steel toughness requirements for normal strength ship steel grade A ship steel, has been raised as a major issue within both IACS and IMO by the Transport Safety Board of Canada. They based there assumptions on the brittle fracture that occurred in 19 mm grade A plate of the side shell of MV ‘Lake Carling’ which initiated at a temperature of approximately 0°C (fracture initiated below the water line and is therefore assumed to be near 0°C, air temperature was minus 6°C).

Earlier, IACS WP/MW was asked to review the IACS testing requirements for normal strength ship steel grade A, which presently has no requirement for Charpy V-notch impact testing the steel mill. The working party reported back and quite rightly confirmed that there is no need to change the current test arrangements. It is more correct to consider changes to the requirements selecting the grade of material to be used, in this case IACS UR S6.

Lloyd’s Register has recently taken the opportunity, with the kind permission of the Transport Safety Board of Canada, to carry out further tests on steel plate taken from the ‘Lake Carling’ and its sister ship the ‘Ziemia Gornoslaska’; these have not been too encouraging, see the table shown below.

–  –  –

Note 1, Z Gornoslaska is a sister ship to the Lake Carling.

IACS UR S6.1 was developed based on world wide service using a lowest mean daily average temperature of -10°C.

Areas of navigation to this temperature are given in statistical tables and charts such as the “Pilot” series of publications published by Hydrographer of the Navy or other authoritative reference, see Figure 1 as an example. This temperature for example, allows for navigation in the Northern Baltic and the St. Lawrence.

Therefore IACS UR S6, will allow the use of grade A steel as follows;

Class I, grade A up to 30 mm at temperatures down to -10°C Class II, grade A up to 20 mm at temperatures down to -10°C and grade B up to 25 mm at temperatures down to -10°C Class III, grade A up to 15 mm at temperatures down to -10°C and grade B up to 20 mm at temperatures down to -10°C.

This indicates that the current rule IACS UR S6 allows the use of non-impact tested steel in greater thicknesses and to a lower temperature than that involved in the Lake Carling incident. Thickness increase and lower temperature each increase the risk of brittle fracture.

Chart based on temperature data points from Admiralty Pilot Books, published by HMSO

–  –  –

4. Proposed upgrading In the proposed revision Table 1 is revised into Tables 1 to 5 for easier interpretation.

The following areas are upgraded to minimum grade B/AH regardless of Class:

a) For ships with length exceeding 150 m and with single strength deck and without inner continuous longitudinal bulkhead(s) between bottom and the strength deck, single side strakes

in way of cargo hold:

- High shear stresses

- Serious consequences (flooding/reduced hull girder capacity) of brittle failure

b) Shell strakes in way of ice strengthening:

- High ice pressures and impacts from collision with ice resulting in high stresses, high strain rates and possible plastic deformation at temperatures close to (below or equal) 0º C.

c) For vessels with length exceeding 150 m and with single strength deck, within 0.4L amidships, for longitudinal strength members of strength deck plating and continuous longitudinal members above strength deck, excluding hatch coamings, as these members may


- Subjected to high hull girder tensile stresses

- Subjected to temperatures down to -10º C

- critical / brittle fracture may have serious consequences for the hull girder integrity In addition is the new requirement for single side shell strakes and lower bracket in way of single side (D/DH) as given in CSR for bulk carriers also included.

“S6.1 Ships in normal world wide service Materials in the various strength members are not to be of lower grade than those corresponding to the material classes and grades specified in Table 1 through Table 6.

General requirements are given in Table 1, while additional minimum requirements for ships with length exceeding 150m and 250m, bulk carriers subject to the requirements of SOLAS regulation XII/6.5.3, and ships with ice strengthening are given in Table 2 through Table 5.

The material grade requirements for hull members of each class depending on the thickness are defined in Table 6.

Table 1 – Material Classes and Grades for ships in general

Structural member category Material class/grade


A1. Longitudinal bulkhead strakes, other than - Class I within 0.4L amidships that belonging to the Primary category - Grade A/AH outside 0.4L amidships A2. Deck plating exposed to weather, other than that belonging to the Primary or Special category A3. Side plating


B1. Bottom plating, including keel plate - Class II within 0.4L amidships B2. Strength deck plating, excluding that - Grade A/AH outside 0.4L amidships belonging to the Special category B3. Continuous longitudinal members above strength deck, excluding hatch coamings B4. Uppermost strake in longitudinal bulkhead B5. Vertical strake (hatch side girder) and uppermost sloped strake in top wing tank


C1. Sheer strake at strength deck (*) - Class III within 0.4L amidships C2. Stringer plate in strength deck (*) - Class II outside 0.4L amidships C3. Deck strake at longitudinal bulkhead, - Class I outside 0.6L amidships excluding deck plating in way of inner-skin bulkhead of double-hull ships (*)

–  –  –

C5. Strength deck plating at corners of cargo - Class III within 0.6L amidships hatch openings in bulk carriers, ore carriers, - Class II within rest of cargo region combination carriers and other ships with similar hatch opening configurations C6. Bilge strake in ships with double bottom over - Class II within 0.6L amidships the full breadth and length less than 150m (*) - Class I outside 0.6L amidships

–  –  –

(*) Single strakes required to be of class III within 0.4L amidships are to have breadths not less than 800+5L (mm), need not be greater than 1800 (mm), unless limited by the geometry of the ship’s design.

Table 2 – Minimum Material Grades for ships with length exceeding 150m and single strength deck

–  –  –

Continuous longitudinal strength members above Grade B/AH within 0.4L amidships strength deck Single side strakes for ships without inner Grade B/AH within cargo region continuous longitudinal bulkhead(s) between bottom and the strength deck Table 3 – Minimum Material Grades for ships with length exceeding 250m

–  –  –

Side shell strakes included totally or partially Grade D/DH between the two points located to 0.125l above and below the intersection of side shell and bilge hopper sloping plate or inner bottom plate (**) (*) The term of "lower bracket" means webs of lower brackets and webs of the lower part of side frames up to the point of 0.125l above the intersection of side shell and bilge hopper sloping plate or inner bottom plate.

(**) The span of the side frame, l, is defined as the distance between the supporting structures.

Table 5 – Minimum Material Grades for ships with ice strengthening

–  –  –

Table 6 – Material Grades Requirements for Classes I, II and III.................”

5. Source/Derivation of proposed interpretation N.A.

6. Decision by voting N.A.

–  –  –

Technical Background Document for UR S6 (Rev. 7 Apr 2013)

1. Objective/Scope The objective of this revision is to clarify the scope of application with regard to LNG Carriers, and to identify the minimum steel grades for selected structures on LNG Carriers. Table 2 is clarified and a new Table 3 is added for LNG Carriers.

2. Source of Proposed Requirements The proposed requirements are based on the technical justifications for the current requirements, current practice within industry, and discussion within the Hull Panel (via correspondence and at Hull Panel Meetings).

3. Technical Basis and Rationale In general, the proposed revisions reflect the industry practice.

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