Prevention, 1978, the so-called "TSPP Conference".

This convention gave the

framework of the current structural arrangements in tanker designs.

Before the above convention was adopted, operational procedures such as "to

discharge oily mixture far from the land" were stipulated in the 1954 Convention,

subsequently the MARPOL 73/78 Convent ion stipulated the construct ion and

equipment of tankers including their tank arrangements.

The histoy of the MARPOL Convention is shown in APPENDIX I.

(In this paper, "MARPOL 73/78" means its Annex I relating to regulations for the

prevention of pollution by oi I. except that especially noted hereinafter.)

2.1. 2 Regulation for construction and equipment in MARPOL 73/78

The requirements of construction and equipment in MARPOL 73/78 are mainly as

follows:

i) Retention of oil on board (ROB) ..... Regulation 15

- Slop tanks with oil/water interface detectors

- Oil discharge monitorlng(ODM) system with operational manual

ii) Pipings ..... Regulation 18

- High overboard discharge

Separation of cargo bil pipings from bal last water pipings

iii) Tank size ..... Regulation 22; 23, & 24

- Tank size limitation

- Limitation of hypothetical outflow of oil

iv) Dam age s tab iii t y Regulation 22 & 25

v) Segregated ballast tank (SBT) Regulation 13 & 13E

vi) Clean ballast tank (CBT) Regu1ation 13 & 13A
vii) Cr ude 0 i 1 was h i ng (C 0W) Regulation 13 & 13B

The tank arrangement of a current tanker is mainly determined based on the

2
r equi rem en t s 0 f the abo ve i). iii ). iv) and v). Ion gi t udin a 1st r eng t h. i nt act

stability. tank segregation. and segregation from accommodation/machinary spaces

from the safety point of view to protect the spaces from fire and explosion as
.
required in the SOLAS Convent ion (SOLAS 74. Chap. II -2 Reg.56)' The change of

tank arrangement according to the requirement~ of the MARPOL Convention is shown

in Fig. 1.

2.1.3 Regulation for double hull tankers

The Exxon Valdez grounding on Bligh Reef in Prince Wi Iliam Sound off Alaska in

March 1989 caused one of the world's worst pollution disasters. This disaster

triggered intensification of efforts for preventing such accidental oi I outflows.

Arche Summit, meeting in Paris in July 1989. addressed marine pollution

pre ve nt Ion. t aki ng I t as 0 ne 0 f the glob a I Iss uest 0 be sol vedan d r eque s ted the

International Maritime Organization (IMO) to develop the measures to mitigate

this type of casual ty. IMO. 16th Assembly held in October 1989 adopted

Resolution A.675(16) requesting the members to study and take possible measures

for protection of the marine environm~nt.

In response to the resolution. at the 30th Marine Environment Protection Commi ttee

(MEPC) held in November 1990. the proposal by the United States that double hull

structures should be mandatory as under their domestic law (Oil Pollution Act

1990) was d'iscussed.

In the next session of MEPC 31 and the associated commi ttees. the requirements for

double hull structures were examined from the points of view of pollution and

safety aspects. and finally the revised Regulation 13F for new tankers and

Regulation 13G for extisting tankers were adopted in the 32nd session of MEPC held

in March 1992.

The outline of the revised regulation is as follows

New Oi I Tankers (New Regulation 13F of MARPOL 73/78 as amended)

3
CD New oi I tankers of 600DWT and above but less than 5.000DWT shall have

(a) the required double bottom tank/space and wing tank/space, or

(b) the r eq' u ire d do ubi e bot tom tan k/ spa c e wit h the res t ric ted car got an k

capacity (700m 3 /tank).

CID New oil tankers of 5.000DWT and above but less than 20,OOODWT shall have

(a) the required double bottom tank/space and wing tank/space. or

ilil the required mid-height deck construction and wing tank/space such

tankers are referred to as "mid-deck tanker" hereinafter . or

(e) other constructions approved by IMD as equivalent to the double hull

construction,

wi th the restricted ballast and cargo piping arrangements.

The above tanks. spaces and/or construction shat I be provided along the ent ire

cargo tank area.

@ New oil tankers of 20.000DWT and above shall have the tank/space arrangement

outlined in CID above wi th the required aggregate capaci ty and location of

the wing tanks. double bottom tanks. forepeak tanks and afterpeak tanks. The

damage assumption for damage stabi lity assessment shall be supplemented by the

bottom raking damage assumed.

Note): "New oil tankers" means oil tankers

(a) for which the bui lding contracts/major conversion contracts are placed

on or after 6 July 1993, or

(b) in the absence of these contracts. the keels of which are laid or which

are at a similar stage of construction. or the construction work of

which have begun on or after 6 January 1994, or

(c) the del iveries of which are on or after 6 July 1996/which are completed

for conversion on and after 6 July 1996.

ii) Existing Dil Tankers (New Regulation 13G of MARPDL 73 78 ~s amenJed 1

Crude oil tankers of 20.000DWT and above and product carriers of .30.000DWT and

above. which are contracted. the keels of which are laid or w[lich are

4
 delivered before the dates specified in the Note) of i) above, shall have the

construction required for new oil tankers not later than 25 or 30 years after

their deliveries. depending on their constructions.

This requirement shall take effect as from 6 July 1995.

The details in the IMO text are shown in APPE~DIX II. The tanker designs

will be altered from those with single hull to those with double hull or mid-deck

tanker structures as shown in Fig. 2. The new regulations wi I I enter

into force on 6 July 1993 unless the members of the contracting part ies

communicate to IMO their objectio~s to the respective amendments prior to 6

January 1993.

NK has been empl0yed for the classificat ion surveys duri~g construction of over

ten tankers with double hull structures. Also, NK is now being employed for the

development of the Rules for the said new tanker designs.

For the new des i gns s uc has tho sew l t h do ubi e hu I 1st r u': t ures, sin ce the

sufficient experience has not been obtained. effective establ~shed guidelines are

not yet a \ a i Ia bIe. The ref iJ r e. the f 0 I low i ngas pee t s s Ii a I I fur I[I e r be stu die d.

i; Accessibil i ty for double hul I spaces

ii) Coat:ng for double hul I spaces

ii iJ Safety measures to prevent fire and explOSion due to cargo leakage into

double hull spaces, inert gas system. gas JeteclI0::, ventilation, etc.

Also, the precautionary points considered al present are shown in APPENDIX III

In the process of development of new regulations, the comparative study on oil

tanker designs especially from the point of view of the expected oil outflows at

the assumed accidents of double hul I tankers and mid-deck tankers were conducted

b)' [M O. Some shipyarJs and classiflcat Ion societ ies al lover the world

partiClpa!e~ in this study and NK also offered the relevant study as shown in

5
APPENDIX IV to IMO.

Some of the designs of double hull and mid-deck tankers offered for this study are

shown in Fig. 3. .

2.2.2 Saving energy

2.2.1 Reduction of hull weight with High Tensile Steel

The useof High Tensile Steel (referred to as "HT steel" hereinafter) with the

improved specified yield stress and tensile strength has been booming for weight

reduction of hUll structures. The required mechanical strength in NK's Rules is

shown in Table 1.
In the 1970' s when the extensive use of HT steel commenced, HT steels were

genera I I y ar ran gedin Ion g i t udin a I me mber sat upper dec k and bot· tom par t s as

shown in Type I of Fig. 4 for the purpose of reducing the scantl ings of

the structural members against hull girder bending by the higher mechanical

strength of HT steel.

After that. the extent of HT steel application was enlarged to all longitudinal

members as shown in Type II and recently to all structural members as shown in

Type ill 0 f Fig. 4.

The specified yield stress of HT steel used as structural members has risen from

320N/mm 2 to 360N/mm 2 a.nd recently it has reached 400N/mm 2 •

In the cas e 0 f the ext ens i ve use 0 f HT s tee I sue has Ty p e ill, HT s tee I s wit h

different specified yield stresses are used in structural members in many cases.

The general tendency of the arrangement of .different kinds of HT-steels is such

that the HT steel wi th higher strength is used in the area of Type I rather than

other areas.

I nth e act ua Ide s i gns wi t h mix ed use 0 f HT s tee Is, spee i fie d prim er s wit h

different colors are coated on respective kinds of HT steels in order to prevent

possible mis-assembling.

6
 2.2.2 Optimum structual design by computer

The computer technology and analysis technic typified by Finite Element Method

(FEM) has rapidly progressed.

In the conventional design method with design-by-rule, scantlings are determined

by the rules based on empirical knowledge and calculations based on classical

methods such as the beam theory for simplified models. In this case, the

scantlings involve the safety factors obtained by empirical results and margins

for the calculations accompanied by simplification of the calculated models.

The advanced technic of structural analysis by FEM, etc. makes it possible to

directly grasp stress level against the given analysis models and loading

con di t ions . The ref 0 r e, i t become s po s sib let 0 Iowe r t he s t res s I eve I for any

structural members and parts compared with those of the conventional hull

structures having good empirical results under the same design loading conditions.

Consequently, the optimum designs of hull structures are achieved by the

Ii
f
mitigation of the margins for analytical unknown factors and contribute to the

reduction of hull weights.

Problems to be solved sti I I remain in the above direct calculation method.

I However, it can be said that the above methods are generally adopted in the area

of hull structure designs at present in advanced shipbui lding industry and

1
I
expected to be further sophisticated by feedback from damage reports and the

result~ of actual/model tests.

The flow of current design procedure is shown in Fig. 5.

2 2.3 Others

For the purpose of saving energy, the following examples are utilized in some

actual desings in order to improve the ship's propulsive efficiency rather than

reduced hull weight.

7
i) Al teration of the shape at the front surface of accomodation spaces from flat

type to round type to reduce wind pressure (See Fig. 6. )

ii) Adoption of the appendages provided in way of stern frames or rudders to

increase propulsive efficiency (See Fig. 7. )

3. Structural designs of recently built large tankers

3.1 Use of HT steel

3.1.1 Scantling and application of HT steel

As mentioned in 2.2.1. hull weights are designed to be reduced by the scantling

reduction due to the material properties of HT steel with higher mechanical

strength. This scantling reduction may be achieved by the following formula, in

general. in NK's Rules:

i) The scantlings of members stipulated by section modul i such as hull girder

sections or logi tudinal frames may be reduced in proportion to the ratio of

both specified yield stresses of HT steel and mild steel, and

ii) The scantlings of members stipulated by thickness excluding certain thickness

corresponding to corrosion margins may be reduced in proportion to the ratio

of both specified yield stresses of HT steel and mild steel or its square

roo t.

The details of scantling formula modified to HT steel application are shown in

APPENDIX V.

The applied position of each grade of HT steel is specified with its thickness

based on the considerations for the level of induced stress inclUding the purpose

of crack arresting and material's notch toughness. The requirements of the

applied 'grade of HT steels are shown in APPENDIX VI. For VLCCs. HT

steels are arranged as shown in Fig. 8. in general.

8
 3.1.2 Precautionary points in structural designs with HT steel

The scantl lngs are reduced by using HT steel. then the stress induced in

structural members is consequently found increased. As the resul t of the

increased induced stress. it becomes necessary to pay attention to the following

problems which had been solved in conventional tanker structures. having good

empirical results with mild steel.

il Fatigue strength

It can be said that the structural safety factors playa role to keep the

level of flactuating local stress. which affects fatigue strength.

sufficiently low in the hul I structures made of mi Id steel fjom their

empirical results without maj·or fatigue damge found. This seems to be

achieved by the fact that the local stress concentration may be kept

sufficiently low with adequate structural details and quality control

standards. consequently the conservative structures of mild steel have

sufficient fatigue strength.

While in the case of HT steel structures. some structural members (side

logi tudinal frames as mentioned later) may have problems on fatigue strength

even wi th the same structural delai Is and quality control standards as those

for mild steel structures because of the increase of flactuating stress due to

t he inc rea sea f nom ina 1st res s and def 1ec t i on 0 f sup par tin g member s, i. e.

I transverse web frames in the case of longitudInal frames.

I It is especially necessary to pay attention to stress concentrated areas
I
affected by wave induced loads where the ampl i tudes of cyc! ic loads are

,
;
c r i tic a I . For the above matters, consideration is given

concentrated areas wi th the improvement of structural details with soft-type

to stress

shape of brackel/stiffener toe, tapering shape of snipped faces of girders,

etc. Also. consideration may be given to higher quality contra! standards

9
I
\
with avoidance of excessive overlap/undercut of welds. misalignment of

members. etc. in the critical areas of particular designs.

i j) Carras i on

The reduced scant I ings wi th HT steel might lead to that the thickness

reduction due to corrosion much affects the strength of HT steel structure

assuming that the thickness reducing speed of HT steel due to corrosion is

t hes amea s that of mil d steel. Therefore. further cor r as ion pro t ec t ion and

sufficient maintenance is necessary,

In recent rules of some classification societies. including NK. effective

coatings wi th anticorrnsive paints of good qual fty are required for the entire

inner surfaces of water ballast tanks having especially serious corrosive

environments. Further back-up anodes are recommended to be provided in such

spaces.

Even though paints of good quality such as tar epoxy are used. paints might

lose their effectiveness shortly after application with insufficient surface

preparation and film thickness of coating. Also. the upper part of water

ballast tanks and the water ballast tanks adjacent to the cargo oil tanks

loaded wi th heated cargoes were found to be in a severely corrosive

environment from our experience of damage cases.

In any cases, sufficient surface preparation. sufficient film thickness of

coating. adequate paint work and recommended back-up anodes are important for

the above-mentioned matter.

3.2 Outline of direct calculation methods

The analysis condi tion of direct calculation methods by which the scantlings are

determined consists of the followings:

i) CalcUlating model

10
ii) Loading condition

ii i) Allowable stress

They are stipulated inNK' s Rules as shown in APPENDIX VII. The current

rules for tankers are avai lable for the calculation of induced str~ss in

transverse webs and horizontal girders with two-dimensional analysis models.

However, recent calculations are made for such members with three-dimensional

analysis models as shown in Fig. 9.

These required analyses condi tions had been determined from the resul ts of series

ca I cui a t ion s fa r act ua I ex i s tin g s hip des i gnsun der the sam e can di t ion s. Th e

IQading condi tions are just to give the design loads but not to perfectly simulate

the actual loads especially for the wave induced loads. It can be said that the

allowable stress reflected with the safety factors includes the unknown analysis

accuracy and the deviation of the calculated results due to the differences

between the assumed and actual loading conditions.

3.3 Damage cases and feedback

Damage cases of NK class tankers delivered wi thin about 10 years and having

deadweight of 20,000 tons or more were investigated with the results as shown in

APPENDIX VIII.
Cracks found on the side longitudinal frames, which are considered as the most

significant damage case in the above survey, are shown in Fig. 10. For

this case of damage, the cause was found to be insufficient fatigue strength from

the results of NK's study and countermeasures were made for the specified areas

with improvements such as improved end shape, the adoption of symmetric sectional

shape or increased scantl ings of the said longi tudinal frames respectively or a

combination of these steps. Also, in case where the structures would be assured

to have sufficient fatigue strength by fatigue analysis, it may not be always

necessary to be completely in accordance wi th the above specified areas and/or the

1 1
• !

methods of improvements. The detailed requirements are shown in APPENDIX IX

This type of damage can be considered solved by the above countermeasures. For

other damage cases, the conventional design method wi th necessary reinforcement

such as collar plates fitted in way of slots may avoid serious damages. Further.

for vibration problems. it is necessary to give consideration to out-of-plane

deflecti6n of deep girders based on the results of total assessment of the level

of exci ting force and the natural frequency of the structures.

4. Constructing methOd of recently built large tankers

4.1 Welding method

4.1.1 Welding of HT steel (TMCP steel)

Advantages of Thermo-Mechanical Conttolled Processing ( referred to as "TMCP"

hereinafter) HT steel to conventional HT steel in terms of embri ttlement in a

heat affected zone (HAZ) and notch toughness can be considered as a cause of

increasing use of HT steel . . TMCP had been developed as an equivalent means to the

conventional process of stee1s requiring the normalizing, control led roll ing or

quenching and tempering. The above advantages achieved by lower carbon

equivalents in the added alloy metals make it possible to relax the preheating

process before welding and to easi ly apply large heat input welding. Further. the

control standards of welding workmanship conditions are gBnerally relaxed. The

comparison of control standards of welding workmanship between TMCP HT steel and

conventional HT steel/mild steel is shown in Table 2.

4.1.2 Automation of welding

i) Automation of welding in assembly stages

1 2
 The welding in assembly stages is in flat positions for butt welding and in

flat and vertical positions for fillet welding. For considerable flat parts

of hull structures, automatic and/or semi-automatic welding methods are

adopted. The submerged arc welding, in particular one side submerged welding

( FeB and FAB methods as shown in Fig. 11), is generally adopted for

butt welding and there may be potential risks of cracks occurring at the start

and terminating ends of welding. This problem is solved by the use of the

tab plates at the start end of welding (See Fig. 12 ) for the sake of

stabil ization of welding condi tions and non-destructive inspection such as

ultrasonic crack inspection.

The fi llet welding is generaliy done wi th the methods of automatic or semi-

automatic gas shield welding and/or gravity welding.

In the case of fillet welding in vertical downward positions, potential

insufficient throat depths and slag inclusion might cause hair cracks. For

this problem. due attention should be paid for sufficient control of welding

workmansh I p.

ii) Automation of welding in erection stages

The welding in erection stages is in vertical and horizontal positions for

butt weldings in addition to the above i). For vertical positions,

e lee t r 0 gas wei din g and e lee t r 0 s Iag wei din gas sh 0 wn i n Fig. 13 are pop uIa r

methods. They have potential problems of embrittlement in a HAZ. For this

matter, non-destructive inspection such as ultrasonic crack inspection for

start and terminating ends including repaired parts is an effective

countermeasure. Automatic or semi-automatic gas shield weldings is popular

for welding in horizontal position.

4.2 Construction, testing and inspection

In recent Iy bui I t tankers. in order to minimize the operations in erection stages

13
 accompanied by inadequate work environments. fabricating and welding work are

planned to be done in assembly stages as far as possible wi th the structures

divided into as large structural modules as can meet the crane capaci ty of

shipyards. Also. welding operations are done with cherry pickers ( crane truck

for welding work) or gondolas in place of stagings. An example of divided module

and construction flow of a side structure module are shown in Fig. 14.

Further. outfi tting and painting work may be carried out in advance in the

assembly stages.

Testing and inspection are carried out according to the constructing process.

Welding inspection, hydrostatic and/or air tightness tests and non-destructive

inspection are planned in accordance wi th the schedules of setting/removal of

stagings and painting work. Especially for the check of oil or water tightness in

the assembly stage which is usualy done in hydrostatic and/or air tightness tests

conditions. the testing by use of vacuum boxes or air injection methods as shown

in Fig. 15 may be adopted.

The inspection/testing items of hull structures of tanker~ are as follows in

genera I:

i) Welding procedure tests

ii) Qual ification tests for welding operators

iii) Material tests ( manufacturing process tests. delivery and acceptance

inspection)

iv) Visual inspection thro~gh assembly and erection stages ( scantlings and

arrangement of members. welding preparation. weldingworkmanship'control and

finished condi tion of welds)

v) Non-destructive inspection

vi) Hydrostatic and air tightness tests

The current Qual i ty standards adopted in Japanese shipyards are show in

APPENDIX X.

14
5. Concluding remarks

The design and construction of recently built tankers are outlined from the view

points of pollution prevention, saving energy and construction efficiency as

their characteristics.

Up-sizing of tankers for the purpose of improved transportation efficiency have

achieved high credibi 1i ty by the advanced technic of analysis. design and

construction. Credibil ity has also been achieved by the feedback of experiences

such as disaters with much damage and the accumulated technology by the efforts

of shipyards and relevant parties.

For the tankers with new designs such as double hul I structures expected to be

buil t from now on, it is important to take adequate and prudent measures at

present when sufficient empirical results have not been obtained. Challenges

without carefull consideration may potentially lead to serious future losses.

I 5
 FIGURE AND TABLE LIST OF
" DESIGN AND CONSTRUCTION OF RECENTLY BUILT TANKERS II

Fig. 1 Change of requirements for tank arrangement of tankers

Fig. 2 Required tank arrangement in the new regulation
Fig. 3 Example of new tanker designs
Fig. 4 Extent of the use of HT-steel
Fig. 5 Example of recent design flow of hull structure
Fig. 6 Example of improved shape of accommodation front
Fig. 7 Example of appendages for improved propulsive efficiency
Fig. 8 Example of HT-steel grades arranged in VLCC
Fig. 9 Example of analysis model for direct calculation by 3-D FEM
Fig. 10 Cracks on side logitudinal frames
Fig. 11 Flux Copper Backing (FCB) and Flux Asbestos Backing (FAB) welding
Fig. 12 End preparation for submerged arc welding
Fig. 13 Electro-slag and electro-gas welding
Fig. 14 Exa~ple of structural module and constructing flow

Fig. 15 Vacuum box and air injection test

Table 1. Mechanical strength of HT-steel (NK's Rule Chap. K)

Table 2 Welding procedure control standard

1 6
 tank arrangement
water ba 11 ast tank

ocJd
I
not
1imi ted f:j ])
tank size .
limitation'
(1971 )
ad : I: W
SST
(1973) (] el 6±P
PL I :>-<-1 >< ~

(1978) I I
>-< I >< .-/

Fig. 1 Change of requirements for.tank arrangement of tankers

~ conventi anal new tanker

tanker /--------------------------------

~Ouble hull
-------------------------------_/
/--------------------------------

~~ingle hull

~water ballast tank

[gJ cargo oi 1 tank

~ mid-deck tanker

Fig. 2 Required tank arrangement in the new regulation

17
 double hull

mid-deck tanker

H..c
'M· ·
PI

I !.B.D.
JI.'~
I

Fig. 3 Exampl e of new tanker des i gns

o
o
o
o
0
0~
0
0
Type I Type II Type .III

- - MILD STEEL ~ ·MILD STEEL

HT-STEEL . . HT-STEEL

Fig. 4 Extent of the use of HT-steel

18
 PRINCIPAL
PARTICULARS

LONGITUD INAL
THROUGH HEHBER
ARRANGEHENT

RULE GENERATE
CALCULATION ----7 HIDSHIP HODEL

.-.-.. BE
DEFINE STRENGTH
HEHBER
GENERATE HIDSHIP
SECTION DRAWING ~ [[f*l
fULE~
CAL.
CONFIGURATION '-- --.J
'---v' ..a0lD
::. ::[J

. ~
DEFINE·ANALYTICA GENERATE LOAD/
HODEL -----7 CONSTRAINT DATA
CONFIGURATION

"'---PE-R-FO-RH--'
F."E. H.· ANALYSIS
~
t
INCORPORATE
RESULTS
OF ANALYSIS
~
GENERATE HODEL
FOR OUTPUT EDITING c> E(
FATIQJE
r
PERFORH BUCKLING
1
GENERATE STRENGTH
~
OPERATE
.ANALYSIS STABI LITY CALCULATION SHEETS PLOTTER
CALCULATION

Fig. 5 Example of recent design flow of hull structure

I I
I 1-------
r------ I
I I
acc.
I
COT P/R I COT
space P/R I
I I
I I
I r- - - - -
r------
I
I

Fig. 6 Example of improved shape of accommodation front

1 9
Fig. 7 Example of appendages for improved propulsive efficiency

AH
EH

AH AH

in case of double hull

, AH AH KA32,KA36,etc.
" DH KA32,KA36,etc.
,- - - - - - - - - ,- -- --
i
I
I
DH I
C.L.
AH

midship section
Fig. 8 Example of HT-steel grades arranged in VLCC

20
Fig. 9 Example of analysis model for direct calculation by 3-D FEM

2 1
T. RING

Crack

• Side Shell
• Side Shell

Bracket newly fitted Bracket newly fitted

Fig. 10 Cracks on side logitudinal frames

22
 flux
slag

~~.LL.I.:ca backing flux

copper plate
'-..--_/ - - - - ai r hose J fl u'x asbestos
magnet backing

Fig. 11 Flux Copper Backing (FCB) and Flux Asbestos Backing (FAB) welding

tab plate

welding seam

Fig. 12 End preparation for submerged arc welding

wire
consummable nOzz-le----~ nozzle
.-='''''---'-L

copper backing ---+-/1

welding bead

Fig. 13 Electro-slag and electro-gas welding

23
 SIDE LONGL
/of I DS/llrsECT.

~ side she11 modu1e

Fig. 14 Examp1e of structural module and constructing flow

~ vacuum pump

air hose

rubber packing
1iquidsoag ~

Fig. 15 Vacuum box and air injection test

24
 Tensile test Impact test 'll
Yield point Tensile Elongation'" Testing IJI
Grade Minimum mean
or proof strength tempera- absorbed energy(])
st ress (L= 5.651,4) ture
(N/mm') (N/mm') (%) (' C) L T
KA - - -
KB 12' 0'"
235min. 400~490 22min.
KD -20 27 20
KE -40
KA32 0
KD32 315m in. 440~590 22min. -20 31 22
KE32 -40
KA36 0
KD36 355min. 490~620 21min. -20 34 24 HT -steel
KE36 -40
KA40 0
---
KD40 390min. 530~650 20min. -20 39 26
--
KE40 -40

Notes:
(1) L (or T) denotes that the"longitudinal axis of the test specimen is arranged
parallel (or transverse) to the final direction of rolling..
(2) For all thickness of Grade KA sh.:J.pes,the upper limit of .the specified tensile
strength, 490 N! mm 2 may be exceeded.
(3) When the absorbed energy of (woor more test specimens among a set of test
specimens is less in value-than the specified minimum mean absorbed energy
or when the absorbed energy of a single lest specimen is less in value than 7rP/f,
of the specified minimlJffi mean absorbed energy. the test js considered to be failed.
(4) For steels up to 2Smm in thickness inclusive, generally no impact testing is
required.
(5) The minimum elongJ.tion for VI test specimen is to be in. compliance. with
the requirements given in Table KJ.5.

Table K3.5- Minimum Elongation [or VI Specimen (%)

~)
Grade
3 ,,; t
;;;5
5 <t
;;; 10
10 < t 15 < t 20 < t 25 < t 30 < t 40 < t
;;; 15 ;;;20 ;;;25 ;;;30 ;;;40 ;;; 50

KA,KB,KD,KE
14 16 17 18 19 20 21 22
KA32 , KD32, KE32
KA36, KD36, KE36 13 15 16 17 IS 19 20 21
KA40, KD40,KE40 12 14 15 16 17 18 19 20

Table 1 Mechanical strengtrh of HT-steel (NK's Rule Chap. K)

J S Q S NK (&sHW ISOCTI
Control item
Mild steel ConYentional HT TM tvpe HT
Short bead Bead length 3() mm or more Bead length 50 mm or more Bead length 10 mm or more
.\ rt Wile E Unacceptable UnawptJb:~ Unacceptable
AH /

'ianual recondition of weld Bead length 3() mm or more AH Bead length SO mm or more DH Ceq:S0.36% Bead length 3() mm or more
EH
Preheating process Air temperalure conditional for preheating Air temperature tonditional lor preheating Air temperature conditional lor preheating
A DH
-5t or below 5t or below -5t or below
D
Preheating tem:Jelature 20t or more Preheating temperature SOt or more Preheating temperature 20t or more
EH
l'se of non low h,d;ogen D AH Acceptable for one pass boriwnlJJ
Amplable Unawplable
.·rlding rletlrode E DH lillet welding IH J1s~2S cc/lOO gr)

Water cooling immediatel)" ,Iler heating Waler cooling or air cooling after h~aling
AH IOCOt or below
il"imum healing lemperature 6SOt or below
DH
or sleel surface in lioe,[ bealing Air tooling aller heating 900t or below
Inr straightening Ceq:SO.38%
1-
A,r [ooliog and ",ater cooling after hraling EH Waler cooling or air cooling aller heat:ng
9001:: below mt or belo_

(The lemperature al which water cooling, is

10 be slarted is soot or below)
I

Table 2 Welding procedure control standard

2 5
APPENDIX I History of International Conventions for Prevention
of Pollution

History of International Conventions for Prevention

of Pollution

1. International Convention for the Prevention of Pollution of the Sea by Oil,

1954 (1954 Convention)

An international conference convened by the United Nations was held at London on

April and May 1954 and the subject convention was adopted at the conference. At that
moment the IMO was not yet organized. This convention entered into force on 26 July
1958.

The followings are main regulations of this convention:

a. The oils which are applicable are heavy duty oils such as crude oil, fuel oil and lubri-
cating oil.
b. Oily mixture means a mixture with an oil content of 100 ppm and above.
c. The discharge of oily mixture is prohibited within 50 miles from the nearest land for
ships of 500 GT and above and throughout the sea for ships of 20,000. GT and above.
d. The ships of 500 GT and above shall be required to be so fitted as to prevent the
escape of oil into bilges, unless effective means are provided to ensure that the oil
in the bilges is not discharged illeagally.
e. Ports shall be provided with reception facilities of oil residues and oily mixtures.
f. Every ship shall be provided with oil record book as part of the ship's official log book.

2. Amendment 1962 to 1954 Convention

Thereafter, the improvement of the regulation has been requested for more stringent
control of pollution prevention. On March and April 1962, the second International
Conference was convened by IMO and held at London, and adopted the following Amend-
ments which came into force 18 May 1967:
a. The regulations are applied to oil tankers of 150 GT and above as well as 500 GT and
above.
b. Cargo oil loading and unloading ports and repair ports as well as commercial ports are
requested to be provided with reception facilities of oil residues and oily mixtures.
c. Addition of other more stringent clauses throughout regulations.
 3. Amendment 1969 to 1954 Convention

At the IMO Assembly on October 1969 the Amendment including a clearer limitation
of oily mixture discharge was adopted. This concept of limitation of oily mixture dis-
charge is introduced to 1973 convention.
The followings are content of this Amendment which came in to force 20 January
1978.
a. Oily mixtures shall not be limited to those of 100 ppm and above, and these regu-
lations should be applicable to every oily mixture.
b. These regulations shall be applicable to every oil tanker and not limited to those of
150 GT and above.
c. Bilge of machinery spaces may be discharged as far as possible from land under the
following conditions:
- the ship is proceeding en route,
- the instantaneous oil discharge rate does not exceed 60 liter/ mile and'
- the oil content of the effluent is less than 100 ppm.
d. Oily water of cargo spaces of oil tankers may be discharged more than 50 miles from
the nearest land and under the following conditions:
- the tanker is proceeding en route,
- the instantaneous oil discharge rate does not exceed 60 liter/mile and
- the total quantity of oil discharge does not exceed 1/15,000 of the total quantity
of cargo.

4. Amendment 1971 to 1954 Convention

The necessity of limiting size of each cargo tank of oil tankers had been discussed for
restriction of quantity of oil outflow at an accident such as stranding or collision. An
lACS council recommended that the capacity of each cargo center tank and each cargo
wing tank should not exceed 50,000 m 3 and 30,000 m 3 respectively.

According to the accident of SiT Torrey Canyon, however, a proposal of a more

stringent limitation rapidly realized in IMO, and, thereupon, this proposal was adopted
at the IMO Assembly on 1971 as one of the amendments to 1954 convention. The retro-
active clauses were introduced in this amendment for the first time for the regulations
concerning the prevention of pollution. Thereafter, the retroactive clauses have been
introduced in every regulation concerning the prevention of pollution and these clauses
have made application of these regulations complicated. And this amendment requires the
ships which are engaged in an international voyage to carry the certificate to show the
compliance of the requirement of the relevent convention.
 5. In ternational Convention for the Preven tion of PoIlu tion from Ships,
1973 (1973 Convention)

This new international Convention was adopted at the international conference con-
vened by IMO and held at London on October and November 1973. In this convention
the limitation of oil discharge is further strengthened taking into account the actual condi-
tion of sea pollution, and regulations relating to prevention of pollution by other harmful
substances than oil such as dangerous chemicals, sewage and garbage are additionally
included. Further, in this convention the requirements of construction and equipment for
assurance of pollution prevention are included.

Major requirements relating to construction and equipment for prevention of pol-

lution by oil are as follows:
a. Provisions of oily water separating systems for limitation of oil discharge of ma-
chinery space,
b. Tanks of oily sludges in machinery spaces,
c. Standard discharge connection for oily sludge and bilge of machinery spaces,
d. Slop tanks, oil discharge monitoring and control system and oil/water interface de-
tector for cargo spaces of oil tankers,
e. High overboard discharge pipe and drainage system of oil residuces for cargo spaces of
oil tankers,
f. Limitation of size and arrangement of cargo tanks of oil tankers,
g. Stability at loaded condition of oil tankers,
h. Segregated ballast tanks for large oil tankers.

6. International Convention for the Prevention of Pollution from Ships, 1973,

as modified by the Protocol of 1978 (MARPOL 73/78)

This protocol is the amendments to 1973 Convention based on the declaration of

the fonner president of the U.S., Mr. Carter. In this protocol the regulations relating to
oil tankers are strengthened and the implementation of the regulations relating to Noxious
Liquid Substances is postponed for not less than 3 years after the implementation of this
protocol This protocol includes amendments and addition to 1973 Convention and the
other regulations of 1973 Convention remains unamended, and, therefore, this protocol
can enter in to force irrespective of implementation of 1973 Convention.

The amendments and addition to 1973 Convention are the followings which shall
be applicable to oil tankers:
a. Segregated ballast tanks and their protective location.
b. Crude oil washing systems for the new tankers and for the existing tankers instead of
 segregated ballast tanks.
c. Decijcated clean ballast tank systems for the existing tankers instead of segregated bal-
last tanks.

For reference the criteria of control of oil discharge under MARPOL 73/78 which
succeed to those of 1973 Convention are shown in Appendix.

The targetjdate for the entry into force of this protocol was recommended June 1981
at the conference, but this target date did not realize.
 Appendix: Control of Discharge of Oil under MARPOL 73/78

Table 1. Control of Discharge of Oil from Cargo Tank Areas of Oil Tankers

Sea Areas Discharge Criteria

Within a SPECIAL AREA * NO DISCHARGE except clean* * or

segregated btlllast

Within 50 nautical NO DISCHARGE except clean or segregated

miles from land ballast

NO DISCHARGE except either:

(a) clean or segregated ballast; or
(b) when:
(1) the tanker is en route; and
(2) the instantaneous rate of discharge
of oil does not exceed 60 litres per
nautical mile; and
Outside a
More than 50 (3) the total quantity of oil discharged
SPECIAL AREA
nautical miles does not exceed 1/15,000 (for
from land existing tankers) or 1/30,000 (for
new tankers) of the total quantity
of cargo which was carried on the
previous voyage; and
(4) the tanker has in operation an oil
discharge monitoring and control
system and slop tank arrangements
as required by Regulation 15 of
MARPOL 73/78.

* Special area requirements take effect in the Mediterranean Sea, Black Sea and Baltic Sea areas from
the day of entry into force of MARPOL 73/78 and for the Red Sea and Gulfs areas from -the date
established by IMO.
** "Clean ballast" is the ballast in a tank which has been so cleaned that the oil content of the effluent
therefrom does not exceed 15 ppm (for the precise definition of "clean ballast", see Regulation 1(16)
ofMARPOL 73/78).
 Table 2. Control of Discharge of Oil from Machinery Spaces of all Ships

Sea Areas Ship Type & Size Discharge Criteria

NO DISCHARGE
,**
except when:
(1) the ship is proceeding en route; and
(2) the oil content of effluent without
dilu tion does not exceed 15 ppm;
Oil tankers of
and
all sizes and
Anywhere (3) the ship has in operation oil filtering
other ships
equipment with automatic 15 ppm
~ 400 GT
stopping device; and
(4) for oil tankers the bilge water does
Within a not originate from cargo pump
SPECIAL room bilges or is not mixed with oil
AREA* cargo residue.

Within 12 NO DISCHARGE except when the oil

nautical content of effluent without dilution does
miles from not exceed 15 ppm
Ships < 400 GT
land
other than oil
tankers NO DISCHARGE except when either:
More than (a) the oil content of effluent without
12 nautical dilution does not exceed 15 ppm; or
miles from (b) (1) the ship is proceeding en route;
land and
(2) the oil content of the effluent
is less than 100 ppm.

* For application of Special Area requirements see the footnote on Table 1.

** Applicable subject to acceptance of the Proposed Amendments.
 Table 2. (Continued)

Sea Areas Ship Type & Size Discharge Criteria

Oil Tankers of NO DISCHARGE except when the

all sizes and oil content of eff1uent without dilu-
Within
other ships tion does not exceed IS ppm
12 nautical
~400 GT
miles from
land Other ships The condition for ships not less than
< 400 GT 400 GT apply as far as practicable and
reasonable

NO DISCHARGE except when either:

(..,\ the oil content of eff1uent does
\~J

not exceed IS ppm; or

(b) ( I) the ship is proceeding en
route; and
(2) the oil content of the eff1uent
Outside a is less than 100 ppm; and
SPECIAL (3 ) the ship has in operation an
More than Oil tankers of
AREA* oil discharge monitoring and
12 nautical all sizes and
control system, oily-water
miles from other ships
separating or filtering equip-
land ~400 GT
ment or other installation
required by Regulation 16
of MARPOL 73/78; and
(4) for oil tankers the bilge water
does not originate from cargo
pump room bilges or is not
mixed with oil cargo residue.

Other ships The conditions for ships not less than

< 400 GT 400 GT apply as far as practicable and
reasonable.

* For application of Special Area requirements see the footnote on Table 1.

APPENDIX II New Regulations 13F and 13G MEPC 32120

ANNEX 6

RESOLUTION MEPC.52(32}
adopted on 6 March 1992

AMENDMENTS TO THE ANNEX OF THE PROTOCOL OF 1978 RELATING

TO THE INTERNATIONAL CONVENTION FOR THE PREVENTION OF
POLLUTION FROM SHIPS, 1973

(New regulations 13F and 13G and related amendments to Annex I

of MAR POL 73178)

THE MARINE ENVIRONMENT PROTECTION COMMITTEE,

RECALLING Article 38(a) of the Convention on the International Maritime

Organization concerning the functions of the Committee,

NOTING article 16 of the International Convention for the Prevention of

Pollution from Ships, 1973 (hereinafter referred to as the "1973 Convention"),
and article VI of the Protocol of 1978 relating to the International
Convention for the Prevention of Pollution from Ships, 1973 (hereinafter
referred to as the "1978 Protocol"), which confer upon the appropriate body
of the Organization the function of considering and adopting amendments to
the 1973 Convention, as modified by the 1978 Protocol (MARPOL 73/78),

NOTING ALSO resolution A.675(16) on prevention of oil pollution,

RECOGNIZING the severity of marine pollution incidents resulting from

tanker casualties,

DESIRING to improve the requirements for the design and construction of

oil tankers to prevent oil pollution in the event of collision or grounding,

HAVING CONSIDERED, at its thirty-second session, amendments to the

1978 Protocol proposed and circulated in accordance with article 16(2)(a)
of the 1973 Convention,

1. ADOPTS, in accordance with article 16(2)(d) of the 1973 Convention,

amendments to the Annex of the 1978 Protocol, the text of which is set out
in the Annex to the present resolution;

2. DETERMINES, in accordance with article 16(2)(f)(iii) of the

1973 Convention, that the amendments shall be deemed to have been accepted
on 6 January 1993, unless prior to this date one third or more of the Parties,
or the Parties the combined merchant fleets of which constitute fifty per cent
or more of the gross tonnage of the world's merchant fleet, have communicated
to the Organization their objections to the amendments;

3. INVITES the Parties to note that, in accordance with article l6(2)(g)(ii)

of the 1973 Convention, the amendments shall enter into force on 6 July 1993
upon their acceptance in accordance with paragraph 2 above:

4. REQUESTS the Secretary-General, in conformity with article l6(2)(e) of

the 1973 Convention, to transmit to all Parties to MARPOL 73/78 certified
copies of the present resolution and the text of the amendments contained in
the Annex;

W/6725D/EWP
MEPC 32/20
ANNEX 6
Page 2

5. FURTHER REQUESTS the Secretary-General to transmit copies of the

resolution and its Annex to the Members of the Organization which are not
Parties to MAR POL 73/78;

6. AGREES to develop as a matter of urgency:

(a) guidelines for approval of alternative methods of design and

construction of oil tankers as called for in regulation 13F(5);

(b) guidelines for approval of alternative structural or operational

arrangements as called for in regulation 13G(7); and

(c) guidelines for an enhanced programme of surveys and inspections as

called for in regulation 13G(3).

W/6725D/EWP
 MEPC 32120
ANNEX 6
Page 3

ANNEX

AMENDMENTS TO ANNEX I OF MARPOL 73/78

Regulation 1

Definitions

The following new paragraph (8)(c) is inserted after the existing

paragraph (8)(b):

"(c) Notwithstanding the provisions of subparagraph (a) of this

paragraph, conversion of an existing oil tanker to meet the
requirements of regulation l3F or 13G of this Annex shall not
be deemed to constitute a major conversion for the purpose of
this Annex."

New regulations 13F and l3G

The following new regulations 13F and 13G are inserted after the
existing regulation 13E:

REGULATION 13F OF ANNEX I OF MARPOL 73/78

Prevention of oil pollution in the event of

collision or stranding

(1) This regulation shall apply to oil tankers of 600 tons deadweight and
above:

(a) for which the building contract is placed on or after

6 July 1993, or

(b) in the absence of a building contract, the keels of which are

laid or which are at a similar stage of construction on or after
6 January 1994, or

(c) the delivery of which is on or after 6 July 1996, or

(d) which have undergone a major conversion:

(i) for which the contract is placed after 6 July 1993; or

(ii) in the absence of a contract, the construction work of which

is begun after 6 January 1994; or

(iii) which is completed after 6 July 1996.

(2) Every oil tanker of 5,000 tons deadweight and above shall:

(a) in lieu of regulation 13E, as applicable, comply with the

requirements of paragraph (3) unless it is subject to the
provisions of paragraphs (4) and (5); and

(b) comply, if applicable, with the requirements of paragraph (6).

W/6725D/EWP
 MEPC 32120
ANNEX 6
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(3) The entire cargo tank length shall be protected by ballast tanks or
spaces other than cargo and fuel oil tanks as follows:

(a) Wing tanks or spaces

Wing tanks or spaces shall extend either for the full depth of the
ship's side or from the top of the double bottom to the uppermost
deck, disregarding a rounded gunwale where fitted. They shall be
arranged such that the cargo tanks are located inboard of the
moulded line of the side shell plating, nowhere less than the
distance w which, as shown in figure 1, is measured at any
cross-section at right angles to the side shell, as specified below:

w = 0.5 + ~W (m) or
20,000

w = 2.0 m, whichever is the lesser.

The minimum value of w = 1. 0 In.

(b) Double bottom tanks or spaces

At any cross-section the depth of each double bottom tank or space

shall be such that the dis'tance h between the bottom of the cargo
tanks and the moulded line of the bottom shell plating measured at
right angles to the bottom shell plating as shown in figure I is not
less than specified below:

h = B/15 (m) .or

h 2.0 m, whichever is the lesser.

The minimum value of h = 1.0 m.

(c) yurn of the bilge area or at locations without a clearly defined

turn of the bilge

When the distances hand ware different, the distance w shall have
preference at levels exceeding 1.5 h above the baseline as shown in
figure 1.

(d) The aggregate capacity of ballast tanks

On crude oil tankers of 20,000 tons deadweight and above and product
carriers of 30,000 tons deadweight and above, the aggregate capacity
of wing tanks, double bottom tanks, forepeak tanks and afterpeak
tanks shall not be less than the capacity of segregated ballast
tanks necessary to meet the requirements of regulation 13. WinQ
tanks or spaces and double bottom tanks used to meet the
requirements of regulation 13 shall be located as uniformly as
practicable along the cargo tank length. Additional segregated
"ballast capacity provided for reducing longitudinal hull girder
bending stress, trim, etc., may be located anywhere within the ship.

W/6725D/EWP
 MEPC 32120
ANNEX 6
Page 5

(e) Suction wells in cargo tanks

Suction wells in cargo tanks may protrude into the double bottom
below the boundary line defined by the distance h provided that such
wells are as small as practicable and the distance between the well
bottom and bottom shell plating is not less than 0.5 h.

(f) Ballast and cargo piping

Ballast piping and other piping such as sounding and vent piping to
ballast tanks shall not pass through cargo tanks. Cargo piping and
similar piping to cargo tanks shall not pass through ballast tanks.
Exemptions to this requirement may be granted for short lengths of
piping, provided that they are completely welded or equivalent.

(4) (a) Double bottom tanks or spaces as required by paragraph (3)(b) may be
dispensed with, provided that the design of the tanker is such that
the cargo and vapour pressure exerted on the bottom shell plating
forming a single boundary between the cargo and the sea does not
exceed the external hydrostatic water pressure, as expressed by the
following formula:

f . h c . Pc • g + 100~p ~ d n . Ps . g

where:

he = height of cargo in contact with the bottom shell plating

in metres

Pc maximum cargo density in t/m 3

dn = minimum operating draught under any expected loading

condition in metres

Ps density of sea water in t/m 3

~p maximum set pressure of pressure/vacuum valve provided

for the cargo tank in bars

f safety factor = 1.1

g standard acceleration of gravity (9.81 m/s 2 ).

(b) Any horizontal partition necessary to fulfil the above requirements

shall be located at a height of not less than B/6 or 6 metres,
whichever is the lesser, but not more than 0.6D, above the baseline
where D is the moulded depth amidships.

(c) The location of wing tanks or spaces shall be as defined in

paragraph (3)(a) except that, below a level 1.5 h above the baseline
where h is as defined in paragraph (3)(b), the cargo tank boundary
line may be vertical down to the bottom plating, as shown in
figure 2.

(5) Other methods of design and construction of oil tankers may also be
accepted as alternatives to the requirements prescribed in paragraph (3),
provided that such methods ensure at least the same level of protection

W/6725D/EWP
MEPC 32/20
ANNEX 6
Page 6

against oil pollution in the event of collision or stranding and are approved
in principle by the Marine Environment Protection Committee based on
guidelines developed by the Organization.

(6) For oil tankers of 20,000 tons deadweight and above the damage
assumptions prescribed in regulation 25(2)(b) shall be supplemented by the
following assumed bottom raking damage:

(a) longitudinal extent:

(i) ships of 75,060 tons deadweight and above:

0.6 L measured from the forward perpendicular

(ii) ships of less than 75,000 tons deadweight:

0.4 L measured from the forward perpendicular

(b) transverse extent: B/3 anywhere in the bottom

(c) vertical extent: breach of the outer hull.

(7) Oil tankers of less than 5,000 tons deadweight shall:

(a) at least be fitted with double bottom tanks or spaces having such
a depth that the distance h specified in paragraph (3)(b) complies
with the following:

h = B/15 (m) with a minimum value of h = 0.76 m;

in the turn of the bilge area and at locations without a clearly

defined turn of the bilge, the cargo tank boundary line shall run
parallel to the line of the mid-ship flat bottom as shown in
figure 3; and

(b) be provided with cargo tanks so arranged that the capacity of each
cargo tank does not exceed 700 m3 unless wing tanks or spaces are
arranged in accordance with paragraph (3)(a) complying with the
following:

w = 0.4 + 2.4 DW (m)

20,000

with a minimum value of w = 0.76 m.

(8) Oil shall not be carried in any space extending forward of a collision
bulkhead located in accordance with regulation 11-1/11 of the International
Convention for the Safety of Life at Sea, 1974, as amended. An oil tanker
that is not required to have a collision bulkhead in accordance with that
regulation shall not carry oil in any space extending forward of the
transverse plane perpendicular to the centreline that is located as if it
were a collision bulkhead located in accordance with that regulation.

(9) In approving the design and construction of oil tankers to be built in

accordance with the provisions of this regulation, Administrations shall have
due regard to the general safety aspects including the need for the
maintenance and inspections of wing and double bottom tanks or spaces.

W/6725D/EWP
 MEPC 32120
ANNEX 6
Page 7

w w

h~w h<w

1.5 . h

.:..::r-----=::::::::::=-------'~-------.-L..:.l-------""=-
.. _.--:..I,-_--=b::..::3=..:S::..::e:..-.:..:.:1i n~e=__---Ly

Figure 1
Cargo tank boundary lines Eor the purpose of par..1graph (3)

W/6725D/EWP
 MEPC 32/20
ANNEX 6
Page 8

I,
I
I

Jl-,- - - - - - - - - - - - - - - - 1
I, w
-~--__,c_:1.~
I,
I,
I
I

I,
I
,
I
I,
,I
I,
I,
I,
-·-----·--r-f ~

1.5 . h

l
_b_a_s_e_1i n_e_ _

Figure 2

Cargo tank boundary lines for the purpose of p.:Hagraph (4)

W/6725D/EWP
 MEPC 32/20
ANNEX 6
Page 9

base line

Figure 3

Cargo tank boundary lines for the purpose of parngraph (7)

W/6725D/EWP
MEPC 32/20
ANNEX 6
Page 10

REGULATION 13G OF ANNEX I OF MARPOL 73/78

Prevention of oil pollution in the event of collision or stranding

Measures for existing tankers

(1) This regulation shall:

(a) apply to crude oil tankers of 20,000 tons deadweight and above and
to product carriers of 30,000 tons deadweight and above, which are
contracted, the keels of which are laid, or which are delivered
before the dates specified in regulation 13F(I) of this Annex; and

(b) not apply to oil tankers complying with regulation 13F of this
Annex, which are contracted, the keels of which are laid, or are
delivered before the dates specified in regulation 13F(I) of this
Annex; and

(c) not apply to oil tankers covered by subparagraph (a) above which
comply with regulation 13F(3)(a) and (b) or 13F(4) or 13F(5) of
this Annex, except that the requirement for minimum distances
between the cargo tank boundaries and the ship side and bottom
plating need not be met in all respects. In that event, the side
protection distances shall not be less than those specified in the
International Bulk Chemical Code for type 2 cargo tank location
and the bottom protection shall comply with regulation 13E(4)(b)
of this Annex.

(2) The requirements of this regulation shall take effect as from

6 July 1995.

(3) (a) An oil tanker to which this regulation applies shall be subject
to an enhanced programme of inspections during periodical,
intermediate and annual surveys, the scope and frequency of which
shall at least comply with the guidelines developed by the
Organization.

(b) An oil tanker over five years of age to which this regulation
applies shall have on board, available to the competent authority
of any Government of a State Party to the present Convention, a
complete file of the survey reports, including the results of all
scantling measurement required, as well as the statement of
structural work carried out.

(c) This file shall be accompanied by a condition evaluation report,

containing'conclusions on the structural condition of the ship and
its residual,scantlings, endorsed to indicate that it has been
accepted by or OIl behalf of the flag Administration. This file
and condition evaluation report shall be prepared in a standard
format as contained in the guidelines developed by the Organization.

(4) An'oil tanker not meeting the requirements of a new oil tanker as
defined in regulation 1(26) of this Annex shall comply with the requirements
of regulation 13F of this Annex not later than 25 years after its date of
delivery, unless wing tanks or double bottom spaces, not used for the carriage
of oil and meeting the width and height requirements of regulation 13E(4),

W/6725D/EWP
 MEPC 32/20
ANNEX 6
Page 11

cover at least 30~ of L t for the full depth of the ship on each side or at
least 30~ of the projected bottom shell area LPA s within the length L t ,
where L t and the projected bottom shell area LPA s are as defined in
regulation 13E(2), in which case compliance with regulation 13F is required
not later than 30 years after its date of delivery.

(5) An oil tanker meeting the requirements of a new oil tanker as defined
in regulation 1(26) of this Annex shall comply with the requirements of
regulation 13F of this Annex not later than 30 years after its date of
delivery.

(6) Any new ballast and load conditions resulting from the application
of paragraph (4) of this regulation shall be subject to approval of the
Administration which shall have regard, in particular, to longitudinal and
local strength, intact stability and, if applicable, damage stability.

(7) Other structural or operational arrangements such as hydrostatically

balanced loading may be accepted as alternatives to the requirements
prescribed in paragraph (4), provided that such alternatives ensure at least
the same level of protection against oil pollution in the event of collision
or stranding and are approved by the Administration based on guidelines
developed by the Organization.

Regulation 24(4)

Limitation of size and arrangement of cargo tanks

The existing text of paragraph (4) is replaced by the following:

"(4) The length of each cargo tank shall not exceed 10 metres or one of the
following values, whichever is the greater:

(a) Where· no longitudinal bulkhead is provided inside the cargo tanks:

(0.5 Qi + 0.1) L
B

but not to exceed 0.2 L

(b) Where a centreline longitudinal bulkhead is provided inside the

cargo tanks:

(0.25 Qi + 0.15) L
B

(c) Where two or more longitudinal bulkheads are provided inside the
cargo tanks:

(i) for wing cargo tanks:

0.2 L

(ii) for centre cargo tanks:

(1) if Qi is equal to or greater than one fifth:

B
0.2 L

W/6725D/EWP
MEPC 32120
ANNEX 6
Page 12

(2) if hi is less than one fifth:

B

Where no centreline longitudinal bulkhead is provided:

(0.5 hi + O.l) L
B

Where a centreline longitudinal bulkhead is provided:

(0.25 .b.i + 0.15) L

B

(d) "bi" is the minimum distance from the ship's side to the outer
longitudinal bulkhead of the tank in question measured inboard at
right angles to the centreline at the level corresponding to the
assigned'sununer freeboard."

AMENDMENTS TO THE RECORD OF CONSTRUCTION AND EQUIPMENT

FOR OIL TANKERS (FORM B)

The following new paragraph 5.8 is inserted after the existing

paragraph 5.7:

"5.8 Double hull construction

5.8.1 The ship is required to be constructed according to

regulation 13F and complies with the requirements of:

.1 paragraph (3) (double hull construction)

.2 paragraph (4) (mid-height deck tankers with

double side construction)

.3 paragraph (5) (alternative method approved by

the Marine Environment Protection Committee)

5.8.2 The ship is required to be constructed according

to and complies with the requirements of
regulation l3F(7} (double bottom requirements)

5.8.3 The ship is not required to comply with the

requirements of regulation 13F

5.8.4 The ship is subject to regulation 13G and:

.1 is required to comply with regulation 13F

not later than . LI

.2 is so arranged that the following tanks or

spaces are not used for the carriage of oil
............................ , .
5.8.5 The ship is not subject to regulation l3G

W/6725D/EWP
APPENDIX ill Precautionary Points of New Tanker Designs

PRECAUTIONARY POINTS IN STRUCTURE OF NEW TANKER DESIGN

1 GENERAL
Tanker design is expected to be altered to Double Hull and/or Mid-deck Tankers
as required by OPA 90 ( Oil Pollution Act 1990 ) and the next amendment of
MARPOL 73/78.
The potential structural problems with these tanker designs are pointed out in
the following 2 and 3.

2 DOUBLE HULL TANKERS

The proposed draft regulation 13F of MARPOL 73/78 requires a double hull
structure of which required width of wing tank is 2m for tankers of more than
30,000 dwt, less than 2m for smaller tankers, and of which required depth of
double bottom tanks is B/15 or 2m, whichever is lesser. The double hulls
structure is required for the full range of cargo tank area, and the required
size is kept allover the shell in principle. In that matter, there is no
requirement for arrangement of floors and girders in double hulls. However,
they shall be stipulated considering the resistant structure for collision and
grounding
,
as grillage structure of double hulls, accessibility in wing tanks,
etc.
In double hulls form, there are many spaces surrounding cargo oil tanks and
cargo leakage through inner hull structure to those spaces may generate
explosive atmosphere in those spaces. Therefore, those inner hull structures
in such spaces should be well maintained. For this purpose, effective
painting and accessility should be adequately considered.

2.1 Larger def lectiondue to longer span of main girders and floors.
Under the requirements of size of double hulls structure and tank size
limitation. the supporting span of girders and floors in double hulls may be
longer than that of single hull, especially in the case of non-LBD arrangement
in cargo oil tanks. For double bottom construction, the girders and floors
consist of grillage structure, however, the dElflection is increased especially
in floors because the girders do not effectively supprt the floors.
Consequently, this large deflection may lead to increase of nominal stress in
these members and forced displacement of secondary structural members
resulting highly additional stress in such members.
2.2 Sloshing loads
Comparing with the present single hull form, the configuration and size of
cargo oil tanks in double hulls tankers is different and the damping of fluid
prressure by the internal structural members can not be expected. Especially
for the double hulls tankers without longitudinal bulkheads in cargo oil tanks.
due attention shall be paid to the sloshing loads.

2.3 Section modulus of hull girders

The longitudinal bulkheads of double hulls tankers are· arranged closed to side
shell compared with the conventional single hull tankers. The stress
distribution in upper deck and inner/outer bottom, for example, is non-uniform
apart from side shell or longitudinal bulkhead due to the phenomena so called
as "shear lag". Therefore, due considerarion shall be given for the matter
especially for double hulls tankers having no longitudinal bulkheads in their
cargo oil tanks.

2.4 Inertia force of cargo oil and ballast water

In the present single hull tankers, hydrostatic counter pressure by sea water
pressure or cargo oil pressure in the adjacent tanks can be expected. In the
double hulls tankers, on the other hand, those counter pressures are not
available for the most part of double hulls space and the inertia force of
cargo oil and water ballast without cancelling static· pressure will be the
problem for the fatigue strength. Especially for the double hulls tankers
without longitudinal bulkheads in cargo oil tanks, due attention shall be paid
to such dynamic loads.

2.5 Others
Due attention shall be paid to the local strength of knuckle part in way of
bilge hopper tanks and/or top side tanks from the experience of damage cases
of ships having similar configuration such as OBOs and bulk carriers.
In case where the access trunk is arranged for the double bottom tanks, due
attention shall be paid to the discontinuity of local structure and severe
loading condition by cargo pressure without counter pressure. ·Furthermore.
local structure in way of suction wells may possibily induce the high stress
concentration.
3 MID-DECK TANKERS
The proposed draft regulation 13F of MARPOL 73/78 requires hydrostatic balance
loading in lieu of providing double bottom tanks.
The concept of Mid-deck tankers has been developed to effectively and
economically achieve the condition of hydrostatic balance loading in the lower
tanks. The proposed design of Mid-deck tanker is very similar to conventional
design of tankers of which structural reliability had been confirmed.
The deflection of side structure of Mid-deck tankers would be preferably
restricted and the structural reliability of such tankers would further be
improved with the option of design in which horizontal flat is also arranged
in wing tanks.

3.1 The strength of mid-deck

We have no experience in the structure of mid-deck and the loading condition
seems to be severe because no counter pressure of cargo oils, ballast water
and sea water can be expected because the ullage space is maintained
underneath the mid-deck in normal operating condition. Therefore, due
attention shall be paid to the design of mid-deck.

3.2 Others
Due attention shall be paid to the access trunk for the lower cargo oil tanks
and structural discontinuity of suction wells in the upper cargo oil tanks, if
provided, as mentioned in 2.5.
Other structures of Mid-deck tankers are similar to that of single hull
tankers having good performance from the structural viewpoint. Therefore, no
significant structural problem is anticipated in addition to the above.
APPENDIX IV Outcome of the Comparative Study on Estimation of Crack Length and Evaluation of
Oil Outflow for Grounding Accidents by Nippon Kaiji Kyokai
INTERNATIONAL MARITIME .tf~"
ORGANIZATION ~ ~ MEPC 321INF .18

%8
~
17 January 1992
ENGLISH ONLY

IMO
MARINE ENVIRONMENT PROTECTION
COMMITTEE - 32nd session
Agenda item 7

PREVENTION OF OIL POLLUTION (IN RESPONSE TO RESOLUTION A.675(16»

Outcome Qf the Comparative'Study Qn Estimation of Crack Length

and EvaluatiQn Qf Oil Outflow for GrQunding Accidents by
NippQn Kaiji KyQkai

Submitted by the Secretariat

Reference is made to the Report of the IMO Comparative Study on Oil

Tanker Design (MEPC 32/7/15), in which a summary of the above mentioned study
was included as annex 12. Attached hereto is the full repQrt Qf the study.

""'"

* Due to the limited number of copies available, distribution is limited to

one copy per delegation attending the meeting.

6089D/ljt

For reasons of economy, this document is printed in a limited number. Delegates are
kindly asked to bring their copies to meetings and not to request additional copies.
STEERING COMMITTEE ON
IMO COMPARATIVE STUDY ON
OIL TANKER DESIGN

OUTCOME or COMPARATIVE STUDY ON ESTIMATION or RUPTURE LENGTH AND EVALUATJON

OF OIL OUTFLOW OF DOUBLE HULL TANKERS AND MID DECK TANKERS
FOR GROUNDING ACCIDENTS

Submitted by Nippon Kaiji Kyokai

1. This paper shows the outcome of comparative study on evaluation of oil

outflow of double hull tankers and mid decl< tankers for grounding accidents
unGer the certain scenarios and assumptions agreed by the Steering Committee
at its fourth session held on 18th and 19th December. 1991.

2. All the assumptions and scenarios adopted are as follows.

(1) Scenarios of Grounding Accidents
(a) Type of grounding
A collision type of grounding is selected as a basic scenario.
(b) Ship speed
Full service speed (IS knot) and half speed (7.5 knot) are considered.
(c) Shape of rocks
The shape of rocks is assumed to be conical.
The apex angle is assumed to be 90°
(d) Height of damage
Up to 8m.
(2) Analysis method
(a) Rupture occurs In the center tank for 3 row tank arrangement and In one
of the pair tanks for 2 row tank arrangement.
(b) In the case where r~pture not involving longitudinal bulkhead occurs,
center tight girder of.double bottoffi ballast tank is not breached.
(c) Bottom structure of fore peak tank has the same strength against rock
piercing as that of tanks in way of cargo areas.
(d) Even ~eel and same ship draft are maintained after thf bow of oil tanker
hit and passed through recks.

-1-
 (e) In calcl:;a~ioil of the ~uplu:e lenGth of shIP ootlOITJ .stfuctu,"c, Jssum:ni;
t h;: ~ the kin etic e 118 q; Y 0 f the hu1I I seq ua1 tot he de," t rue t i vee n(; : L:,
of the sh:p'~. bottom. follo\~inG equdion is used for the calculatlon 01
the longi tudinal rupture leneth of the ship's bottom.
0/2) K (h'/~) y2 = f! . F
\~h ere

K = coefficient of added v;ater mass = 1.1

\J( = full IC::Jd displacement

V = sh i p' s speed
g = gravitational acceleration
Q = ruptu~e length from the bow
F = force acting betvieen roc\(sand hull (0.8 times the multiple of the
section area of the longitudinal structural members destroyed by
the incident and yielding stress)
(Fig.l and Fie.2 to be referred)
(3) Calculation of oil outflow
(a) Overpressure of 2 meters w,g. is assumed as inert gas pressure,
(b) Quantity of oil held in double hull space is assumed to be equal to
50% of the volume of the double hull space from the bottom up to the
height corresponding to the level reached by the oil in the cargo
tanks when static equilibrium is attained fo: initial potential oil
outflow of double hull tankers.
{c) Balance of cargo oil pressure and sea water pressure at the position
on the bottom plating is assumed for initial pD~ential oil outflow of
mid dec~ tankers;
(d) Om, 2m [nd Gm fall of waterline level are assumed as tidal effect
(e) Oil ou:flow equal to l~ of the teta! vo!um~ of upper and lower
breached cargo tanks IS a~sumed as dyna~!c effects.
(e') The (oihline modified assumption is alse used as dynamic effects
cor.siderine the rusults of the model tsst carried out by Tsul[uba
Institute which show the oj I outflow from !aree even but narrow
ope ni ng 0 f 1. 9 met e r s \~ i d t h be i nGab 0 u t 1/ 3 0 f t h c. t fro m t h2 I 2f ge
en:' ope:1inG of 3.8 mete.s wid~h under current speed of 5 knots.
Oil outflow equal to 1% of the tot&i volume of upper and lower
b~eachd C2rgo tanks for ruptt;re l'Iidth over 2 meters
Oil out~low equal to 0.5% of ~he total volume of upper and It er
brea ched c a: [; a tan !( s f o. rup t ur e wid tho f 2 met e r san d 0~{ 0 f .at
for rUDture width of 0 meters
For rupture width less thc.~ 2 meters, the value determined by .:lea:

il
'!
il
interp::;lation beth'eei! O.S;~ and 0%

,:
II
r -2-
t
-?,:-.-
.i .-:
 ([) 1% of the volume of damaged careo tanks is assumed as an Int:a!
exchant:e loss.
([') The followine modified :::;sumption IS also used as an initial excll.~nf,e
loss in order to reflect the effect of the width of rupture openine in
this study.
Oil outflow equal to 1% of the breached cargo tanks for rupture
width over 2 meters
Oil outflorl equal to 0.5% of the breached cargo tanks for rupture
width of 2 meters and 0% of that for rupture width of 0 meter
For rupture width less than 2 meters, the value determined by linear
interpolation between 0.5% and 0%
(4) Evaluation of oil outflow
(a) The updated statistical data of Classification Society records for oil
tanker groundings, which was submitted to the third session of the
Steer ing Commi~t tee, are used in order to produce probabi 1i ty curve
corresponding to the depth of damage penetration at grounding
accidents.
(b) Mixed Weibull distribution is adopted. The probability of exceedance
curve of the presumed mixed Weibull distribution is shown in Fig.3.

3. The study has been made to each one of double hull tankers and mid deck
tankers for 280,000 DWT, 150,000 DWT, 90,000 DWT and 40,000 DWT respectively,
all of which were designed by Japanese shipbuilding companies at the request
of the Steering Committee at its first session.

4. Principal dimension, tank arrangement and midship section of these tankers

are shown in Fig.4 to Fig.7.

5. Results of calculation of ruptutre length and oil outflow to damage height

for each type tanker are shown in Fig.8 to Fig.23 respectively.
1n the case of 40,000 DWT double hull tanlcer, damage involving longitudinal
bulkhead means damage involving center tight girder in way of double bottom
ballast tanv.s.

6. The expected oil outflows of each type tanker are given in table to tab Ie 4.

7. The expected oil outflows of each type tanker under the modified assumption
of pa.ragraph 2(3) (e') and 2(3) (f') are given in table l' to table 4'.

-3-
8. The expected oil outflows due Lo lnitiaJ exc!Jance loss are separHE:ly eiven
in table 1 to table 4 and table l' La table 4'.

9. The oil outflow index expressed as a ratio of expected oi I outflow of each

type tanker i.s given in Pig.2Jj Lo Fig,31 respectively.

10. The oil outflow index under the modified assumption of paragraph 2(3) (e') IS

also given in Fig 24' to Fig 31' respect;vely.

11. For a representative grounding accident with a tidal fall of 2 meLers and
current speed of 3.5 knots, the oil outflow indexes of all type Lanl:ecs are
given in Fig 32 and Pig 33, and those under modified assumption of paragraph
2(3) (e') are given in Fig 32' and Fir 33'.

Summary of outcome

12. The resul ts show that

(1) In the case where ship speed of 15 knots is considered &S a high energy
grouding accident. tile oil outflo!·! index of each type mid-deck tanl(er is
almost same level as that of the double hull tanker of the same type.
(Fig.32 to be referred)
(2) In the case where ship speed of 7.5 knots is considered as a relatively
low energy grounding accident. the oil outflow inJex of each type double
hull tanker is significantly reduced and consequently become smaller than
that of the mid-ded tanker of the same type,
(Fig,33 to be referred)

13. The resu Its under the mod if i ed assur.wt i on shol'! tha t
(1) In the case where ship speed of 15 knots is considered, the oil outflo\\'
index of each type mid-deck tanker is reduced and consequently become
smaller than that of the double hull tanker of the sa~e size.
(Fig.32' to be :eferred)
(2) In the case \·:here ship speed of 7.5 knots is considered, the oil outflol-!
index of each type mid-deck tanker is significantly reduced and
consequentl/ become almost same level as that of the double hull tanker
of the same type.
(Fig.33' to be referred)

-.}-
14. Conclusion
There is not sufficient data obtained from the model test carried out by
Tsukuba Institute in order to establish more reasonable modified assumption
regarding the effect of rupture width.
However, it is presumed that the modified assumption used in this study
would more likely represent the actual phenomena of the effect of the width
of rupture openig on oil outflow due to dynamic effect after grounding
accidents.
Taking the matter mentioned above into consideration it seems that the oil
outflow performance of the mid-deck tankers over 40,000 DWT is at least
equivalent to that of the double hull tankers.

-5-
 v
------>

Fig.l State of groundillL;

h
iNNER GOTTC/

I Z GOnOhi

Fig.2 Rela"Lionship bet\\'seri r'Jck and bottom structure

- 6 -
 --~--""'"

OJ
C
·rl
D
OJ
OJ
U
x
W
'l-
0
0.5
.0
--J 0
C-
o...

0.1 0.2 0.3 0.4

Penetration/Depth

fig.3 Probability of exceedance

 =
=
='
=

"'2~E~
~ ~

~ c
--..:. -::.......... ~ o
~-'
....,
=
co
U
Ql
c-- (1)

-. i

-~
...-:...-
m]1
I ~. ,
~J

E-

c
o
,-,
U)
C
Cl)
E
"CJ

--.
,I.;
0.
..
U
-
c
U)

~
CJ U
Ql
o
:::J I
o -0
o
::::E

*
 98. 000 D\n' TYPE

:I: Double Hulls

l\H
HO' COT HOI, COT H05 COT HOL COT H03 COT 1102 C01" He, COT

n L

2E.J I,..,I, 2S.Z ~ ( ~'I

. I SloP T .
i:.Y

Lpp 232.80 (m)

Bmld 42. 00 (m)
Dmld 20.60 (m)
dmld 14.00 (m)
Disp. 116,000 ( tons)
S. G.
* Mid-Deck o( CARGO 0.8;!9 (tim')

bI 28.0. 30. I 30. I

I I

", Lpp 232.80 (m)

I.., . It.:
I Bmld 42. 00 (m)
r ,
.---
""-/ "-
"- (m)
J ,/

//" /
;< "-
"-,
Dmld 21. 35

----
r
/ dr:l! d 14. 00 (m)
"
T
=1
:1
-'-.L.C
Di sp. 115,000 ( tons)
S. G.
(t a ( CARGO O. 829 (tim')
I

Fig.5 Principal dimension. Tan~: arrangement & Mid-ship sectIon (98,OOOOVm

- 9 -
~: DouuJe HuJ Is

~TJ_~: '-:.~.'
~2.6" 3'.9 .~.2
. L2J••. . . :· • 1-1··<··1··::<::::[b
:".6 '1_ 31.7 ~' .,_ 31.2 3~.' 29.~ >,11,11
A. P. U W r, r.

Lpp 263. 30 (m)

Bmld H.50 (m)
Dmld 24. 70 (m)
dmld 10.90 (m)
Di sp, 108,000 ( tons)
S. G.
of CARGO O. 844 (t/~' )
* Mid-Deck

1-'-'?'-"6,>-;,4'_-'j""·-'-'
}-'i ;__:_=_~';'-"s~:(. ~..:..:.,-,O_...,. ,,,,,_-=-3,-,-1.'-.7_~ ''''''c....C.-_-+,-~.-'-'JIc..c.1'--_"..,....... _c..c3:..:cG.c..:'_----",-,-<,_---,-2',-,-.1=--~, 'c<-'",-,-,'.::i
A.P, JJ r 0

!iJP 263. 30 (r;:)

_'_6_1_1 r:::-,! d 44. 50 (r;;)

O"ld 25, 60 (m)

dr., Id 16. 90 (on)

oiso, 163, 000 ([0:1:')
j {. ~ ,
S ,-"

of CARGO O. 848 (t/r;:' )

Fig,6 Principa: dimension, Tank arrangement & Mid-ship section (l50,OOODv)1,

- 10 -
 :t. Double Hulls

II
i
Ii 1 ~. 0
.'"'~

,
J

~~~
Lpp 318. 00 (m)
Bmld 58.00 (m)

-r~­
.~
OmJd
dmld
31. 50
21. 50
(m)
(m)
J.J5 I
Oi sp. 330,000 (lons)
S.G.
of CARGO 0.826 (tim')

* Mid-Deck

, .58 ~ Lpp 318. 00 (In)

Bmld 58. 00 (m)

M
--,- Oml d 32. 30 (In)
N

~
M
dmld 21. 50 (m)
Dis p. 330. 000 (lon:;)
sa. 0
c
u. G.
of CARGO C.832 (lim' )

Fig.7 Principal dimension. Tani, a,rangement & Mid-ship section (280.0C,OO\'iT)

- 11 -
 t>.:
C
CJ
O~·
0.0'
.\.,

TYPE: 40, 000 OWl'

-~ ..... o 7- - - [lo:J!de botlom lype
(l) 0.0 -.- ~lld deck lyp,'
.... C O.f,· .
:;J
-
.......
(l)

0.5-
.... .-
0-
CASE 1: :;J 0-
O. d - ..
...c:::
. Ship speed = 15 I<t 4- U) o. J - .
a
. Damage not involving a 0.2-
0 .......
0.1 - .
L. BHD o.I.-_-,-_----;-_ _.,.--_....,.-_-;-_ _:--_-,-_-!
6
Doubl. bollga h~l(ht 2.01 •
"iii dcrk hel 'hi 6.0 •

Height of damage (m)

y. 10'
20 -r,--------:-----:----:-:----:----:-----,
. .:-.....
(a) Tidal fall 0 m 1B ....... -: -. ,', ,', .
.. : - - Double bollom type:
........: : : ;. - . - Mid deck type .
. . . . ... .: ~ : : : : "': ~

. . . .
5 12 .. - ":" ':' -; :' ":' .: , .
':: 10
;:J B
< -;
:~
:
: : : : :
, : : : -;
~
-;
a .
6- : : : : ; : : ;

0 : :::::: ::::::.::::; :::::: i::::::' ~:::::::;:::::: :~.~.:~.~.:~.:~.~ .~.;

0
il
Height of damage (m)

x 10'
20 ---:----:----:-----:----:-:----:----:-----,
(b) Tidal fall 2 m lB· .: : .. ~. ·D~ub·I·~· 'b~; l~~' 'lY~~"
Me 16- . : Mid deck type
- Id : ~ : : : .
5
:Ph':.: .
12 : : : , ; : : ..
':: 10· :
::J B· ' " '. ....
a 6· :... .. . ..... " '... .. .
C; d· : :. .. .. .

2- -: . .. .. . . .. . ('-'-'-'7-'-'-'-".
. .

Height of damage (m)

x 10'
20..,.,-----.,.,....----,-------:------,
(c) Tidal fall 6 m ~ !B .....: .~~ .. _..- .... DOUlJle bottom type
nE 16 - .. . ... ~ : :_ _ __ ~l i d deck type
II ~ : : .
~ 12 : ~ ~ :- -: .
'- 10· : : : ..

a
'"-'
e r··· .. ":" ......:,. . "I" . . . ... ..
- ~. >.~,~.~~: . ::.: .... :........ : : : .
a 2· : -'-:-J-:."'--".~~.~.--.:.:.:.:.:.:.:.:.:..:.:.:.:.:.:~r--._._.~._.:-: ..-:.,
o-c-_--:-_ _,:-_-,--_-,-_--,_ _ :--_~----::'

2
Height of damage (m)

Fig.8 Relation of rupture length and oil outflow to damage height

(40,000D\',IT, 15kt, dam~ge not in';ol vi ng L. BHD)

- 12 -
 .c I
...... O. 9 .
bO
c: - - [JouLJic UCJllor.. type
Q) 0.6 -
~ .c _ . - flld deck Ivpe
TYPE: 40. 000 DWT ...... O.? -
Q) bD
L-. c: o.r. .
1--.---

[liSE 2:
:::J
......
0.
:::J
-OJ

.0.
0.5
L-. _ 0.4' .
. Ship sr'eed = 15 kl .r.: r.J - .
'- Vl
0
. Damage involving 0 0.2- .
0 ......
0.1 - .
L.BHD ......
0-.
"'
0::: 0
Do.. bl. bo 110. !'Itt I /'II 2.01 •
/'lId du.~ lit I,ht G. ~ •
;

lIeit;hl Or damage (m)

X 10'
20-,.,----------------------,
(a) lidal fall 0 m 10 - --'" . . . .. . " ~

~
- - Double l.oltom type
ME 1G
- - - Mid deck lype
-10 .
~ 12 .
'- 10
......
0
:::J B
. .. . .
. . .' .... .:... .. . ....:
.
:: L4s
6 : ... .. ..... ~
. . .
4
2
.. : :.:": .. ~ . :. ~::.: ... :.. . .. ~.~ ~ .. ~ ~ ~ ~.~
o~=......,.~-,J_-....----~--:---_+_-_'r_-__;.J

Height of damage (m)

x 10'
20 --r,----:---:----:-----:--~:--_:_-_:_-__:1
(b) Tidal fall 2 m . .. . . . . . . . . . . .. . . . .
.
......................
.
........ 1B : - - Double bottom type:
M
16 ....... ":" :' : : - - - Mid deck lype .
-.5 14 ........: - : : : : : ": .. : '

. .
2: 12 ........; :- : ; ; : :- .
- 0 . ., ..

•F5•. . •. •. . •
. ......................... "
. .
'- 10
...... ..........
B

~~~-~~~
:::J
a
6
4
Cl
2
0

Height of damage (m)

(c) Tidal fall 6m ........ IB

ME 16
~

5
Jd
12
X 10'

.. ... -
. .
.
. . ..

:
..
..

..
.
..
"ft --
20 -r.--~--:---:-----:--~---:---_:_-__:1

Double

.
.
bottom
_-_ ~II d deck lype
ty;>e

. .-
.
..
~

4-
......
10
····E··
.............................................

.
I

l, - -
:::J B

r-~~"- -, ~ ~-~~ ~~- _f~~:~~~

a
6
4
a
2
o

Height of damage (m)

Fig_9 Relation of rupture length and oil outflow to damage height

(40,000D\IIT, 15kt. damage involving·L. BHD)

- 13 -
 .c
......
DD o :;.
c::
.c o O·
(l)
~ - - IIQubll' hollonl t}'rC
...... o 7·
Tn)~: 110, 000 0\1(1' (l) DD - - - f\ld deck lype
.... c::
(l) 0.5 .
~
....,~

o s-
CASE 3: 0-
~ 0-
O. ~ -
. Sh I P speed .c
= 7.5 I<t "- Ul 0.3 -
0
. DamaL;e not involving 0
0
......
('.2-
0.1- .
L.BHD ......
Cd 0-,
0:::
0
Doublr Lollo. heidI! 2.01 •

11 i ddt l~ lie I ,h { lj~ 0 •

Ilei/ihL of dJmacc (rn)

>; 10 J
20
(a) Tidal fall 0 m ~
10
-.-
- - Double hallam lype
.

M
E
15 _.- Mid deck lype
10
.,..
0 12 -
4- 10 -
......,
~ 8-
0
5
0
0
2
0

Height of damage (rn)

X 10'
20 -r--------------------.,
(b) Tidal fall 2 m ~
10-
- - Double bullom lype :
ME 15 - - - Mid deck lype
14
E; 12
"- 10-
......
8 :::J

°G
4
2·
o 1_"
···n·. 6
Height of damc.ge (rn)

y. 10'
20 ..,..,.-------------:--~--_:__-_:1
(c) Tidal fall 6 m ~ 18 --'Doubl; boltom' lype
ME 15 - ' - Mid deck lype

E; 12
4-
......, 10
~ e- .
o 5 ~.

o ~ r:\c~~-.~Ll __ ~
_

Height of damage (m)

Fig.10 Relc.tion of rupture length and od outflow to damage heieht

(40,OOOmiT, 7.5kt, Gamage not lnvoiving L. BHD)

- 14 -
 ..c j'
......
tID o 9·
C - - lJouhle bottom type
OJ
-..c:
o B-
,\Ii d deck 11pe
...... o 7-
lYPE: 40. 000 DWT OJ bll
..... c: 0.6-
i
j
:::J OJ i
~- 0.5- '1
CASE 4: Cl.
:::J Cl.
..... . - 0.4- \ .
'\

Ship speed = 7.5 kt ...... ...c:

Ul O. J - . \
,
0
Damage involving 0 D.2 ......, ...
0 ......
0.1 - ...
L.BHD ......
n:l 0
cr:: 6
tJ,a"bh bolla" htilhl 2.01 •

lIid dtc:k h"lthl &.0 ..

Height of damage (m)

X 10'
20 -r;--------------------,
(a) Tidal fall 0 m
;;:;'E :: - " " .. ". .., :.~. D~'u'b i/ b~·l·l~~· iy~'~'
_ : : ---Middcckrype "
ld .....................................
, "
, "
3:
o 12
...... 10-
...... ........ : : :
:::J B """",," .
a ...... ~ : : : ;
,

..
6 .
ad
.
.......;
.
, : : ; ;. : ,

~-l.!=---;----r:I_''-'·...:.·I·T~._,,_,,_.''T'"'. _.._. ._"-;-c-_"_..~",....:

.._"-
..-":r__: .. ~
..-"- _iJ'

1 B
Height of damage (m)

X 10'
;:0 ......----:---:----:---:----:----:----:----,
(b) Tidal fall 2 m ~
fa : : -'-'-" D~'~b i ~:. b~'tt~~' t~'~~";
'"'E 16 .............. : - . - Mid deck type '.
~

14- -.# ...•... : ...•... : .....•. : .....•.:....•...;......• :

. . . . .
.
.
5 12 ....:-,
.
,
.
: ; : :-
' "
,.;
.................... '
.,
...... 10
~
,
., "
"

:::J B ....: , ..: :' : : : .

a .............................................. , .
6
d .. ,... . . , .

~ --'t"'-~-''""7I~~I,'. --..,.----,---'-:-...-"-..-''-;-'''-'----;..J
2
Height of damage (m)

x 10'
20..,.,...--------------:-------,
(c) Tidal fall 6 m ~ lB- ) .
0' - - Double bottom type
E 16 - ' - ~Iid deck type
~

ld
...... - .
3: ., .
o 12·
"- 10
~

6 B
6
ad""
":"-','

Height of damage (m)

Fig.ll Relation of rupture ler.gth and of! outflow to damage hefght

(40,OOODWT, 7.5kt. damage involving L. BHD)

- 15 -
 1-,-----..,-----------------,

oc_~B-
M
C
Q) ".'\-

1L
-.<::
..... \ . \ - - DOLillie b011o~ lyl'('

'<~ ~ -,,"",,' """

TYPE: 98, 000 nV,T C1l
.... C
l>ll

;:J C1l

Co
CIISE 1: -Co
.......c
;:J

Ship speed = 15 kl ....... en

~.~: :.':::::::::- "'-~~~.~

o
o
Damage not involving O.-.J
....
L.BIID o-~-.__--.,---..__-_,_-__:_--..,._-_r--J
o
Oo... bl, boUo_ hrl.hl 2.4g •
IUd du.k heidd 1.88":-
>
lIeif,ht of damat:e (m)
;-( 10 l
50 - , . , - - - - - - - ' - - - - - - - - - - - - - - - - ,
(a) Tidal fall 0 m
.......
M dO - .......................................
E : - - Oouble bottom lype :
~

- - . - ~Iid deek type .

?-: 30 -
0
.......
.....
;:J 20 -
Cl

10-
0

Height of damage (m)

x 10'
50-n---------..,----..,-----..,----..,------,
(b) Tidal fall 2 m
......
· - - - Oouble boltom lype :
: - - - Mlrl deck type
~ 30
.... · .
~ 20 · ..

···r·············
Cl
.
. . .· ~ ..
: . . :1:
Height of damage (m)

;, 10 l
50......---------------------,
(c) Tidal fall 6 m
: :

~
....... .. : .
M dO
E - - Double bollom lype :
· - - - ~ild deek type :
is 30 . . .. .' ... . ... . . .
.
~

·
....... · "
..... 20
i···· I .
10 l... . . - ! . J ~
Cl l_. , ______ L . . ; . . . I- ' - - - - ,

Height of dcmage (m)

Fig.12 Relction of rupture leneth and oil DutflO\'I to damage height

(98,OOOD\i,!T, 15kt, damage not invol vine L. SHD)

- 16 -
 ..c::
-'
t>O
c: 0.9
J
..\

Q)
O. B .. :\ . '-, .
~ ..c: :\ - - Double bollom lype
TYPE: 98. 000 OWT ...... 0.7 .. .. \-
~
Q) l>O - - - Mid deck lype
.... c: ., ....... .. \ \
f .....;::J ~
Q) 0.6-
...... ........ . ...
I CASE 2: a.
.......c::-
;::J a.
0.5-
: . ~ .. ,
O. d
J Ship speed = 15 kt ...... Vl O. J- .. .... . ....
I Damage involving
0
... ~---- --~~_ .:..:-.:...~~~~_.-.:~.....
a 0.2 .. .
I L. I3HD
a
.....
-'
O. J .. ........... . . . .. ; .

I '"
p:: 0-.
0
.1110."; boll •• h.llht 2;'9 •
l'I.ic deck \'Iti 11'11 1. 83 .'

Height of damage (m)

(a) Tidal fall 0 m

•.......... _.- , Double 'b~ll~~"lYP~':

- - - Mid deck lype

~ 30 ....... : .

..... . .
~ 20 ....... ;- : ; : .. : ; -: -:
a ·· .
. .. ...
:

. . ..
o
10
··~··:·
·....·T:I
'h I'" '·;·.... j·:·... ·· .. f ....·:. ··.. .1;
Height of damage (m)

XIO'
50 --r;-----------~------.
(b) Tidal fall 2 m
............... ,... .... .. .. ': ..~. 'D'o'~b i ~\.~ l ;~~. 'lY'P~ .:
: - - - Mid deck lype
~ 30 ...... .; -: : ;. :
."
. .. .
.....
~ 20 ..................... ; : , ;
o ·· ·
.. .. .
.- 10
a

Height of damage (m)

X 10'
SO . , . , - - : - - - - : - - - : - - - - : - - - - - : - - - : - - - - - ,
(c) Tidal fall 6 m
~

M dO
E

~ 30
.....
~ 20-· .......:
a
10
a

Height of damage (m)

Fig,13 Relation of rupture length and oil outflow to dama~e height

(98.000DWT, 15kt, damage involving L. BHD)

- 17 -
 ..c
....... o ~-
""
~ OB-
- - uuuhie JOllu,,'lHC
TYPE: 98, 000 D\\~' - -.:5 07
~ilc dCLI; :ype
~ gf 06--
:OJ Q) 0,5 - ,,_, ';
CASE 3: g-
L..,
n. 0,4"
,-
- '\,.-
Ship speed:: 7.5 I<t ....
..c 0,3
(I)

Damage not involving

L.BflD
,; .3, ~:~_ _ ">..,>~:~~~_
~ 0 +-----;--.:---;---.;-.-~==:;:::=::;::::=J
0:::
Dol/bl t boo Ilo_ hell h I 2. (9 -

Height of damage (m)

X 10'
so
(a) Tidal f it II 0 m
~

dO ....
'"c: - - D~\; bi ~b~; lu,~
"

lypc
~

--- Mid deck lype

:<: 30
0
.......
....,
:OJ 20
CJ

10 .
..... ..... . .. ~ .......
0

6
Height of damage (m)

x 10'
50
(b) Tidal fall 2 m
....... ....... ..... .....
'"E dO
~
-- Double bollom lype
-,- Mid deck lype
:<: 30 - .................
0
.......
-'
:OJ 20·
0

10
0

-,

Height of damage (m)

x 10'
50
(e) Tidal f a II 6 m
'" dO ,-
-.5 -- Do~b i c'bo II o·~' lype :
::: 30
-'- ,i d
i ded lype
c
...........
20
CJ

'-
0
10 I
l._~_
2
Height of damage (m)

Pig,14 Relation of rupture length and oil outflow to damage height

(98,OOODWT, 7. SU, dama£:>; not involving L,8HO)

- 18 -
 ...
.c:
bD 0.9 -
1-.--------------------,
c:: O. B " .

TYPE: 98. 000 DWT

~
Q)

Q)
...
.c:
bD
0.7
--'Ooublc'bottom'type'
- . - ~IJd deck lypc
..... c::
...
:::J
~
Q)
06-·\ .. ·, ....
0.5 .. \ .-: ..
CASE 4:
. Ship speed = 7.5 kt
0.
:::J
..... .
.....
-0.

. .c
(I)
0.4-
0.3
\
:\.;
\:
, ..
..

~:~ :::::::';>-.<L········
o
. Damage involving 0
o
.....
. -< . ~ " .
L. BHD .....
«l o. . .
0:: o
Deli/bill bol' •• hl.hl 2.~9 •
l'Iid dId: hllAI 7.81.

Height of dam~;~e (m)

x 10'
50-n-------------------,
(a) Tidal fall 0 m
M
E
40 ....... ~ : ~ :..~: iJ~·u·bi~\~·lt~~· iy'p~':
: : . - - - Mid deck type :
3: 30 ............................................................... :
0
··· .. .
.
..... · .. ..
"'-'
:::J 20 ............... -: : ; :- : ;
Cl

10 ..... , . : : : : , :
.. .. ..
~ ' '

Cl .. ..
: :,: I::::
24 6

Height of damage (m)

x 10'
50 -rT'"----------:----:-:----:----:---,
(b) Tidal fall 2 m . .
~

M
E
40 .......,- " '.- ~ ..
~ ~~ 'D'~~b i~' ·b·~ t~~' 't~'p~' ~ t
: : - . - Mid deck type :
3: 30 . ... . . . ;.. . .. ;..... . ".' '.' ~
0 ·
·· ..
...... · ..
....... . .
:
.; .: .
: . .
:::J 20 .. .
Cl

. . . . . .. . . . . . . . . . ..... . ..
10
.. .'
~

Cl ..
. ...
..
.. 0 I . I·' .
6
Height of damage (m)

X 10'
SO "'T":"""------------:---:----:--~
(c) Tidal fall 6 m
M 40
.5 : - - Double bOltom type:
: - - - Mid deck type :
5 30 -: :
···
;
...
;

"-
-;; 20 ............... , :- -: .
Cl .. ..
.- 10 ..
Cl

.--- ... ...:-

Height of damage (m)

Fig.15 Relation of rupture length and oil outflow to damage height

(98,OOODWT. 7.5kt, damage invo Iving L. BHO)

- 19 -
 ...c:: l-r---..,-----------------..,
~.~: \~\
-'
be
c:: ',' .
Q)
..
-..c:: - - - OuulJie bottom Iype
TYPE: 15.0000 min Q)
...... 0.7-
be
'- c:: 0.6-
. ,
....."'- ..
.
- - - Mid deck Iype

- .

::: . . ,.. . :.... . . . . .

::J Q)
......
CASE 1: ~:~: ::.~'>~
0..
::J
'- .-C.

..c

~~.~~
~~.~~:==:.
Ship speed = 15 kt ..... (J?
o
Damage not involving
L. BIID -0
.......
cd
o
...... Q.2-
0.1-
o.
.
: . . . . . : .. ....

P:::

Dovbh hollo_ h,ilhl 2.91 •

Ilid drc:k !'lei 11'11 10.0 •

lIeight of damage (m)

. X 10'
40..".--------:----:---:----:----:----:'1
(a) Tidal fall 0 m
~

-.5 30- ...... -: . .. : : -: -: .

: - - Double bottom type:
3: : _ . - ~Iid deck type
o
..... 20
......
::J
Cl
...... . : -: :. . . .. . ~ : :- - : :
Cl
10
: h: :: :
.__.:. l ; : :
2
Height of damage (m)

X 10'

(b) Tidal fall 2 m 40 II : :

-.5
M 30 I : :
....... ;........: ... .. :- :...:..:..:..:..:. ·D~~b·I·~· 'b~t i~~' 'l):P~':
3: : - - - Mid deck type
o
..... 20 ..
.....
::J
Cl

- 10
Cl
1'---.
l '-------

Height of damage (m)

X 10'
40 -r.--------:----:-----:--:----:--~
(c) Tidal fall 6 m ~

-.5 30 .......
- - Doubl~ botto~ type:
..,.
o _.- ~:id deck type :
..... 20 - ....... -
.....
Cl
- 10 ..
Cl

Height of damage (m)

Fig.16 Relation of rupture length a~d oil outflow to damage heiEht

(lSO,OOODWT, ISkt, damage not involving L. BHO)

- 20 -
 ..c:
1,------------------,
...., 0.9-
b/l \
c:: O.B - . ..
<1l :\ - - Duuble Dot tom lype
TYP~: 15. 0000 mIlT - ......
J::. 0.1 .. ,::,
- - - Mid deck lype
<1l bD .:.\.
CASE 2:
;::l
...... -
..... c::
Q)
0.6 -
0.5 · "", . .

Ship speed = 15 kt
0.
;::l

.....
-0.
......J::.
Ul
0.4 -
0.3-
~
·
:
:'l~

;
'.
,.<..
:.

o 0.2- : : .
Damage involving 0
o
...... 0.1 , , .
-----:--~-~·:=O-::;::--:.::-~-:.::·--:.::~Q-=d·
L.BHD o-I---i---;...---r--r.---,---;-----,---j
I
I Jl
! lIeight of damage (m)

j X 10'
40 ,..,..-----:--~---:---:---:---_:_-__,
(a) Tidal fall 0 m
~

~ 30 ....... : :- ; : :..
J : - - Double botlom lype
3: : ---Mid deck lype
o
"- 20
......
::l
o
10 n

Height of damage (m)

x 10'
dO ,..,..-------:----:---:---_:_---;------:-\
(b) Tidal fall 2 m
~

..=. JO ...................... : . . . . . .. . ~ . . .
: - - Double' bottom lype :
3: : - - - Mid deck lype
o ·
....... ·- .. .
..... 20 ·· ..
......
::l
o
10- h
o

Height of damage (m)

x 10'
dO,..,..---------------------,
(c) Tidal fall 6 m - - Double bollom type
- - - loll d deck lyp
_ 30 .

2 6
Height of damage (m)

Fi g. 17 Relation of rupture length and oil outflow to damage height

(150,000DWT, 15kt, damage involving L. BBD)

- 21 -
 ..c 1-,-,....-----------------
..--
bD 0.9'
c:
<l) 0.8 - ' - Duuble 'bottom'lype
- ..c
TYPE: 15,0000 OWl' +-'
<l) bD
0.7- ...
- ' - Mid dcc~ lype
..... c: 0.6
;:J <l)
+-'-
0.5' .
CASE 3: 0-
;:J 0-
...... ~ O. d . . . ; . . . . .. ..
Ship speed = 7.5 kt ......
..c
Ul 0.3 -
o 0.2-' ""'. .. .... : ....... : ..
Damage not involving o
L.BHD
0"--
0.1-' : .. >~.::~ . ..:;: ..::~._~
o..L--r--,;,---r---r---;...-=:::;:::::~===J
o

Height of damage (m)

x 10'
~o,,-------------------.
(a) Tidal fall 0 m
~

~ 30
- - 'D~~h'I'e botlO~ "lyre:
3: - - - Mid deck lype
a
...... 20
..--
::J
o
10

=
. I

Height of damage (m)

x 10'
40...,----:------:--------------.,
(b) Tidal fall 2 m ~

~ 30
--': Doubl~ ·botlO~·l;~~'
3: --- ~Iid deck type
a
~ 20 .
-+-'
::J
=
10

=
f _

Height of damage (m)

X 10'
sO...,-r-------------------
(c) Tidal fall 6 m
-"-''-" 'Daubl', 'b~lto", type:
_.- M:d deck type
~ 30
......
.....,
::J 20
Cl

'- 10-
o
:I

Height of damage (m)

Fig.18 Relation of rupture length and oil outflow to damage height

050,OOODWT, 7.5kt, damage not involvinG L. BHD)

- 22 -
 ..c
-'
1-,---------------------,
0.9
t>D
c: O. B- .
Q) --'Double 'b~llo'~'IYr~ .
- ..c
TYPE: 15. 0000 DWT Q)
- ' 0.7'
t>D
-'- ~lld deck lype
.... c: 0.6
;::J (1)
-' ...... 0.5
CASB 4:
. Ship speed = 7.5 kt
0.

.......c
::J
-
0. 0.4
O.J .. "., ,."

. Damage involving
....
o
til
..... :\.":. :
, ,
...........................

L.BHD
o
o -' ~:~ -..,.,.. :>'::,..~
o
o 6
Do.,lll. bollo. hilhl 2.91 •
/lId drd: h.i,1It 10.0.
II
Height of damage (m)

X 10]
40 "T"r----:---:----:----:-----:-----:------,
Ca) Tidal fall 0 m ~

..s JO .:. , . , ... i .....:..:..:..:.... iJ~'~b i c:· bo't'lo~'l yp'~ . i

3: --.-- Mid deck type
o
.... 20
.....
:::J
C>
10 ...... -:... .; : ;
··· ... .
... ..
C> ·· .. ...
I : I ·, . ..
"
.

Height of damage (m)

X lO]
~O"TT'"------------------....
(b) Tidal fall 2 m ~

..sJO ... ,.. :." .. " ...... ,..,... ,... :.....:..:..:..:..:. iJ~'~bi C\O't'lO~' typ'e":
3: : : - ' - Mid deck type
o
.... 20
." . .
.....................
.
.. . " ~ ..
.....
:::J
Cl
10 ... -: .

:I
Height of damage (m)

x 10'
40 -;-;------:----;-----:-----:-:----:----:----:"1
(c) Tidal fall 6 m

.. ~ ·D~~b·l·~· 'b~; lO~' 't'ype' i

~
- - - Mid deck typ
o
::: 20

Cl

- 10
Cl

Fig,19 Relation of rupture length and oil outflow to damage height

(l50,OOODWT. 7.5kt, damage involving L.BHD)

- 23 -
 ..c
......
hD o 9- .~ \
c:
Q) O. B
'. \
-...c: - - lJ~ubie' botlo~'lYP"
......
TYPE: 28, 0000 OWl' Q)
'- c:
bO
0.7- . _.- flld deck lype

CASE 1:
;:l
...... -o
Q)
6
0.5 .. ··...... '--
.-
0..
;:l 0.. O.d - . . . : .
'-
..c 0.3
- Ship speed = 15 kt '- III .. ..
o
. Damage not involving a 0.2- ..
0 ......
0.1- : ; ....... , ....... , ....... , ...... , ....... , .......
L.BHD 0- .
6
Dolotbh bolto. h.l.hl 3.0 •
l'Iin de(.. h.,i,hl 1'-3 •

Height of damage (m)

X [0'
eo -r:----'---------------~
. ...
(a) Tidal fall 0 m ..... . :
.
: : .
~ 70 ~ ~

.., : : :
: - - Double bollom lype :
~ 60 .......: ~ - - - Mid deck lype
: ..:
SO ...... .·: . . : :~
. .: :
. :
...
".'
3: .
o ·
· . .. . .
. . . . .
................................................................. -
'- 40
...... ·· .. .. .. .. .. .. ..
30 . ; : ; ; : : : ;
··
::J
Cl .. .
. ,. . ' "
. . .
20 ·······:········~·······I~··:·······:········:······":
Cl 10 ·······i"·······i··············~·······;··············· ·····W

2 S B
Height of damage (m)

X 10'
BO-rr--------------------.
(b) Tidal fall 2 m 70 ...... .: ; : ~ -: : ,~

..,~

: : : : - - Double bollom type:

~ 60 .......;........:........:....... : - - - Mid deck type ..:
....... : : ; : : : :
3: 50
·· · .
;
.. .. ... . . . .. .
a . .
................................................................
<- 40 ..
. . ,.
..
..... ·
....... :
.
:
.
: : :
. .
: . :.
.
;:l 30
Cl .. .
20
Cl 10

6
He i ght of damage (m)

X 10'

(c) Tidal fall 6 m

: - - Double botlom lype :
..... : - - - Hid deck lype .~
.
............................. ., . .
3: SO
o
<-
-'

o
dO
30
20
10
-ts······················..L
6
Height of damage (m)

Fig.20 Relation of rupture length and oil outflow to damage height

(280,000DWT, 15kt, damage not invol ving L. BHD)

- 2~ -
 .c \
-' 0.9
bJ) '.
C
<1J 0.8- .. ,
----- Double bottom type
TYPE: 28, 0000 DWT -
<1.>
..c:
-'
bJ)
0.7-
, - - - ~Iid deck lype
>- C 0.6- . ~ \., .

CASB 2:
;:J
-'
Co
;:J
-
<1J

Co
0.5 -'
od
.

>- . -
. Ship speed = 15 kl '-
.c
til
O. J - .
o 0.2 ; .
. Damage involving o
0-' 0.1- .
L.BHD
o.
00",\1. bollu htl,hl 3.0 •
"16 dcc\ nel,hl I.(.J.
.
Height of damage (m)

X 10'
00 .,..,...-----:-------:----:---:---~-___:_1
(a) Tidal fall 0 m ~ 70 - .: : '. ~

M . : - - Double bottom type:

E 60 ....... : :- " : ---Mid deck type .

.: .:
H':" .......: :
-,- 50 · : : : : ~ :
o . ,
. .
. . ...
::: dO : ' . ••
:::J 30 -:. ... .. ' . ~

o .. : . : :
20 : : ": : : , : :
o 10 : -: : : : : :
.
....... ,
- ...... - -- - . . - _.: -'

6
Height of damage (m)

x 10'
80
(b) Tidal fall 2 m ~ 70 · ; : : : : .
~ " ~

'"-S 60
: . : : - - Double bottom type
................................. : - . - Mid deck type'
· . . . . .

· H'"
3= 50 ..~ '." ,
"
"."

0
dO ...... ~ . .. .. . . . . . . . . .. . . . .. ... :. . - .
"-
-' ·· .. .
;:J JO . .. . . .. . . . .. ~ .
0 · .

0
20
10
. .....: .:···.~~~·IL,..,..·~·~~
._._-_.-,-._ .. - - ..... - - --
~

Height of damage (m)

>; 10 l
80

..•...•.•••• ~. =:::b;:,:':::;""
(C) Tidal fall 6m 70
~

'"<: 60
?: 50
0
"- 40 . j .
-'
=' JO
0
20 . . . .". ' - - - - - - - - ' . 1_

0 10

Height of damage (m)

Fig.21 Relation of'rupture length and oil outflow to damage height

(280,OOODYn, 15kt, damage involving L. 8r10)

- 25 -
 .c
M C 9·
c:
(I) ~ 8·
~ .c -- DDU~lc ~ollom lype
TYPE: 28, 0000 D~T (I)
....
~

M
c:
0.7-
.- Mid deck type
O.G -
;;:J OJ
O. s-
~~

CASE 3: 0..
;;:J 0..
.... ....c::
~
O. ~ -
Ship speed = 7.5 kL '-'- U) O. J-
0
Damage not involving 0
0
....., 0.;> - ., ., -'-

0.1-
L. BIJD «:J 0-
0::
0
""ob" bollo. ""hi J.O " _

I
..::.:"::.:":...:':.:..:":.:..:'.:.:".:.:;'.:.:':.:.:':.:..:'-.:....J:.:..:"------------l~(---'O7 ...
Height of dama!;c (m)

X 10]
80 -r7-----:----:----:---------~
(a) Tidal fall 0 m 70
M
- - Dou~le bot 10m type
E GO-
- - - Mid deck type
3: SO-
o
........ ~O
.....,
6 JO
;>0 - ...... ::': ..... : : :..:·:::·:i:· . ":1
= 10 .... s·······.········,·······,
.
;
. ,

6 2 '6'
Height of damage (m)

x ~ 0]
80 -r-:-------------------~
(b) Tidal fall 2 m
;:;-- 70 I· : - - Double bollom type
.5 60 : - - - Mid deck type
3:- 50
o
........ ~O
.....,
6 JO
;>0
= 10

l!eigilL of damag~ (m)

>: 10]
BO-r-:----------------------,
(e) Tidal fall 6 m 70 I.
~ 60 I - - Double bot 10m type
- - - Mid deck type

:::J JJ
c;
;>0 -
Cl :a

Height of damage (m)

Fig.22 Relation of rupture l~ngth and oj! outflow to damage height

(280,000DWT, 7. Slcl, darn"ge not invoJvine L. BHDl

- 26 -
 -e:
.....,
1..,.---------------------,
0.9 - .
l>D
c:: O. B
c:.>
- -e: ----- Double botlom ype
TYPE: 28, 0000 DWT C1)
......
00
0.7' .
---Mid deck lype
.... c: 0.6 .
;:J
-
......
C1)
0.5-

.... --
CASE 4: 0.
;:J 0. o.~ . . :...... . ;
.
;
. .: .
Ship speed = 7.5 kt ....
-e: O.J-
tI)
:.,;............ . .

~:~ -.::::::!:: >.>',::~:,,;~:~-~:::;:::::::;·::::::i:::::::

o
Damage involving 0
o
......
......
L.BHD ...... 0-
n:t
0::: o 2 8
Dewbl. boll .. h.I,hl 3.0 .'
)tId dect hell"l I~.J I

Height of damage (m)

x 10'
BO "...--------------:---:--~
(a) Tidal fall 0 m ,....... 70 .... '
·
~
.: ;
.' : ~

M
· . : ---- Daub Ie bollom type :
5 60 ....... .' '," ':' ': _. - Mid deck type ~

·
........................................ .,
::: 50
o ·· ... .. .. .. .. .. ...
".

. . . . .
................................................................
.... ~O · .. ... ... . . .
.:. .:.
,
......
....... ·"
·
. . : :
..
cS JO ·.
' ~ ~

....... : ·: ;
.:. ..
;
.:. ..
:
..
:
20 .. ... ..
-
·· .. ... .
10 · . ..
Cl
.... '~'~."'" ·;·······1
6

Height of damage (m)

x 10'
BO'"T"'""-------------~-~----,
(b) Tidal fall 2 m 70 · : -: ~ : :~ ~ ~

M
E : : : ---- Double bottom type :
60 ....... ; ~ ~ - - - Mid deck type '~

: :
3:
0
50 ·
··~ .. .. ..
'.'

.. .. ..
; ;
..: :
·
................................................................ .
.....
.....,
~O . . . . . . . . . . ..
·
.
"'. .
. . . . . .
.
Cl
;:J
JO ',
·· .. .. .. ..
~

· ..: ·
: : :
' "
:
20 " " , ~

·· .
' " ..
= 10 ......;..... '1
'-'-'~ "

2
Height of damage (m)

X 10'
BO -r---------------:--~----,
(c) Tidal fall 6 m : ; : .
,....... 70 " ~ ~

M
: ---- Double bottom type
560 ............................ ; _ . - ).ijd deck type

3: 50 ·······:·······~·······~·······~·······t·······~······
.~ .
0
..... 40 · ". . . .. .: : ; : .
.
~

...... . . . .
::J Jo .......... : ': .
.
~ ~

Cl · . .
-
Cl
20
. ..
1. :; :
'.
:
'
:
~
,...
10 ·· .. .. .. .
"-'-'~ '- - ~ -

Height of damage (m)

Fig.23 Relation of rupture length and oil outflow to damage height

(280,OOODViT, 7.5kt, damage involving L. BHD)

- 27 -
Table 1 Comparison of cXflccted oil outflow between double Ill;!J ?nd mid deck
tankers

TYPE: 4D,ooo DWT tanker

OIL OUT FLOl-J (t)
Involve Tidal
Speed -ment loss DOUBLE HULL 1-110 DECI(
of
(k t) L.BHD (m) *1 *3 In it i a1 *2 *3 In it i aI
Total ex. loss Total ex. loss
0 ~59 9 322 101
no 2 496 9 322 101
6 916 9 3,408 101
15
0 328 9 285 90
yes 2 367 9 285 90
6 816 9 3.029 90
0 30 9 176 55
no 2 33 9 176 55
6 60 9 1. 946 55
7.5
0 21 9 116 37
yes 2 24 9 116 37
6 53 9 1. 328 3~

*l Inclusion of the expected oil outflow where oil outflow

equal to 1 %of the volume of the breached cargo tank
is considered due to dynamic effects

*2 Inclusion of the expected oil outflow where oil outflow

equal to 1 %of the total volume of upper and lower
cargo tanks is considered due to dynamic effects
*3 The expected oil outflow where oil outflo\~ equal to 1 %
of the valuce of the breached ~argo tank is considered
due to initial exchange loss (This is not include in Total)
Table 2 Comparison of expecLed oil ouLflolv uetween douule hull ond mId ded
tankers

TYPE: 98,000 DWT tanker

OIL OUT FLOW (t)
Involve Tidal
Speed -ment loss DOUBLE HULL HID DECI(
of
(kt) L. BHD (m) *l *3 In it j aI *2 *3 In it iaI
Total ex. loss Total ex. loss

0 1. 094 24 845 312

no 2 1. 094 24 845 312

~

6 1, 882 24 1. 586 312

15
0 721 31 804 297
yes 2 721 31 804 297

6 1. 893 31 1. 511 297

0 218 8 506 187

no 2 218 8 506 187
6 574 8 967 187
7.5
0 142 6 431 159
yes 2 142 6 431 159
6 374 6 826 159

*1 Inclusion of the expected oil outflow where oi I outflow

equal to 1 %of the volume of the breached cargo tank
is considered due to dynamic effects

*2 Inclusion of the expected oil outflow where oil outflow

equal to 1 %of the total volume of upper and lower
cargo tanks is considered due to dynamic effects
*3 The expected oil outflOl'l' where oil outflow equal to 1 %
of the volume of the breached cargo tank is considered
due to initial exchange loss (This is not include in Total)

- 29 .-
Table 3 Comflilrlson of expected 011 oulfloh' bctWCi:: uoubi(: hull a/ld mid decr.
tankers

TYPE: 150,000 DWT tanker

OIL OUT FLm~ (l)

Involve Tidal
Speed -ment loss DOUBLE HULL MID DECIC
of
(k t) L.I3HD (m) :!:) ~:3 In it i a I *2 ~:3 In i t i a I
Total ex. loss Total ex. loss

0 460 . 23 1. 218 06
no 2 460 23 1, 218 476

G L O'i6 23 1 ')'
, t...,.L
0
U 476
15
0 758 37 1. 105 432
yes 2 758 37 LIDS 432
6 L 732 37 1. 105 432
0 63 3 703 275
no 2 63 3 703 275

6 144 3 703 275

7.5
0 63 3 558 218
yes 2 63 3 558 218
-
6 145 3 558 218

Inclusion of the expected oi 1 outflow where oil outflow

equal to 1 %of the volume of the breached cargo tank
is considered due to dynam1c effects

Inclusion of the expected all outflow wher[ oil outflow

equal to 1 % of the total volume of upper and lower
cargo tanks is considered due to dynamic effects

The ei:pected oll ouUiO\v I'.'here oil ou:flo·,·, equal to 1 %

of th~ volume oi the breached cargo tank is considered
due to initial e,:c:hange loss (This 1S not 1nclude in Total)

- 30 -
Talde 4 Comparison of expecled oil oulfloh' lJel\~ecfl double huJI :..no mid der!.
lankers

TYPE: 280.000 DWT tanker

OIL OUT FLOl~ (t)
Involve Tidal
Speed -ment loss DOUBLE HULL HID DECI(
of
(kt) L. BHD (m) *1 *3 In it i aI ~~ 2 *3 In it i aI
Total ex. loss Total ex. loss

0 1. 317 91 1. 186 525

no 2 1. 317 91 1. 186 525

6 2. 817 91 1. 186 525'

15
0 2. 348 112 2. 317 1. 026

yes 2 2,625 112 . 2, 317 1. 026

6 4.704 112 2, 317 L 026

0 736 47 776 344

no 2 736 47 776 344

6 L 578 47 776 344

7.5
0 878 40 1. 345 596

yes 2 981 40 1, 345 596

6 1. 761 40 1. 345 596

*1 Inclusion of the expected oil outflow where oil outflow

equal to 1 %of the volume of the breached cargo tank
is considered due to dynamic effects

*2 Inclusion of the expected oil outflow where oi I outflow

equal to 1 %of the total volume of upper and lower
cargo tanks is considered due to dynamic effects

*3 The expected oil outflow \'ihere oil outflow equal to 1 %

of the volume of the breached cargo tank is considered
due to initial exchange loss (This is not include in Total)

- 31 -
Table l ' Comparlson of expected oil outflm: between douule hull i;nd IlIld ded
tankers

TYPE: 40,000 OI,'T i::z.n:~2i'

OIL OU'" r-LOI.! (U

Involve Tidal
Speed -ment loss DOUBLE ~IULL 1110 OECi(
of
(Ie t) L.BHD (m) :+:1 :::3 In it i aI *2' *3' In i t i a 1
Total e"
A. loss Total ex. loss

0 459 9 137 43
no 2 496 9 137 43
6 916 9 3,222 43
15
0 328 9 107 35
yes 2 367 9 107 35

6 816 9 2,851 35

0 30 9 57 18
no 2 33 9 57 18
6 60 9 L 827 18
7.5
0 21 9 34 11
yes 2 24 9 OJ'
11
.>4
I
6 53 9 1, 246 11

*1. *3 : re.fer to Table 1

t2': Inclusion of the expected oil outflo\~ \'Ihere oil outflov! equ21 to
1 %of t~e total volume of upper and lower cargo tanks for
ruptured width of 2 meters and above, 0.5 % of that for ruptured
width of 2 meters and 0 %of that for ruptured width of 0 meter
is considered due to dynamic effect
For ruptured width between 2 m and 0 m the value determined by
linear interpolation between 0.5 % and O~: are applied

*3': The expected oil outflOl~ where oil outflOl~ equal to 1 % of the
volume of the breached cargo tanl~ for ruptured width of 2
meters and above, 0.5 %of th2t for ruptured width of 2 meters
and 0 %of that for ruptured ~idth of 0 meter is considered due
to initial exchange loss (ThIS IS not include in Total)
For ruptured width between 2 m and 0 m the value determined by
linear interpolation between 0.5 % and 0 % are applied

- 32 -
Table 2' Comparison of expected oil outflow between double hu'l] and mid deck
tankers

TYPE: 98, 000 OUT bnker-

{ '. i
OIL OU'( FLOlJ ,L/
Involve Tidal
Speed -ment loss DOUBLE HULL i,j I0 DECI~
of
(kt) L. BHD (m) *1 *3 Initial *2' *3' J ni t ial
Total ex. loss Total e"". loss

0 L 094 24 507 152

no 2 1. 094 24 507 152

6 L 882 24 1. 248 152

15
0 721 31 457 137
yes 2 721 31 457 137

6 L 893 31 L 164 137

0 218 8 225 67
no 2 218 8 225 67
6 574 8 686 67
7.5
0 142 6 180 54
yes 2 142 6 180 54
6 374 6 574 54
I I

:n, *3 : refer to Table 1

*2': Inclusion of the expected oil outflow where oil outflow equ&l to
1 %of the total volume of upper and lower cargo tanks for
ruptured width of 2 meters and above. 0.5 % of that for ruptured
width of 2 meters and 0 % of that fot" ruptured liidth of 0 meter
is considered due to dynamic effect
For ruptured width between 2 m and 0 m the value determined by
linear interpolation between 0.5 % and 0 % are applied
:;: 3' : The ex pected 0 i lou tf low I'; her e 0 i lou t flo w equa 1 to 1~; 0 f the
volume of the breached cargo tank for ruptured \Jidth of 2
meters and above. 0.5 % of that for ruptured width of 2 meters
and 0 %of that for ruptured width of 0 meter is considered due
to initial exchange loss (This is not include in Total)
For ruptured width between 2 m and 0 m the value determined by
linear interpolation betl'ieen 0.5 % and 0 % are applied

- 33 -
Table 3' Comparison of expcc,8d OJ] outiJOk uc,l,een douLJlt~ hu!: ::l](i ~;Ici dcCl:
tankers

TV PE: 150, 000 Dl~l tanker

OiL UUI" rLUlJ Cd
Involve Tidal
Speed -ment loss DOUBLE HULL \·110 DECI(
of
(kt) L. BHD (m) q ~:3 1nit i a J ~:2' :-{:3 ' In it i a I
Tota.l ex. loss Total e::. loss

0 460 23 G58 257

I
no 2 460 23 G58 - 257
I -,
~

6 1. 046 23 65'· 257

15
0 758 37 543 212
yes 2 758 37 543 212

6 1. 732 37 543 212

0 63 3 271 106
no 2 63 'l
u 271 106
'Jr).
6 144 3 G ( 1 106
7.5
0 63 'l
200 7S
J
I
I
yes 2 63 3 200 I 78
I
6 145 I 'j
J 200 I
78
I I
i

q , ~: 3 : , e f e ~ toT a ~ 1e 1

*2': !f!c!u510n of the expected outflo',\ I-.'here Gil ou~IILJ\.1 eC,ual to

01:
1 % of the total volume of uppe, a.nd lower cargo tanl:s lor
ruptured width of 2 meters and above, 0.5 % of th.:tt for ruptured
width of 2 meters and 0 %of that for ruptured ~idth of 0 meter
IS considered due to dynamic effect
For r~ptured width between 2 m and 0 m the Value determined by
linear interpolat ion betl-!een 0.5 % and 0 % are appl ied

:!:3': The expected oil outfiol-! '.here oil outflO\~ equal LO l~; of the
volume of the breached cargo tank for ruptured \,'idth of 2
meters and above. 0.5 % of that for ruptured \'ildlh of 2 meters
and G %of that for ruptured widt~ of 0 meter is considered d~2
to InItial e~:change loss (This is not ilJcluj(O In Total)
For r U p t u I' ed wid t h bet Ive en 2 m 3. 11 d 0 rn t 11 e \' a Iue det er mi Ii E: d by
I in22r interpolation betl-Ieen 0.5 J; end 0 % are appJ ied
Table 4' Comparison of expected oil outflo\'.' between double hull and mId decl:
tankers

TYPE: 280.000 DWT ianker

OIL oU'( rLOlJ :u
Involve Tidal
Speed -ment loss DOUBLE HULL i·j t D D[CIC
of
(kt) L.BHD (m) ;(:1 *3 Initial ~:2' ~:3)
Initial
Total ex. loss Total ex. loss

0 1. 317 91 752 233

no 2 1. 317 91 752 333

6 2, 817 91 752 333

15
0 2, 348 112 1. 447 641
yes 2 2,625 112 1. 447 641

6 4,704 112 1, 447 641

0 736 47 370 164
no 2 736 47 370 164
6 1, 578 47 370 164
7.5
0 878 40 622 275
yes 2 981 40 622 275
6 1, 761 40 622 275

*1. *3 : refer to Table 1

*2': Inclusion of the expected oil OUtflOh' where oil outflo\v equal to
1 %of the total volume of upper and lower cargo tanks for
ruptured width of 2 meters and above, 0.5 % of th<:'L for ru~tured
width of 2 meters and 0 %of that for ruptured width of 0 meter
is considered due to dynamic effect
For iuptured width between 2 m and 0 m the value determined by
linear interpolation between 0.5 % and 0 % are upplied
*3': The expected oil outf low where oi I oulf lo\·} equa 1 to I ~ of the
volume of the breached cargo tank for ruptured width of 2
meters and above, 0.5 %of that for ruptured width of 2 meters
and 0 %of that for ruptured width of 0 mete! is considered due
to initial exchange loss (This is not include in Total)
For ruptured width between 2 m and 0 m the value determined by
linear interpolation between 0.5 % and 0 % are applied

- 35 -
 ~dJ -L~-
TYPE: 40, 000 O\'IT

. ShIp speed = 15 l<t

.i
'--'-~. (}--{,~:-../
Oil DH 010 1-10
(LBKD) (LBHD)
Double bollo~ lype 11id deck type
. .- .. -
0.0852 0.0757

- :. . - · . . . . . . ..
-~ . :. : :......... . .
.
. ,
, .
. ..,'
..
. , . . '
. , .
"
. .
..,
.
,
..
. , . ,
.

. - .. -
~
,

·
~ - . - . . . .. _
.,
.

-:
,

- :
.;. . ..
I

. ... . .
.
•

.,,
,
I
. .
.

. ,,.
. ,

.
. , ..
. ,, .
.
. ,
, .
. , '
. . ,
.
. ,
. .., . ,
......................................................................... _ ... -

- ~ .. . .. . .. . . : ..
··· .'
.

0.000 I l
DH MD DH MD DH MD DH MD DH MD DH MO
(LBHD) (LBHD) (LBHD) (LBHD) (Ll3HO) (LBHD)

Tidal Loss 0 m Tidal Loss 2 m ~ Tidal Loss 6 m

NOTE
OK : Double bottom type
MO : Mid deck type
DK (LBHO) Double bottom type, damage involving L. BHD
MD (LBHD) : Mid deck type, damage involving L. BHD

Fig. 24 Com par i son 0 f 0 i lou tf low to D. W. T bet \~ eend 0 ubi e hu I I and mid deck tan!< er s
(40,OOODViT, 15kt)

- 36 -
 TYPB: 40, 000 DWT
. Ship speed = 7.5 kt

0.0187 0.0332
0.030

· .
0.025 •• a ..

···
• :. _ ~ ' " • _ • ~ _

.
.: • • • • • • • • • :.

..
• • • • • • •••••••• • ••••

..,
···
,
.. ..
E- ·
· . ... ..
.
0.020 ..... ...
; ~ ...... .
"
; : ; - _. . - . .. .. . .. - .
=== . .
Cl .
.. . ' "
' "
' "
........ ."
.. .
.
' "
' "
.
..
. .
' "
' "

-... .. . .. . .. .
3: ' "
. .. . .. .. .. . . . .. .. . .. . _. . --. -
0
...... 0.015 .. .. -" ~ .
.....
:::J
0

.....: · ;. _ :._ "> -;

0.010 . . . 0 •••••••• '" ..

a .
,. . ' "
' "
··. .
• • • •

. ..
I

·.,
. ' "
.
.. ' "
. .
0.005 .................................................
· -

...
..

····· ...
·· ..
0.000 l
DH MD DH MD DH MD DH MD DH MD DH MD
(LBHD) (LBHD) (LBHD) (LBHD) (LBHD) (LBHD)

Tidal Loss 0 m ...

~

Tidal Loss 2 m
i- Tidal Loss 6 m

NOTE
DH : Double bottom type
hiD : Mid deck type
OK (LBHD) Double bottom type, damage involving L.BHD
MD (LBHD) : Mid deck type, damage involving L. BHD

Fig.25 Comparison of oil outflow to "D.W.T between double hull and mid deck tankers
(40,OOODWT, 7.5kt)

- 37 -
 o~rr Irl I
UJ
TYP2: 98, 000

U=-'L~~jJ
I

. Ship speed = 15 kl
011 Oil MOMo'
(LBIIO) (LBIID)
Double bollom lype 1·lid deck lype

0.030

· -.. . . . . . . .. _....... . -: :. . . . . . . .. . - . . . . .. . .
0.025 ~ ~ ~

· . -. .: .: - .;
~ 0.020 .
. ,.. ....
- ~ - - ,

. .
. . ,
--
,
:- . - . . . . .. ." - - .- -' .

. , . . ' '
= .
..
. ,
.
.
. .
.
.
. ,
,
"- .
. .
.- . -- -.
. .'
.
, . '
· ._ - _. _. - --. . . . . .. .. .' _.
is 0.015 '

.... . -:- .... - ... ;- ..... _.

0.010 . .

0.005 .~.
~
0.000
MD DH ~m
(LBHD) (LBHD)
I

DH MD
I I

Dll
(LBBO) (LB}
M~D) I DH MD DH MD
(LBBO) (LBBO)
I

Tidal Loss 0 m ~ Tidal Los's 2 m ::-,~ Tidal Loss 6 m

NOTE
DH : Double bottom type
MD : Mid deck type
OK (LBHD) "Double boltcrn type, damage i;lVolvine L.BHD
MD (LBHD) -; I,~id deck type, damage' involving L. BHD

Fig.26 Cornparisof1 of oil outflol'i to D.\":.T beti-ieen double hull and mid deck tankers
(98, 0000i'; T, 15k t )

- 38 -
 TYPE: 98, 000 mrr
. Ship speed = 7.5 I<t

0.030

0.025 · .. -. ~ ; _. . _. . : : - .. .,. - . . .. . : .
·· . .
·· ... ...
· . .
(--

..... : · ~ ~ ~
~ 0.020 .
\ __ . : . ., .
··· .
.. ... .
..
·· .. ... ..,
·· ..
.........
· .
· .. - . ..
5 0.015 · ~ -:.. - . . . .. .. . .. -. -.. .. -. . . .. - ..: - :. . -- .
·· . .. ..
··· . ...
I • • •

... ..
"

· .. .
· ··
:
..
----. . .. _....... . -:· .:-. . . . . . . .. - .. ..
0.010 ··
- ~

.. . ..,
.- . .;._- ..
o · .. ..
··· ..
.
.. ..
.
·
• • • I
I

.
• •

. •

0.005

0.000 I I I
hiD DH MD MD DH MD DH MD DH MD
(LBlID) (LBHD) (LBHD) (LSHD) (LBHD) (LBHD)

Tidal Loss 0 m , - Tidal Loss 2 m Tidal Loss 6 m

NOTE
DH: Double bottom type
~D : Mid deck type
DH (LBHD) Daub lebo t tom type, damage i nvo I vi ng L. 3HD
~lD (LBHD) : Mid deck type. damage involving L. BHD

Fig. 27 Com par i son a f oil 0 u tf low taD. W. T bet \~ eend aubI e hu J 1 it nd In i d deck tan I< er s
(98,OOODWT, 7.51,t)

- 39 -
 l
TYPE: 150,000 mrr
. Ship speed = 15 kt
oH 011 ~'J) I.ID
(L8I1o) (LBMo)
Double bollom lype /.lid dec\< lype

0.030

· '; :
.
':' --. ~ -
.
.
0.025 .
~

,
~ , . - ." . - . . . . .. . ~ ~

.
. . "

..
"
"

E-
.
::
.
,
: :
"
"

3=
0.020 · ~ --- ; . . . . . . .. . ;.. - ; - - .:. . . . . . . .. . ~ ~ - ~ -.
..
. . , .
., I .. . . ,
' "
Cl . ' " . . ,
......... ..
• • '
' "
"
.
•
. , I •

:.
. : : :
: . :
. :
. :
. :
,
3::
~
0
0.015 · --...
~
.-: - . _ ~ .. : :. . . . . .. . .. . -. . ~ .-
. ~
, .~ .. -..
"-
...... :: : : : : : :
:
..: : .
. : :
. :,
. ::
.
;:l
0 ..
::
' "
: : :
. ,
: :
:::.0.010 • ••• _:• • • • • • • • • ;• • • 0,- •• •• • •• _ .... , • • • • • • • • •:

·· . .
• • • • • • • • •:-

.
~ ~ ~ • ~ • _ -:_ ~ ~ • ~ ~ • •• • ••••• ~. • •••••••

..
~ • _ •••

..
Cl .
: : .
···· ....
· .
. 0.005

0.000 I I I I

DH MD DH MD DH MD DH MD DH MD DH hiD
(LBHD) (LBHD) (LBHD) (LBHD) (LBHD) (LBHD)

Tidal Loss 0 m ~ Tidal Loss 2 m Tidal Loss 6 IT'

NOTE
DH : Double bottom type
MD : Mid deck type
DH (LBHD) Double bottom type, darr.age involving L. BIID
MD (LBHD) : Mid deck type, damage involving L. BHD

Fig.28 Compar:son of oil outflow to D.W.T between double hull and mid deck tankers
050, ooOD\'iT , 15kt)

- 40 -
 TYPE: 150. 000 D\tff
. Sh i p speed = 7. S k t

0.030

..... .. -;
. . . . . . .. . .. . :
..: :- :.................
.
:
0.025 ~ .. ;
·· .
.. ..

·· ...
··· ...
~
........ .. :-" . . . . . .. .
· . . . . . .. .
~ 0.020 . .
~ ~

. .
-:
.
;-
"
; ~ .. -
..: ..

"
:: : : : : : :
. "
. ...
."
.
.......................................................................... -_ --.
5 0.015 o. . . . . , -- -
..
.
··· ...
·· .,
·
I • • • • • •

..-. ........: :· " , . ,

; < .; : ;. .
...... 0.010 . . .
~

..
.
..
. . ...
..
I

. .
.
. • • •

.
• •
...
•

.
0.005

0.000 .I ..
DH MD DH MD DH MD DH MD DH MD DH MD
(LBHD) (LBHD) (LBHD) (LBHD) (LBHD) (LBHDl

Tidal Loss nm~ Tidal Loss 2 m Tidal Loss 6 m

NOTE
DH : Double bottom type
MD : Mid deck type
DH (LBHD) Double bottom type, damage involving L. BHD
MD (LBHD) : Mid deck type. damage involving L. BHO

Fig.29 Comparison of oil outflow to D.W. T between double hull and mid deck tankers
(150, 000DWT,7. SkU

- 41 -
 .-
TYPE: 280,000 01\1'

. Ship speed = 15 kt
l .. ~~
011
(LBIIO)
Olt
J-+~L.-/
11,0
(LBIID)
flO

Double bollofll lype I·:id dec\( lype

0.030

0.025 ~ ; ~ . . . . . . .. . : .: :-........ . :. - . . . . .. . - ..; .

.. " . .
. ,
. .,
, ' .
" .
.
'
'
' .
.
"
" ..., . .
' .
Eo-
:: ::: ::
0.020 .... . ; ;. . . . . . . _. . - -;-; - - . - ;- _. . - ~ -. . .. . - -: .
:=:: "
"
.
. .
, ,
. "
"
. . .
.
. .
. ,
" "
Cl " "
"
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3:
0 0.015 ...................... - _. " - ••• " •••••••• __ •••• _ •• _0 ••••••• • • • • • ••••• _ _ .

'-
.....
::J
0
0.010 ..... : : :.. -- :- .; .
" , .
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" . ,
Cl .,
"
" ..
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..
, .
.
"
" .,
0.005

0.000 I l I I
DH DK MO DH MD DIl MD DH MD OH MO
(LBHD) (LBHD) (LBHD) (LBHO) (LBHD) (LBHO)

Tidal Loss 0 m Tidal Loss 2 m T- Tidal Loss 6 m

NOTE
OH : Double bottom type
MD : Mid deck type
DH (LBHO) Double bottom type, damage involving L. BHO
hiD (LBHD) : Mid deck type, damage involving L. SHD

Fig.30 Comparison of oil outflow to D.W.T between double hull and mid deck tankers
(280, OOOD~IT, 15kt)

- 42 -
 TYPE: 280. 000 OWl'

. Ship speed = 7. S kt

0.030

· •
. ,r • • I
.•
. •

0.025 . . . . • "I"
. ..
r

.
, • "0'
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...
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.
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··· .
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.•... · . . ..•.•..•. -.....•...
Eo-
0.020 •••..••. -: .•...... < - ;- .•... - .. - .
···,· . .
~ ~ ~ ~.- ~ :.~
3:
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Cl ..
.
..
.
. ... ...
.......... ··
·
.
.
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3:
0.015 .. •
. . . . . .. .. .
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.... ·· . . . . . .
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• • • • I • • • •

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.
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0
...... . :
· . . -.. --.. .. :- .. - . - .. -; .. - - .. - .. - . - - - . - -. . .. . .. .
0.010 · ~
.
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.
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.
.
. ... ...
· . . .
0.005 ··
............................. ...
.. ..
-

· " I

. •

0.000 I

DH MD DH MD DH MD DH MD DH MD DH MD
(LBHD) (LBHD) (LBHD) (LBHD) (LBHD) (LBHD)

Tidal Loss 0 m Tidal Loss 2 m 1- Tidal Loss 6 m

NOTE
DH : Double bottom type
MD : Mid deck type
DH (LBHD) Double bottom type, damage involving L. BHD
MD (LBHD) : /vii d deck type, damage invo I ving L. BHD

Fig.31 Comparison of oil outflow to D.W. T between double hull and mid deck tankers
(280,000DWT, 7. SkU

- 43 -
 ~JJ
TYPE: 40, 000 D~T

. Ship speed = 15 kt
OM OH MO IoiO
(LBHO) (LBHO)
Double bottoro type Mid deck type
n.0806 0.0713
0.030

. ,,..
.... .. "', . .. · ..
·"0·····
'," -'",- .- .
0.025 "
.
.,
, .
..
. .,
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;
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,;. . - . .
E- 0.020 .
.,
. . . ,
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-

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,
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......... ·
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.............................. . . . . .- - ~ -.
0.015 ·· .
,

.. ... .. .. ..
...
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.
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0
·· .. . .. ., ..
...... ·· .'
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...... " . '

. ' "'
::l
·0 0.010
......
-<

0.005

0.000
DH MD DH MD DH MD DH MD DH MD DH MD
(LBHD) (LBHD) (LBHD) (LBHD) (LBHD) (LBHD)

Tidal Loss 0 m-~:.--- Tidal Loss 2 m -~- Tidal Loss 6 m

NOTE
DH : Double bottom type
MD : Mid deck type
DH (LBHD) Double bottom type, damage involving L.BHD
MD (LBHD) : Mid deck type, damage involving L. BHD

Fig.24' Comparison of oil outflow to D.W.T between double hull and mid deck tankers,
considering the effect of rupture width on oil outflow due to dyhamic effects
(40,000DWT, 15kt)

- 44 -
 TYPE: 40. 000 DWT
·Ship speed = 7.5 kt

0.0457 0.0312
0.030

........ '"·:
. .: .
.. . .. .. '".;" :". .; .
: '.
0.025 ··· .
~ ~ '":
.. ' "
. . . .. ..
· .
..
.
. .
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··
.
•

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I

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..
.. . . . .

0.020 ........ -:- -: : -:-

...
~ ~ ~ ~ ~ ..
. . .. . .
....... ..... ... . ..
, . . ..
··
E-o ..
:3:
..
", .. ,
..., ...
. .

·· ....
.. ..
..
Cl •
.
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.. .. • I
..,.
. . , ..

'"a 0.015 ......... ~ : : ; .: ~ :.. l"~

.,
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3:
--<
......
+J
......... : . :
.;. :- : . ....... ~ ..........
~
0.010 . ..
~ ~ ~
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a ,
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a • • I
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. . . . .,
. .. . . . ..- . _ _ - .. - .
0.005 .
~ ~

.
.
~

0.000 . .
DH MD DH MD DH MO DH MO DH MO DH MD
(LBHD) (LBHD) (LBHO) (LBHD) (LBHD) (LBHO)

Tidal Loss 0 m ---~--- Tidal Loss 2 m Tidal Loss 6 m

NOTE
DH : Double bottom type
MO : Mid deck type
DH (LBHD) Double bottom type, damage involving L.BHO
MO (LBBO) : Mid deck type, damage involving L. BHO

Fig.25' Comparison of oil outflow to D.W.T between double hull and mid deck tankers,
considering the effect of rupture width on oil outflow due to dynamjc effects
(40.000DWT. 7..5kt)

- 45 -
 TYPE: 98, 000 OW]'

. Ship speed = 15 kt
011
(LBIIo)
011 Mirto
(LBUo)
Double bottom type ~lid deck type

0.030

· :-' -.. .:
0.025 ...... ~
· . .. .. .. .. .. .
~ .. ~ ~ :
. . - - - .. - ". . .
,
·· .. ,
.. ..,
. .. " . ,
..
·, . ..
• • I •

- "
:- .. . .. . . .. -- -..: ' "
; - <- .. .. . . --. . . . . .
e- 0.020 . .
~ ~

. . . . .
~

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...
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,

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, . •
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"- :: : : : :
..................................................................................... -- _ -.. -
:
0.015 . .· . . . . .
.
3=
0
--<
··· "
, . . "
' "

..
...... ··, .
. , .. . ". .. .
.......
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0 0.010
......
--<

Cl

0.005

0.000 I .
DH MD DH MD DH MD DH MD DH MD DH MD
(WHO) (LBHD) (LBBD) (LBHD) (LBHD) (LBHD)

Tidal Loss 0 m ---~--- Tidal Loss 2 m ---~--- Tidal Loss 6 m

NOTE
DH : Double bottom type
MD : Mid deck type
DH (LBHO) Double bottom type, damage involving L. BHO
MD (LBHO) : Mid deck type, damage involving L. BHD

Fig.26' Comparison of oil outflow to D.W. T between double hull and mid deck tankers,
considering the effect of rupture width on oil outflow due to dynamic effects
(98,OOOOWT. 15kt)

- 46 -
 TYPE: 98, 000 D~T

. Ship speed = 7.5 kt

0.030
. . . : -:.
.
0.025 .~
.
. .
.
:
~ ~ ~

" "
- ;
.... ..
~ ..

.. .,.. " " .

.. ....
•

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I •

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•

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•

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.
•

•
•
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:: : : : : : :
0.020 -

.
...
.
:- '·0 .. ~ .. .. .. .. .. .. •

'...
_:. _ _ . : .. __ ;_ ............. • ~ .. .. .. .. .. .. .. .. _ ~

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..,
E-
.
... ...
3;
.
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" " ...
0 .
.. ..,. .
. --..
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.......... - "
_ .

3:
0.015 ..

0
'+-
.......
....... .. :
. .. . . . . . -: :- :. .. .. .. . . .. ..
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0 0.010 ..
"
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....
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;
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...
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0.005 ..... ...

-. .
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- .. _ ..
....
;,
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..
"
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. .
I . • I •
" I . I •

0.000 I
DH MD DH MD DH MD DH MD DH MD DH MD
(LBHD) (LBHD) (LBHD) (LBHD) (LBBD) (LBHD)

Tidal Loss 0 m - - ' * E - - Tid a1 Loss 2 m --7t<i;-- Tidal Loss 6 m

NOTE
DH : Double bottom type
MD : Mid deck type
DH (LBHD) Double bottom type,· damage involving L. BHD
MD (LBHD) : Mid deck type, damage involving L. BHD

Fig.27 ' Comparison of oil outflow to D.W.T between double hull and mid deck tankers,
considering the effect of rupture width on oil outflow due to dynamic effects
(98,OOODWT, 7.5kt)

- 47 -
 TYPE: 150, 000 OWl 7

. Ship speed = 15 kt
'-----t;1<J-{}~ '--.L_-I~.~L.-/
OK OK 1-10 I>'Jl
(LBUD) (LBHO)
Double bottoro -type Mid deck type

0.030

..:.•........ -.... ....•... _ -..:......•..: ..>.•• - .........•...... ;.•..

• • I "

0.025 ~~_ ~ ~ ~ a ••• ~._ • • • • • • ..: • • • • •

.
:
..
.
: :::: :::
"
..
. . "
"
"
. •

. •

.. .. . .. . . .
• • • •

.. . .. .. .. ..
I

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.

e- 0.020 ....... .. ;
... .
- ~ .. ; ; -; ~ ..
.
~

..
' "
.
~ ; ..

3=
"
" . ,
' "
0 . •
. •
....
• I • • '
' "
"

.........
0.015
: :: .. .. .. . .. ..
......... ~ _
::
-:- : :
.. :- .. .. .. . .. . .. .. .. . .. ..
- ~ . ::: ~ .
3: · . . .
·· .. .. ..
I • • •
0
4-
· .
• • I •

.......
::J
...... ..:
•

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I

>
.
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--:
. -.;.. _... . . .. . .......:.....
0 0.010 .
. .
..
~ !
...
-
......
...... ··· .... .. .
. .
. .
a ··· ... ..
.
. .
. ...
· . .. .
... ..
0.005

0.000
DH MD DH MD DH MD DH MD DH MD
I
DH MD
n I

(LBRD) (LBHD) (LBHD) (LBHD) (LBHD) (LBHD)

Tidal Loss 0 m ---~--- Tidal Loss 2 m ---~>.~'~--- Tidal Loss 6 m

1'-

NOTE
DH : Double bottom type
MD : Mid deck type
DH (LBHD) Double bottom type, damage involving L. BHD
MD (LBHD) : Mid deck type, damage involving L. BHD

Fig.28' Comparison of oil outflow to D.W. T between double hull and mid deck tankers,
considering the effect of rupture width on oil outflow due to dynamic effects
(l50,000DWT, 15kt)

- 48 -
 TYPE: 150, 000 DWT
. Ship speed = 7.5 kt

0.030

.... : :· . .
0.025 ··· ~ -.. .. . ..
.:
: : ; .. .. .. .. ..
..: ..
. "
. ..
···· ..
.
..........
... , : . .
:- :-
:
:.-
E- 0.020 ..,
~ ~................ . "
. .:- ,-:..... .
,
..
: : :
. .:
. .:, :..
3: .,....
....
..., .
0
.........
..
. .
...
.,
. ..., ......
0.015 . - .
3:
0
......
...... . . .. .. .. . .. .
........ .. : : :-
.
:- :. .. .. .. .. .. ..
::l
0.010 ...
~ ~ .. ..
.
-: .

-
0
....
...... . .,
. . ..
.
..
.
0
..
•
• •
..
..
0
I
0
..
0
o 0 0 • 0
o 0 0 0 •

0.005
• 0 0_ 0 • •
'O'O.'O'O 'O'O .. 'O .. 'O . . 'O'O .. 'O.'O .. 'O 'O'O'O 'O . . 'O 'O" 'O~ .. 'O'O'O'O'O'O -..'O .. 'O'O .'O'O 'O'O'O .. 'O'O'O 'O 'O 'O 'O .. 'O .. _ ' O . ' O " "
• • I . . 0 •

:: : : : :
°
o.
...
.°
I
•

.
• 0

.
•

0.000 . . . . I. .
DH MD DH MD DH MD DR MD DH MD DR MD
(LBHD) (LBRD) (LBRD) (LBHD) (LBRD) (LBHD)

Tidal Loss 0 m - ? ! E - - Tidal Loss 2 m -~- Tidal Loss 6 m

NOTE
DR : Double bottom type
MD : Mid deck type
DR (LBHD) Double bottom type, damage involving L.BHD
MD (LBHD) : Mid deck type. damage involving L. SHD

Fig.29' Comparison of oil outflow to D.W.T between double hull and mid deck tankers,
considering the effect of rupture width on oil outflow due to dynamic effects
(1S0.000DWT, 7. Skt)

- 49 -
 TYPE: 280. 000 D~rr /' "-

. Ship speed = 15 kl
"- /
l--{) ,~
OK 011 /olD /,\0
(LBIIO) (LBIID)
Double bollom lype Mid deck lype

0.030

. ,, .
0.025 ............... ,
, . . " - - ,' "" .

. ,
...... :--
. .: : :. . . . . . .. . .. .. .. .. . . .
,
.
e-- 0.020 "
~ .. .. .. .. . .. .. ~

.,.. ' .
~

' .
.;
3: .
.
. ,
,
. ' .
0 .
. ,
, ' .
' .

"'""- .
..
.

, ,

, . , .
• I . , '
"
"
"
.

3: 0.015 ..................................................................................... - .
0
"-
.....
~ , .
0
0.010 ....... . ; :- . .. . .. .. .. . ~ ; : :. .. .. . .. .. .. .. .
. , ...,
-<
.......
I '
. ,
., .
. "
.. .,
,
0 . ,
" ..
I "
.
.
0.005'
.
.,
.

,
,

.
I •

0.000
DH MD DH MD DH MD DH MD DH MD DH MD
(LBHD) (LBHD) (LBHD) (LEHD) (LEHD) (LBHD)

Tidal Loss 0 m ---~)I~<--- TidJI Loss 2 m Tidal Loss 6 m

NOTE
DH : Double bottom type
MD : Mid deck type
DH (LBHD) Double bottom type, dama~e involving L.BHD
MD (LBHD) : Mid deck type, damage involving L. BHD

Fig.30' Comparison of oil outflow to D.W.T between double hull and mid deck tankers,
considering the effect of rupture width on oil outflow d~e to dynamic effects
(280,000OViT, 15kt)

- 50 -
 TYPB: 280, 000 DWT
. Ship speed = 7.5 kt

0.030

..... "
i........ . j : j' ........ . . .
0.025 ~ ~ ~

· ' , . ,
...
··· . . .
• I . ' •
.
...,,
~
· ~ ••••
. . .
";0'" .
E- 0.020 • a •••

"
...... • , .; • •• • .. _ . . . . . _:_ .. . . . . . . • •; _;_ •• .. _ • ...........

..
..
"
:3: "
"

~ ~ : ~ ~ ~ :
Q

.........
3:
0.015 ··..·t········!········ ········f········1···..···1·········(······· ········1·····
..!....,.,.:.. .........,
0
:: : : : : :
.....,
'-
:: :::: :
:::J
0 0.010
Cl

0.005 . . . ..
............................................................................................
"

."" "
""

0.000
DH MD

Tidal Loss 0 m
DH MD
(LBHD) (LBHD)
DH MD

Tidal Loss 2 m
(LBHD)
DH (LBHD):L I
MD DH

Tidal Loss 6 m
MD
(LBHD) (LBHD)
I.

NOTE
DH : Double bottom type
MD : Mid deck type
DH (LBHD) Double bottom type, damage involving L. BHD
MD (LBHD) : Mid deck type, damage involving L. BHD

Fig.31' Comparison of oil outflow to D. W. T between double hull and mid deck tankers,
considering the effect of rupture width on oiL outflow due to dynamic effects
(280,OOODWT, 7.5kt)

- 51 -
 r-----------,
· Ship speed = 15.0 kt
· Current = 3.5 l<t
· Tid a I f a J J = 2. 0 nj

(a) Damage not involving L. fillD

0.03

0.025 ....... -: :- ; ; : .
· ...
··
.
. .
, ..
f- ··· ..
.
. '
. ,
.
.,. ...
3= · · ... .
..
. .
,
....
0.02 ...... ..: '" . :-............ . ;. . . . .. . - .;- .
...
~
c::l
··· .
. .
. , . ..
......... ··· ... .
. .
. ...
. .
. ,
. .
3:
0
··
....... .:
.
:..
.
:
..: ..
:.
0.015 .
'-
.......
:;:J
0
.................... : : :
0.01 . ,
. , ..
.

<=)

0.005

0
DH MD DH MD DH MD DH MD
(40,000DWT) (98,000DWT) (l50,OOOD\JiT) (280,OOOD\yT)

(b) Damage involving L.BHD

0.03

....... .:
· . . .:
0.025 ·· ;
... ..; .. .;
.: .,:
.. ;
... ...
.

··· . ... ... .

· .. .. .. ... ...
. ..
f-
·· .. ... .
.. .. .. ...
3=
· . ..: . . . .. ..
0.02 ;
·· ..
.
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~ . :-
.
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,.
~. . :
.:
.
.

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c::l
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......... ··· .
. .
.
.
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. .
, .
.§ 0.015 · .; : . . . .. . :. ~. . . . .. . ~ .;. . . . .. . : :. .
'-
:;:J
0
0.01 · . .. . . ..·:. .. . . . . . . . . . . . ... . . . . . . . . . .;.. . . . .. . . . . . . ..
~ ~ .... .. .:' ... . . ..... . . ':' ..... .... . . . . . . . . .
~ .~. . . . . .. .

D~nn
<=)

0.005

0 I

DH )·m DH hiD DH MD DH MD
(40, 00 OD;·iT) (98,000D\'iT) 050, 000DIn ) (280, 000DVIT)

Fi g. 32

- 52 -
 · Ship speed:; 7.5 kt
· Current :; 3.5 kt
· Tidal fall = 2.0 m

(a) Damage not involving L.BHD

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(40,000DWn (98-,000DWn (150,000DWn (280,000DWn

(b) Damage involving L.BHD

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OH MD DH biD OH MD OH MO
(40, OOODWT) (98, OOOOWT) (150,000DWT) (280,0000WT)

Fig.33

- 53 -
 · Ship speed = 15.0 J<t *The effect of rupture width on oil outflow
· Current = 3.5 kt due to dynamic effects considered
· Tidal fall = 2.0 m

(a) Damage not involving L.BHD

0.03
. . , , . . . .
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a
DH MD DH MD OH MD OH MO
(40,000DWT) (98,OOOD\\'T) (l50,OOOOWT) (280,0000WT)

(b) Damage involving L.BHD

0.03 · . . .' I " . ., . .,

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0.005

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DH MO .OH MO DH MD DB MD
(40,0000WT) (98, 00 ODIn) (l50,OOOD\VT) (280,0000/,VI)

Fig.32'

- 54 -
 · Ship speed = 7.5 kt *The effect of rupture width on oil outflow
· Current = 3.5 kt due to dynamic effects considered
· Tidal fall = 2.0 m

(a) Damage not involving L.BHO

0.03

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DH MD DH MD OH MD OH MD
(40,0000wn (98,OOODWT) 050.000DWT) (280,000DWT)

(b) Damage involving L.BHD

0.03

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DH MD DH MD OH MD OH MD
(40,000DViT) (98,0000WT) (150,000DlH) (280,0000WT)

Fig.33'

- 55 -
r
I
I
 APPENDIX V Rule and Guidance for Hull Construction and Equipment of Tankers
(1) Rule for Hull Construction and Equipment of Tankers
29.1 General
29.1.1 Application
1 The construction and equipment of ships intended to
be registered and classed as "tanker" and intended to car-
ry crude oil, petroleum products having a vapour pressure
(absolute pressure) less than 0.28 MPa at 37.8 DC or other
similar liquid cargoes in bulk are to be in accordance
with the requirements in this Chapter.
2 The construction, equipment and scantlings of ships in-
tended to carry liquid cargoes having a vapour pressure
(absolute pressure) less than 0.28 MPa at 37.8 DC in bulk
other than crude oil and petroleum products are to be the
satisfaction of the Society, having regard to the properties
of the cargoes to be carried.
3 The requirements in this Chapter are framed for
tankers with machinery aft having one or more longitudi-
nal bulkheads and single decks with double bottom or
with double hull structures or mid-deck.
4 In case where the construction differs from that speci-
fied in -3 and the requirements in this Chapter are consid-
ered to be not applicable, matters are to be determined as
deemed appropriate by the Society.
5 As regards matters not specifically provided for in this
Chapter, the general requirements for the construction
and equipment of steel ships are to be applied.
6 In addition to the requirements specified in -5, require-
ments in Chapter 14 in Part D, Chapter 4 in Part H, and
Chapter 3 and 5 in Part R as applicable according to
ship's size, navigating area and cargoes carried are to be
applied to ships specified in -1.
29.1.2 Location and Separation of Spaces
1 In cargo oil spaces, the standard arrangement of bulk-
heads is to be such that the interval between longitudinal
bulkheads or transverse bulkheads does not exceed
1.2VL (m).
2 Cofferdams are to be provided in accordance with the
following (1) to (3) :
(1) Cofferdams of air-tight construction with a suffi-
cient width for access are to be provided at fore and
aft terminations of cargo oil spaces and the space be-
tween cargo space and accommodation space. Where,
however, for oil tankers intended to carry cargo oil
having a flash point above 61 DC, the preceding re-
quirements may be suitably modified.
(2) Cofferdams specified in (1) may be used as pump
rooms.
(3) Fuel oil or ballast water tanks may be concurrently
used as the cofferdams to be provided between cargo
oil tanks and fuel oil or ballast water tanks, subject
to the approval by the Society.
3 Passageways leading to cargo areas ("Cargo Area"
specified in I.I.3M in Part R, hereafter the same in this
Chapter) are to be provided in accordance with the follow-
ing (1) through (4) :
(1) Access to cofferdams, ballast tanks, cargo oil tanks
and other spaces in the cargo area are to be direct
from the open deck and such as to ensure their com-
plete inspection. Access to double bottom spaces may
be through a cargo pump room, pump room, deep
cofferdam, pipe tunnel or similar compartments, sub-
ject to consideration of ventilation aspects.
(2) For access through horizontal openings, hatches or
manholes, the dimensions are to be sufficient to al-
low a person wearing a self-contained air breathing
apparatus and protective equipment to ascend or de-
scend any ladder without obstruction and also to
provide a clear opening to facilitate the hoisting of
an injured person from the bottom of the space. The
minimum clear opening is not to be less than 600
mm x 600 mm.
(3) For access through vertical openings, or manholes
providing passage through the length and breadth of
the space, the minimum clear opening should be not
less than 600 mm x 800 mm at a height of not more
than 600 mm from the bottom shell plating unless
gratings or other footholds are provided.
(4) For tankers with a deadweight tonnage of less than
5,000 tons, smaller dimensions of minimum clear
opening specified in (2) and (3) may be approved by
the Society in special circumstances, if the ability to
traverse such openings or to remove an injured per-
son can be proved to the satisfaction of the Society.
4 All areas, where cargo oil pumps and cargo oil piping
are provided, are to be segregated by an air-tight bulk-
head from areas where stoves, boilers, propelling machin-
ery, electric installations other than those of explo-
f
,.

sion-proof type in accordance with the requirements in 2 In case where scantlings of structural members are de-
4.2.5 and 4.3.3, Part H or machinery where source of igni- termined based upon direct strength calculations, the
tion is normally present. Where, however, for oil tankers specific members, loading conditions, scope of direct cal-
carrying cargo oil having a flash point above 61 "C, the re- culation and allowable stress levels are to be as deemed ap-
quirements may be suitably modified. propriate by the Society.
5 Ventilation inlets and outlets are to be arranged so as
to minimize the possibilities of vapours of cargoes being 29.4 Bulkhead Plating
admitted to an enclosed space containing a source of igni-
tion, or collecting in the vicinity of deck machinery and 29.4.1 Bulkhead Plating in Cargo Oil Tanks and
equipment which may constitute an ignition hazard. Espe- Deep Tanks
cially, openings of ventilation for machinery spaces are to 1 Thickness t of bulkhead plating is not to be less than
be situated as far afterwards apart from the cargo spaces the greatest of the values obtained from the following for-
as practicable. mula when h is substituted with h 1 , h 2 and h 3
6 Ullage openings, sighting ports ans tank cleaning open- t = C I C 2 SVh + 3.5 (mm)
ings are not to be arranged in enclosed spaces. where:
7 The arrangement of openings on the boundaries of su- S : Spacing of stiffeners (m).
perstructures and deck-houses are to be such as to mini- h : The following hl> h2 , and h 3 (m) for cargo oil
mize the possibility of accumulation of vapours of car- tanks :
goes. Due consideration in this regard is to be given for hI : Vertical distance from the lower edge of the
the openings in superstructures and deckhouses when the bulkhead plating under consideration to the top
ship is equipped with cargo piping to load or unload at of hatchway. For shell plating, a water head cor-
the stern. responding to the minimum draught amidship
dmin (m) under all operating conditions of the
29.2 Minimum Thickness ship may be deducted therefrom. The deductible
water head at the top of keel is to be d min , value
29.2.1 Minimum Thickness at point dmin above the top of keel, 0, and value
1 The thickness of structural members in cargo oil tanks at an intermediate point is to be obtained by lin-
and deep tanks such as bulkhead plating, floors, girders in- ear interpolation.
eluding struts and their end brackets is not to be less than h2 : As obtained from the following formula
the value determined from Table 29.1 according to the h 2 = 0.85 (hI + 6.h)
length of ship. where:
2 The thickness of structural members in cargo oil tanks f::!.h : Additional water head given by the follow-
and deep tanks is not to be less than 7 mm. ing formula :
16
6.h = L (it - 10) + 0.25 (b t - 10) (m)
29.3 Direct Strength Calculation
it : Tank length (m), 10, when less than 10
29.3.1 Direct Strength Calculation m.
1 Notwithstanding the requirements in this Chapter, bt : Tank breadth (m), 10, when less than 10
scantlings of structural members may be determined m.
based upon direct strength calculation. Where, however, h3 : As obtained from the following formula
this is not to be applied to the minimum thickness of plat- h3 = 0.3-IL
ing specified in 29.2 and the special requirements for cor-
rosion specified in 29.8.5, 29.8.6 and 29.8.7.

Table 29.1 Minimum Thickness

L and over 105 120 135 150 165 180 195 225 275 325 375
Less than 105 120 135 150 165 180 195 225 275 325 375
Thickness (mm) 8.0 8.5 9.0 9.5 10.0 10.5 11.0 11.5 12.0 12.5 13.0 13.5
 The following hI> h 2 , and h 3 (m) are to be applied to 0.78 for HT 32
deep tanks : 0.72 for HT 36
hI: Vertical distance from the lower edge of the 0: : Either 0:1 or 0:2 according to values of y.
bulkhead plating under consideration to the However, values of 0: are not to be less than 0:3.

mid-point between the point on tanktop and the when YB < Y

upper end of the overflow pipe. For shell plating, Y -YB
0:1 = 15.5fD--
a water head corresponding to the minimum Yo
draught amidship dmin (m) under all operating when Y ~ YB
conditions of the ship may be deducted
there-from. The deductible water head at the top
0:2 = 15.5fB (1- ~)
~)
of keel is to be dmin , value at point dmin above
the top of keel, 0, and value at an intermediate
0:3 = 11 ( 1 -
point is to be obtained by linear interpolation. f D, f B Ratios of section moduli of
h2 : As obtained from the following formula athwartship section on the basis of mild
h 2 = 0.85 (hI + 6.h) steel in accordance with the requirements of
6.h : As obtained from the formula to deter- Chapter 15 in Part C to actual section mod-
mine 6.h shown in the section explaining h2 uli of athwartship section concerning the
for cargo oil tanks. For L-type, V-type, etc. strength deck and bottom.
of tanks, 6.h is to be determined as deemed Y : Vertical distance from the top of keel to the
appropriate by the Society. lower edge of the bulkhead plating under
h3 Value obtained by multiplying 0.7 by vertical consideration (m).
distance from the lower edge of the bulkhead YB : Vertical distance from top of keel amid-
plating under consideration to the point 2.0 m ship to the horizontal neutral axis of the
above the top of overflow pipe. athwartship section of the hull (m).
01 : Coefficients determined according to values of L as Yo : Whichever is greater of values specified in
specified below : 15.2.3(5)(a) or (b) , Part C.
1.0, where L is 230 m and over. 11 Coefficient given by the following formulae.
1.07, where L is 400 m and over. For the intermediate values of L, 11 is to be
For intermediate values of L, C, are to be obtained obtained by linear interpolation.
by linear interpolation.
11 = ~ where L is 230 m and over.
O2 : 3.6VK, however, C2 for h, is to be obtained by the a
following formulae according to the type of bulkhead
and stiffening system : 11 = 10.5 where L is 400 m and over.
a
In the case of longitudinal bulkheads of the longitudinal
a VK when high tensile steels are used for
system
not less than 80% of side shell plating at the
O2 = 13.4 I K athwartship section amidships, and 1.0 for
V27.7 - o:K
other parts.
Where, however, values of O2 are not to be less than
b Horizontal distance from side shell plating
3.6VK . In the case of longitudinal bulkheads of the
to the outer end of the bulkhead plating un-
transverse system
der consideration (m).
O2 = 100 I K 2 In determining the thickness of longitudinal bulkhead
V767 - 0:2K2 plating, coefficient C2 for hi may be gradually reduced for
In the case of transverse bulkheads
the parts forward and afterward the midship part, and it
O2 = 3.6VK
may be taken as 3.6VK in calculations at end parts of
where :
the ship.
[(: Coefficient corresponding to material strength,
3 The thickness of shell and deck plating forming cargo
and is to be as given below
oil tanks or deep tanks is not to be less than a thickness
for MS
obtained through applying the requirements in -1 and -2. C1 : As specified in 29.4.1-1.
Cz : Coefficient given by the following formula
29.4.2 Swash Bulkheads K
1 Stiffeners and girders are to be of sufficient strength C z = 24 - O'.K
considering the size of tanks and opening ratios. where:
2 The thickness of bulkhead plating is not to be less K: As specified in 29.4.1-1.
than the value obtained from the following formula a. : a 1 or az as given below, whichever is greater.
t = 0.3SVK (£ + 150)
K: As specified in 29.4.1-1.
+ 3.5 (mm)
0'.1 = 15.5iB (1 - ~)
S : Spacing of stiffeners (m). Y: Vertical distance from the top of keel to the
3 In determining the thickness of swash bulkhead plat- longitudinals under consideration (m).
ing, sufficient consideration is to be given for buckling. 1B, YB: As specified in 29.4.1-1.
a2: Coefficient as given below determined by
29.4.3 Trunks values of L :
The thicknesses of trunk top and side plating are to be de-
az : ~ when L is not more than 230 m.
termined applying the requirements of 29.4.1 in addition a
to the requirements in Chapter 17.
az: 10.5 when L is more than 400 m.
a
29.S Longitudinals and Stiffeners
For intermediate values of L, the value of 0'.2 is
to be obtained by linear interpolation.
29.S.1 Longitudinals
a : .JK when high tensile steels are used in the
1 The section modulus Z of bottom longitudinals is not
athwartship sections of the midship hull for
to be less than the value obtained from the following for-
80% or more of side shell plating, and 1.0
mula:
for other cases.
Z = 100C1CZShZ z (cm 3 )
The section modulus, however, need not exceed that of
where :
bottom longitudinals specified in -1, but is not to be less
Z: Spacing of girders (m).
than the value obtained from the following formula
S : Spacing of longitudinals (m).
Z = 2.9K Vi Slz (cm 3 )
h : Distance from the longitudinals under consideration
3 For side longitudinals, sufficient consideration is to be
to the following point above top of keel (m).
given for fatigue strength.
d + 0.026£'
4 For the parts forward and afterward of the midship
£' : Length of ship (m).Where L
part, the scantlings of longitudinals may be gradually re-
exceeds 230 m, L' is to be taken as 230.
duced and at the end parts they may be reduced by 15%
C1 : As specified in 29.4.1-1.
of the value obtained from the requirements in -1 and -2.
C z : Coefficient given by the following formula
In no case, however, are the scantlings of longitudinals to
K
Cz = ."....,-----,---:-: be less than required in -1 and -2 for the part between a
24 -15.5iBK
point 0.15L from the fore end and the collision bulkhead.
IB and K: As specified in 29.4.1-1.
2 The section modulus Z of side longitudinals including
29.5.2 Bulkhead Stiffeners in Cargo Oil Tanks and
bilge longitudinals is not to be less than the value ob-
Deep Tanks
tained from the following formula
1 Section modulus Z of stiffeners is not to be less than
Z = 100C1 C ZShl 2 (cm 3 )
the value obtained from the following formula
where:
Z = 125C1 C 2 C 3 Shl z (cm 3 )
l, S : As specified in -1.
where:
h Distance from the longitudinals under consideration
S : Spacing of stiffeners (m).
to the following point above the top of keel (m).
h As specified in 29.4.1-i. Where, "the lower edge of
d + 0.038£'
the bulkhead plating under consideration" is to be
£': As specified in -1.
 construed as "the mid-point of the stiffener under
consideration" for vertical stiffeners and as "the stiff-
ener under consideration" for horizontal stiffeners.
And "side shell plating" is to be construed as "stiffen-
er attached to side shell plating".
l : Spacing of girders (m).
C1 : As specified in 29.4.1-1.
K, however, C2 for h l is to be in accordance with
18
the following
Values of C 2 for h l are to be as obtained from the fol-
lowing formulae according to the stiffening sys-
tem :
C2 : K for the longitudinal system, however,
24-aK
in no case is the value of C2 to be less than K.
18
K b = 69.6y!dJ (mm)
C2 : - for the transverse system or transverse bulk-
18
heads.
a, K : As specified in 29.4.1-1, however, "the lower
edge of the bulkhead plating under considera-
tion" and "the bulkhead plating under considera-
tion" are to be construed as "the stiffener under
consideration" in applying the requirements for
y and b.
C3 : As determined from Table 29.2 according to the fixi-
ty condition of stiffener ends :
2 In determining the section modulus of stiffeners at-
tached to bulkhead plating, coefficient C2 for h l may be
gradually reduced, and at the end parts C2 may be as
K/18.
29.5.3 Buckling Strength
1 Buckling strength of longitudinal frames, beams and
stiffeners is to be in accordance with the requirements (1)
to (3) below. In case where the Society specially considers
necessary according to the materials, scantlings, geome-
tries and the point of arrangement of these structural
members, detailed assessments may be required.
(1) Longitudinal beams, side longitudinals attached to
sheer strakes and longitudinal stiffeners attached to
the longitudinal bulkhead within O.ID from the
strength deck are to have a slenderness ratio not ex-
ceeding 60 at the midship part as far as practicable.
(2) As for flat bars used for longitudinal beams, frames
and stiffeners, the ratio of depth to thickness is not
to exceed 15.
(3) The full width of face plates of longitudinal beams,
frames and stiffeners is not to be less than that ob-
tained from the following formula
where:
do : Depth of web of longitudinal beam, frame or
stiffener (m).
l : Spacing of girders (m).
2 In case where assembled members, special shape steels
or flanged plates are used for frames, beams or stiffeners
in cargo oil tanks and deep tanks whose scantlings are
specified only in terms of section modulus, the thickness
of web is not to be less than that obtained from the fol-
lowing formula. In case where, however, the depth of web
is intended to be greater than the required level due to rea-
sons other than strength, it may be suitably modified.

Table 29.2 Value of C 3

One end
Another end Rigid fixity by Soft fixity by Supported by girders or Snip
bracket bracket lug-connection
Rigid fixity by bracket 0.70 1.15 0.85 1.30
Soft fixity by bracket 1.15 0.85 1.30 1.15
Supported by girders 1.50
or lug-connection 0.85 1.30 1.00
Snip 1.30 1.15 1.50 1.50
Notes:
1. Rigid fixity by bracket means the fixity in the connection between the double bottom plating
or comparable stiffeners within adjoining planes and brackets, or equivalent fixity (see
Fig.C13.1 (a) of the Rules).
2. Soft fixity by bracket means the fixity in the connection between beams, frames, etc., which are
crossing members, and brackets (see Fig.C13.1 (b) of the Rules).
 t = 15Kodo + 3.5 (mm) ferring to the structural types shown in following (1)
where: through (5) as the standard. However, in tankers without
do: Depth of web (m). partial loading conditions such as half-loading or alter-
K o : As specified below nate loading, the spacing of girders and floors in double
bottom and stringers and transverses in double side hull
Ko : ~ (3 1B + ~) for bottom longitudinals may be increased.
(1) The height of a double bottom at cargo oil spaces is
located not more than 0.25D above top of keel. not to be less than BI20 (m).
(2) The width of a double side hull is not to be less than
Ko : ~ (3 1D + ~) for deck longitudinals DI9 (m).
(3) In double bottoms at cargo oil spaces, girders are to
located not more than 0.25D below deck. be provided at a spacing not exceeding o.9v1T (m),
and floors are to be provided at a spacing not exceed-
Ko : J~ (3 + ~) for other structural members. ing o.55VB(m) or O.75v'I5(m), whichever is small-
er.
1B, 1D, K : As specified in 29.4.1-1. (4) In double side hull, stringers are to be provided at a
spacing not exceeding 1.1 v1T (m).
29.5.4 Other Precautions (5) Transverses in double side hull, cargo oil tanks and
The section modulus of longitudinal beams is not to be deep tanks are to be provided in line with floors in
less than that obtained through applying the requirements double bottoms.
of 10.3.3. The section modulus of bottom longitudinals, 3 For tankers less than 200 m in length except Type A,
side longitudinals and longitudinal beams in cargo oil Type C and Type D tankers, notwithstanding the require-
tanks or deep tanks is not to be less than that obtained ment in -1, the arrangement and the scantling of girders
through applying the requirements of 29.5.2. in the double bottom and double side hull are to be to the
satisfaction to the Society. However, the scantling of gird-
29.6 Girders ers in cargo oil tanks and deep tanks of these tankers may
be determined by applying requirements from 29.6.5 to
29.6.1 General 29.6.8.
1 The double bottom and double side hull structures
and the arrangements and scantlings of girders in cargo 29.6.2 Direct Strength Calculation of Girders
oil spaces are to be determined based upon direct strength The structural models, loads, allowable stress levels, etc.
calculation. for determining the arrangement of girders and 'scantlings
2 Notwithstanding the requirement in -1, the scantlings based upon direct strength calculation are to be as
of girders may be determined for tankers with L less than deemed appropriate by the Society.
200 m, specifically tankers with double bottom structures
having longitudinal bulkhead only on the centreline (see 29.6.3 Scantlings of Girders and Floors in Double
Type A specified in Fig. ClS.6, hereinafter referred to as Bottom
"Type A tankers" in this chapter), tankers with double 1 The thickness of centre girders and side girders in dou-
hull structures having no longitudinal bulkhead on the ble bottom is not to be less than the greatest of either of
centreline (see Type C specified in Fig. ClS.6, hereinafter the value t} specified in the following (1), 12 or t3 specified
referred to as "Type C tankers" in this chapter), and in the following (2). Where, however, the thickness of cen-
tankers with double hull structures having longitudinal tre girders of tankers having the longitudinal bulkhead on
bulkhead only on the centreline (see Type D specified in the centreline (Type A and Type D tankers) may be deter-
Fig. ClS.6, hereinafter referred to as "Type D tankers" in mined using only 13 ,

this chapter) in accordance with the requirements in (1) Not to be less than either of the thickness obtained
29.6.3 through 29.6.8. In this case, the arrangement of pri- by the following (a), (b) or (e) according to the type of
mary members in the double bottom, double side hull and tankers :
cargo oil tank at cargo tank area are to be determined re- (a) Type A tankers
The thickness obtained from the following for-
mula according to the each location in the cargo
oil tank :
where:
S : Distance between the centres of two adja-
cent spaces from side girder under considera-
tion to the adjacent girders or the inner end
of tank side brackets (m).
hB : the values obtained from the following for-
mulae, whichever is the greater
O.6d + O.026L (m)
hi - (d - O.026L) (m)
hi : Vertical distance from the top of the inner
bottom plating to the top of hatches (m).
do : Depth of side girder under consideration
(m).
d1 : Depth of opening at the point under consid-
eration (m). Where vertical webs attached
the transverse bulkhead are provided in the
cargo oil tank, openings in girders provided
within the range between the transverse
bulkhead and the inner end of bracket of the
lower vertical webs under consideration may
be omitted except when the Society consid-
ers it to be necessary.
x: Longitudinal distance between the centre of
IT of each cargo oil tank and the point un-
der consideration (m). Where vertical webs
attached the transverse bulkhead are provid-
ed in the cargo oil tank, x may be calculated
as the distance up to the inner end of the
bracket attached the lower vertical webs.
And where x is under 0.25 IT, x is to be tak-
en as 0.25 IT'
IT : Length of the cargo oil tank under con-
sideration (m).
C1 Coefficient obtained from Table C29.3 de-
pending on b/IT. For intermediate values of
b/IT , C, is to be obtained by linear interpo-
lation.
b : Distance between the side shell plating
Table C29.3 Coefficient C 1
b 0.5 and
r:;: under 0.6 0.7 0.8
C 0.045 0.054 0.061 0.068
and the longitudinal bulkhead on the
centreline of the hull at the top of the
inner bottom plating at the midship
part (m).
K : As specified in 29.4.1-1.
(bl Type C tankers
The thickness obtained from the following for-
mula according to the each location in cargo oil
tank:
where:
S : Distance between the centres of two adja-
cent spaces from the centre girder or side
girder under consideration to the adjacent
girders (m).
do: Depth of centre girders or side girder under
consideration (m).
x: Longitudinal distance between the centre of
IT of each cargo oil tank and the point un-
der consideration (m). Where vertical webs
attached the transverse bulkhead are provid-
ed in the cargo oil tank, x may be calculated
as the distance up to the inner end of the
bracket attached the lower vertical webs
And where x is under 0.25 IT, x is to be tak-
en as 0.25 IT.
C1 : Coefficient obtained from Table C29.4 de-
pending on b/I T . For intermediate values of
b/I T , C, is to be obtained by linear interpola-
tion.
b : Distance between the inner ends of the longi-
tudinal bulkheads (when bilge hopper tanks
are provided, between the inner ends of hop-
pers) of the hull at the top of the inner bot-
tom platingat the midship part (m).
hB, d 1 and IT are to be in accordance with the
requirements of (al.
K : As specified in 29.4.1-1.
(e) Type D tankers
The thickness obtained from the following for-
mula according to the each location in the cargo
1.3 and
0.9 1.0 1.1 1.2 over
0.073 0.076 0.079 0.081 0.082
 Table C29.4 Coefficient C l lowing formulae according to the location in the car-
b 1.0 and 1.6 and go oil tank, irrespective of the type of ships
under 1.2 1.4
IT over H2 a 2
Cl 0.073 0.079 0.082 0.083 t2 = 8.6 3 -G'
K
(t1 - 2.5) + 2.5 (mm)
1

Gi'a
t3 = Vi( + 2.5 (mm)
oil tank :
where:
a : Depth of girders at the point under considera-
where : tion (m). Where, however, if horizontal stiffeners
S : Distance between the centres of two adja- are provided at the half way of the depth of gird-
cent spaces from side girder under considera- ers, a is the distance from the horizontal stiffen-
tion to the adjacent girders (m). er under consideration to the bottom shell plat-
x: Longitudinal distance between the centre of ing or inner bottom plating, or the distance be-
IT of each cargo oil tank and the point un- tween the horizontal stiffeners under considera-
der consideration (m). However, if vertical tion (m).
webs attached the transverse bulkhead are t1 : Thickness of girders calculated under the re-
provided in the cargo oil tank, x may be cal- quirements of (1) according to the type of
culated as the distance up to the inner end tankers (mm).
of the bracket attached the lower vertical G1 : Coefficient obtained from Table C29.6 accord-
webs. If x is under O.25lT' x is to be taken ing to the ratio of spacing Sl (m) of stiffeners
as O.25lT' provided in the direction of the depth of girders
G1 : Coefficient obtained from Table C29.5 de- and a. For intermediate values of Sl/a, Cl ' is to
pending on bllT. For intermediate values of be determined by linear interpolation.
bllT, Cl is to be obtained by linear interpo- H: Value obtained from the following formulae
lation. (al Where the girder is provided with an unrein-
b : Distance between the longitudinal bulk- forced opening
head of double side hull (when bilge
1 + O.5!
hopper tanks are provided, point of the a
inner end of hopper) and the longitudi- where:
nal bulkhead on the centreline at the ¢ : Major diameter of the openings (m).
top of the inner bottom plating at the a: The greater of a or Sl (m).
midship part (m). (bl In cases other than (al, H = 1.0.
hB, do, d 1 and IT are to be in accordance with G" : Coefficient obtained from Table C29.7 depend-
the requirements of (al. ing on Sl/a. For intermediate values of Sl/a, C" is to
K : As specified in 29.4.1-1. be obtained by linear interpolation.
(2) To be greater of the thickness obtained from the fol- K: As specified in 29.4.1-1.

Table C29.5 Coefficient C l

b 0.5 and 1.3 and
IT 0.6 0.7 0.8 0.9 1.0 1.1 1.2 over
under
Cl 0.037 0.044 0.051 0.059 0.065 0.070 0.074 0.076 0.079

Table C29.6 Coefficient C l '

!il. 0.3 and 1.4 and
a 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.2 over
under
C]' 64 38 25 19 15 12 10 9 8 7
 Table C29.7 Coefficient C 1 "
31 0.3 and 1.6 and
a
under 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.2 1.4
over
Ct Centre girder 4.4 5.4 6.3 7.1 7.7 8.2 8.6 8.9 9.3 9.6 9.7
Side girder 3.6 4.4 5.1 5.8 6.3 6.7 7.0 7.3 7.6 7.9 8.0

2 The thickness of floors in double bottom is not to be of the hull at the top of inner bottom plat-
less than the greatest of either of the value t 1 specified in ing at the floors under consideration (m).
the following (1), t 2 or t 3 specified in the following (2) : Y : Athwartship distance at the floors under
(1) Not to be less than either of the thickness obtained consideration from centreline of the hull to
by the following (al, (bl or (el according to the type of the point under consideration (m). However,
tankers : if transverses attached the longitudinal bulk-
(al Type A tankers head are provided in the cargo oil tank, for
The thickness obtained from the following for- space between the longitudinal bulkhead
mula according to the each location in the cargo and the inner end of the bracket of lower
oil tank : transverses under consideration, y may be

t1 = C2 K Sbh B ( 4
1- - ,
y) + 2.5 (mm)
calculated as the distance up to the inner
do - d 1 3b end of the bracket under consideration. If y
where: exceeds 0.3b', y is to be taken as O.3b'.
S : Spacing of floors (m). C2 : Coefficient obtained from Table C29.8 de-
hB : The values obtained from the following pending on bllT. For intermediate values of
formula, whichever is the greater. Where, bI IT, C2 is to be obtained by linear interpo-
however, for tankers without abnormal load- lation.
ing conditions such as half-loading or alter- b, hi, IT are to be in accordance with the re-
nate loading, h B specified in -1(1)(al may be quirements of -1(1)(al.
used. K : As specified in 29.4.1-1.
d + O.026L (m) (bl Type C tankers
hi - (O.6d - O.026L) (m) The thickness obtained from the following for-
do : Height of floors at the point under consider- mula according to the each location in the cargo
ation (m). oil tank :
d1 : Depth of opening at the point under consid- Sbh B 2y
eration (m). Where, however, if transverses
t 1 = C 2 K do _ d
1
li + 2.5 (mm)

attached the longitudinal bulkhead or side where:

transverses attached the side shell plating
are provided in the cargo oil tank, openings
in floors provided within the range between
the longitudinal bulkhead or side shell plat-
ing and the inner end of the brackets of the
lower transverses under consideration may
be omitted except when the Society consid-
ers it to be necessary.
b' : Distance between the side shell plating and
the longitudinal bulkhead on the centreline
d1 : Depth of opening at the point under consid-
eration (m). Where, however, if brackets at-
tached the lower transverses of double side
hull are provided, the openings in floors pro-
vided within the range between the longitu-
dinal bulkhead and the inner end of the
brackets under consideration may be omit-
ted except when the Society considers it to
be necessary.

Table C29.8 Coefficient C 2

b 0.5 and 1.3 and
T:;: 0.6 0.7 0.8 0.9 1.0 1.1 1.2 over
under
Cz 0.047 0.048 0.047 0.046 0.045 0.043 0.041 0.039 0.037
 b' : Distance between the inner ends of the lon-
gitudinal bulkheads (between the inner ends
of hopper, if bilge hopper tanks are provid-
ed) at the top of inner bottom plating at the
floors under consideration (m).
Y : Athwartship distance at the floors under
consideration from the centreline of the hull
to the point under consideration (m). Where
brackets attached the lower transverses of
double side hull are provided, y may be cal-
culated as the distance up to the inner end
of the bracket under consideration. And
where y is under O. 25b', y is to be taken as
0.25b'.
C2 : Coefficient obtained from Table C29.9 de-
pending on bllT. For intermediate values of
bI lT, C2 is to be obtained by linear interpo-
lation.
S, h B and do are to be in accordance with the
requirements of (a).
lT : As specified in -l(l)(a).
b : As specified in -l(l)(a).
K : As specified in 29.4.1-1.
(el Type D tankers
The thickness obtained from the following for-
mula according to the each location in the cargo
oil tank :
Sbh B 2y
t1 = C2 K do _ d fi + 2.5 (mm)
1
where:
d1 : Depth of opening at the point under consid-
eration (m). Where, however, if brackets at-
tached the lower transverses of double side
hull or the lower transverses of longitudinal
bulkhead on the centreline of the hull in the .
cargo oil tank are provided, the openings in
floors within the range between the longitu-
dinal bulkhead of double side hull or the lon-
gitudinal bulkhead on the centreline of the
hull and the inner end of the brackets under
consideration may be omitted except when
the Society considers it to be necessary.
b' : Distance between the longitudinal bulkhead
of double side hull (between the inner ends
of the hopper, when bilge hopper tanks are
provided) and the longitudinal bulkheads on
the centreline of the hull at the top of the in-
ner bottom plating at the floors under con-
sideration (m).
y : Athwartship distance at the floors under
consideration from centre of b' to the point
under consideration (m). Where brackets at-
tached the lower transverses of double side
hull or the lower transverses of the longitudi-
nal bulkhead on the centreline of the hull in
the cargo oil tank are provided, y may be cal-
culated respectively as the distance up to the
inner end of the bracket attached the lower
transverses of double side hull or up to the
inner end of the bracket attached the lower
transverses of longitudinal bulkhead on the
centreline of the hull. And where y is under
0.25b', y is to be taken as 0.25b'.
C2 : Coefficient obtained from Table C29.10 de-
pending on bllT. For intermediate values of
bllT, C2 is to be obtained by linear interpo-
lation.
S, h B and do are to be in accordance with the
requirements of (a).
lT : As specified in -1(l)(a).
b : As specified in -l(l)(el.
K: As specified in 29.4.1-1.
(2) To be greater of the thickness obtained from the fol-
lowing formulae according to the location in the cargo

Table C29.9 Coefficient C 2

b 1.0 and 2.6 and
IT 1.2 1.4 1.6 1.8 2.0 2.2 2.4 over
under
C2 0.036 0.033 0.031 0.028 0.026 0.024 0.022 0.021 0.019

Table C29.10 Coefficient C 2

b 0.6 and 1.3 and
r:;: under 0.7 0.8 0.9 1.0 1.1 1.2 over
C2 0.042 0.041 0.041 0.040 0.039 0.038 0.036 0.035
 oil tank, irrespective of the type of ships : The thickness obtained from the following for-
H2 a 2 mula according to the each location in the cargo
t2 = 8.6 3 C' K (tl - 2.5) + 2.5 (mm) oil tank :
2
8.552 5hsx
t3 = VK + 2.5 (mm) t1 = C 3 K'd- d
+ 2.5 (mm)
0-1

where: Where:
a: Depth of floors at the point under consideration 5 : Breadth of part supported by stringers (m).
(m). Where, however, if horizontal stiffeners are h s : The values obtained from the following for-
provided at the half way of the depth of floors, a mulae, whichever is the greater
is the distance from the horizontal stiffener un- (0.6d - d 3 ) + 0.038L (m)
der consideration to the bottom shell plating or h' (m)
the inner bottom plating or the distance between d3 : Height of double bottom at ship's sides
the horizontal stiffeners under consideration (m). (m). Where, however, vertical distance
t1 : Thickness of floors calculated under the require- up to the upper end of bilge hopper, if
ments of (1) according to the type of tankers provided.
(mm). h' : Vertical distance from the upper end
C~: Coefficient obtained from Table C29.11 accord- of bilge hopper, if provided, or top of in-
ing to the ratio of spacing Sl (m) of stiffeners ner bottom plating to top of hatches
provided in the direction of the depth of floors (m).
and a. For intermediate values of Sda, C'2 is to do: Depth of stringers (m).
be determined by linear interpolation. d1 : Depth of opening at the point under consid-
H : Value obtained from the following formulae eration (m). Where, horizontal girders at-
(al Where the floor is provided with an unrein- tached the transverse bulkhead are provided
forced opening in the cargo oil tank, openings in stringers
provided within the range between the trans-
1 + 0.51.
Ct verse bulkhead and the inner end of bracket
where: at the end of horizontal girders under con-
¢ :Major diameter of the openings (m). sideration may be omitted except when the
Ct :The greater of a or Sj (m). Society considers it to be necessary.
(b) In cases other than (al, H = 1.0 x: Longitudinal distance between the centre of
5'2 : The smaller of Sj or a (m). IT of each cargo oil tank and the point un-
J( : As specified in 29.4.1-1. der consideration (m). Where horizontal
girders attached the transverse bulkhead are
29.6.4 Scantlings of Stringers and Transverses in provided in the cargo oil tank, x may be cal-
Double Side Hull culated as the distance up to the inner end
1 The thickness of stringers in double side hull is not to of bracket attached the end of horizontal
be less than the greatest of either of the value tl specified girders under consideration. And where x is
in the following (1), t 2 or t 3 specified in the following under 0.25lT, x is to be taken as 0.25lT .
(2) iT : Length of the cargo oil tank under con-
(1) Not to be less than either of the thickness obtained sideration (m).
by the following (al or (bl according to the type of C3 : Coefficient obtained from Table C29.12 de-
tankers : pending on D'llT' For intermediate values
(a) Type C tankers

Table C29.11 Coefficient C 2 '

,)'[
0.3 and 1.4 and
0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.2 over
" under
C2 ' 64 38 25 19 15 12 W 9 8 7
 Table C29.12 Coefficient C3
D' 0.5 and 1.3 and
Ti under 0.6 0.7 0.8 0.9 1.0 1.1 1.2
over
C3 0.013 0.019 0.025 0.030 0.034 0.037 0.039 0.042 0.045

of D'llT, C3 is to be obtained by linear in- H2 a 2

terpolation. t2 = 8.6 3 - 0 ' (t 1 - 2.5)
K
+ 2.5 (mm)
3
D' : Value obtained from the following for- 8.582
mula:
t3 = vK + 2.5 (mm)

D' = D - d3 (m) where:

K : As specified in 29.4.1-1. a: Depth of stringers at the point under considera-
(b) Type D tankers tion (m). Where horizontal stiffeners are provid-
The thickness obtained from the following for- ed at the half way of the depth of stringers in the
mula according to the each location in the cargo direction of the length of stringers, a is the dis-
oil tank : tance from the horizontal stiffener under consid-
eration to the side shell plating or the longitudi-
t1 = 0 K 8h s x
3 d0 - d 1 + 25
. (mm)
nal bulkhead of double side hull or the distance
where: between the horizontal stiffeners under considera-
x: Londitudinals distance between the centre of tion (m).
IT of each cargo oil tank and the point un- it : Thickness of stringers calculated under the re-
der consideration (m). Where horizontal quirements of (1) according to the type of
girders attached the transverse bulkhead are tankers (mm).
provided in the cargo oil tank, x may be cal- O~: Coefficient obtained from Table C29.14 accord-
culated as the distance up to the inner end ing to the ratio of spacing Sl (m) of stiffeners
of bracket attached the end of horizontal provided in the direction of the depth of
girders under consideration. And where x is stringers and a. For intermediate values of SI!a,
under 0.25lT, x is to be taken as 0.25lT' C'3 is to be obtained by linear interpolation.
03 : Coefficient obtained from Table C29.13 de- H : Value obtained from the following formulae
pending on D'llT' For intermediate values (a) Where the stringer is provided with an unrein-
of D'llT, C3 is to be obtained by linear in- forced opening
terpolation.
1 + 0.5.1:
8,lT,h s ,do,d1 ,D'and K are to be in accor- ex
dance with the requirements of (a). where:
K : As specified in 29.4.1-1. ¢ :Major diameter of the openings (m).
(2) To be greater of the thickness obtained from the fol- ex :The greater of a or Sl (m).
lowing formulae according to the location in the car- (b) In cases other than (a), H = 1.0.
go oil tank, irrespective of the type of ships : 8 2 : The smaller of Sl or a (m).
K : As specified in 29.4.1-1.

Table C29.13 Coefficient C3

D' 0.5 and 1.3 and
Ti 0.6 0.7 0.8 0.9 1.0 1.1 1.2 over
under
C3 0.020 0.024 0.028 0.032 0.035 0.038 0.040 0.042 0.045

Table C29.14 Coefficient C/

s, 0.3 and 1.4 and
a 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.2 over
under
C 3' 64 38 25 19 15 12 10 9 8 7
2 The thickness of transverses in double side hull is not tance at the inner end of the bracket under
to be less than the greatest of either of the value t 1 speci- consideration. And where z exceeds OAD', Z

fied in the following (1), t 2 or t 3 specified in the following is to be taken as OAD'.

(2) C4 : Coefficient obtained from Table C29.15 de-
(1) Not to be less than either of the thickness obtained pending on D'llT' For intermediate values
by the following (a) or (b) according to the type of of D'li T , C4 is to be obtained by linear in-
tankers : terpolation.
(a) Type C tankers D', h' , d3 , and iT are to be in accordance with
The thickness obtained from the following for- the requirements of -1(l)(a).
mula according to the each location in the cargo K : As specified in 29.4.1-1.
oil tank : (b) Tape D tankers

SD'hs ( Z )
The thickness obtained from the following for-
t 1 = C'l K do _ d
1
1 - 1.75 D' + 2.5 (mm)
mula according to the each location in the cargo
where: oil tank :
S : Breadth of part supported by transverses SD'h s ( Z )
(m).
h = C 4 K do _ d
1
1 - 1.75 D' + 2.5 (mm)

h s : The value obtained from the following for- where:

mulae, whichever is the greater. Where, how- z: Distance in the direction of ship's depth be-
ever, for tankers without abnormal loading tween the top of inner bottom plating or the
conditions such as half-loading or alternate top of the bilge hopper, if provided, and the
loading, hs specified in -1(1)(a) may be used. point under consideration (m). Where brack-
(d - d 3) + 0.038L (m) ets attached the lower transverses of double
h' (m) side hull are provided, for space between the
do : Depth of transverses (m). top of inner bottom plating and the inner
d1 : Depth of opening at the point under consid- end of the bracket under consideration, z
eration (m). Where, however, if brackets at- may be calculated as the distance at the in-
tached the lower transverses of double side ner end of the bracket under consideration.
hull are provided, the openings in transvers- And where z exceeds OAD', Z is to be taken
es provided within the range between the as OAD'.
top of the inner bottom plating and the in- C4 : Coefficient obtained from Table C29.16 de-
ner end of the bracket under consideration pending on D'li T . For intermediate values
may be omitted except when the Society con- of D'llT, C is to be obtained by linear in-
siders it to be necessary. terpolation.
Z : Distance in the direction of ship's depth be-
Table C29.16 Coefficient C4
tween the top of the inner bottom plating or
D' 0.8 and 1.3 and
the top of the bilge hopper, if provided, and 0.9 1.0 1.1 1.2
y:;: under over
the point under consideration (m). Where
C. 0.034 0.033 0.033 0.032 0.031 0.030
brackets attached the lower transverses of
double side hull are provided, for space be-
S, hs, do and d 1 are to be in accordance with
tween the top of the inner bottom plating
the requirements of (a).
and the inner end of the bracket under con-
D' and iT are to be in accordance with the re-
sideration' z may be calculated as the dis-
quirements in -1(1)(a).

Table C29.15 Coefficient C 4

D' 0.5 and 1.3 and
y:;: 0.6 0.7 0.8 0.9 1.0 11 1.2 over
under
C4 0.052 0.051 0.049 0.046 0.043 0.041 0.D38 0.036 0.034
 K : As specified in 29.4.1-1.
(2) To be greater of the thickness obtained from the fol-
lowing formulae according to the location in the car-
go oil tank, irrespective of the type of ships
where:
a: Depth of transverses at the point under consider-
ation (m). Where, vertical stiffeners are provided
at the half way of the depth of transverses in the
direction of the length of transverses, distance
from the vertical stiffener under consideration to
the side shell or the longitudinal bulkhead of
double side hull or the distance between the verti-
cal stiffeners under consideration.
tl: Thickness of transverses calculated under the re-
quirements of (1) according to the type of
uous with other girders and transverses, distance
to the inner surface of face plates of the girder.
k: Correction factor for brackets, and to be as ob-
tained from the following formula
k = 1 _ 0.65 (b 1 + b2 )
l
b1 , b2 : Arm length of brackets, at respective ends of
girders and transverses (m).
K : As specified in 29.4.1-1.
C1 : Coefficient determined by L as given below
C = 1.0, where L is not more than 230 m.
C 1 = 1.20, where L exceeds 400 m.
For intermediate value of L, to be obtained by linear
interpolation.
2 The moment of inertia of girders is not to be less than
that obtained from the following formula. However, in no
case is the depth of girders to be less than 2.5 times the
depth of slots.
I = 30hl~ (em 4)

tankers (mm). where

C~: Coefficient obtained from Table C29.17 accorq- h 10 = As specified in -1.
ing to the ratio of spacing Sl (m) of stiffeners 3 The thickness of girders is not to be less than the great-
provided in the direction of the depth of trans- est of the following tl> t 2 or t3 :

verses and a. For intermediate values of Sl/a, C'4

h = 0.0417CIC2:Shlo + 3.5 (mm)
is to be obtained by linear interpolation.

- 17 4 3 C 1 C 2Shl oSr 35
29.6.5 Girders and Transverses in Cargo Oil Tanks t2 - . d +. (mm)
1
and Deep Tanks C3
1 The section modulus Z of girders is not to be less than
t3 = VKdo + 3.5 (mm)

that obtained from the following formula where:

Z = 7.13C1KShl~ (em 3 )
where:
S : Width of the area supported by the girders (m).
h : As specified in 29.4.1-1. Where, however, "from the
lower edge of the bulkhead plating under considera-
tion" is to be construed as "from the midpoint of S"
tor horizontal girders, and as "from the midpoint of
S, h, lo, C 1 , K : As specified in -1.
SI: Spacing of stiffeners of girders or the depth of gird-
ers, whichever is smaller (m).
d1 : Depth of the girder under consideration subtracting
the depth of openings (m).
C2 : Coefficient as obtained from the following formula.
In no case is it to be less than 0.5 :

11 - 2~ I for horizontal girders

10 " for vertical girders in applying the value of h.
C2 =
lo : Length of girders obtained from the following formu-
la :
ll o lo x 10 X
10 = kl (m) C2 = 1 + 5 h - [2 + h ] La + h [ La ] 21
l : Toallength of girders (m), and where it is contin- 1

Table C29.17 Coefficient C/

31 0.3 and 0.6 0.8 1.4 and
a 0.4 0.5 0.7 0.9 1.0 1.2 over
under
C/ 64 38 25 19 15 12 10 9 8 7
x: Distance from the end of 10 to the sectional area un- ing :a2.
der consideration (m), and from the lower end of 10 i) Where slots are provided on webs with no re-
for vertical girders. inforcement, al, a2 and a3 are to be multi-
do: Depth of web plate (m). Where stiffners are provided plied by the following factor

in parallel to the face plate on the midpart of web
plates, do is distance between the stiffner and the shell
plating or the face plate (m), or between the stiffners.
C3: Coefficient which is to be taken as follows :
(1) Where the web of girders situated above the position
of approximately 0.25D below the lower edge of deck.
at ship's sides, Ca is determined according to the ratio
of S' to do as follows, where S' is the spacing of stiffn-
ers provided on web plates in the depthwise direction
(m) :
5'
Where do 2: 1.0 ; C 3 = 11.0
5' > 1.0 : OJ
Where -d - , = 11.0 ~'
d-
(2) Where the°web of girders and tran~verses other than
those specified in (1), C a is given in Table C29.18, ac-
cording to the ratio of S' to do. For the intermediate
value of S'/do, Ca is to be obtained by interpolation.
Where the web of girders situated higher than D/3
above the top of keel or the lower edge of face plate
at the lower side of the second <;ross tie from deck,
whichever is the lower, C3 may be given in Table
C29.l8 multiplied by 0.85, subject to the requirments
in i) and ii) below :
Ca) Where no stiffners is provided in parallel with
the face plates: al
However, slots are provided, al is also to be
used and is not to be less than that obtained by
applying the requirment in i)
J4.0~~ -1.0
where d1/S' is 0.5 or less, the multiplier is to be
taken as 1.0.
where:
dl : Depth of slots (m).
ii) Where openings are provided on webs with
no reinforcement, aI, a2 and a3 are to be
multiplied by the following factor
1 + 0.5!
a
where:
a: Length at the longer side of the panel sur-
rounded by the web stiffners (m).
¢ : Diameter of openings (m). Where openings
are oblong, ¢ is to be the length of the
longer diameter (m).
4 Effective steel plates used for calculating actual mo-
ment of inertia of girders and section modulus are to be
as specified in 1.1.13-3. In case where stiffeners are provid-
ed within the effective width, they may be included in the
effective steel plates.
5 The thickness of webs at the root of struts for girders
and transverses, in case where struts are provided, is not
to be less than that obtained from the following formula.
Where slots are provided in webs at the root of struts,
they are to be covered effectively with collar plates.
-1
t- 6yjC 5bs h1
A s51 (mm)

Cb) Where stiffners are provided in parallel with the where:

face plates, for panel between the face plate and 5 : Spacing of transverses (m).
the stiffner or between the stiffners : a3 bs : Width supported by struts (m).
However, the thickness need not exeed the value hs : Distance from mid-point of bs to the following
obtained by using coefficient al, assuming no point above top of keel :
stiffners in parallel with the face plate and no d + 0.038L' (m)
slot are provided. L': As specified in 29.5.1-1.
For panel between the stiffner and the shell plat- Cl : As specified in -1.

Table C29.18
s' 0.2 and 2.5 and
do 0.4 0.6 0.8 1.0 I.5 2.0 over
under
at 2.6 4.5 5.6 6.4 7. I 7.8 8.2 8.4
Q2 2.1 3.7 4.9 5.8 6.6 7.4 7.8 8.0
Q3 3.7 6.7 8.6 9.6 9.9 10.3 10.4 10.4
81 : Spacing of stiffeners provided depthwise on the web
plates of transverses at the portion where cross ties
are connected (m).
A : Sectional area effective to support the axial force
from cross tie (em 2), which is to be taken as fol-
lows:
(a) Where the face plates of cross ties are continu-
ous to the face plates of transverses in an arc
form or a similar form, A is the total sum of the
sectional area of the web plate of transverse at
the portion between the contact points of the tan-
gents to the arc or similar curve making an an-
gle of 45° to the direction of cross tie, that of the
stiffener provided in the axial direction of cross
tie on the web plate between the contact points,
and 0.50 times that of the face plates at the con-
tact points (See Fig. C29.1 (al).
(b) Where the face plates of cross ties are continu-
ous to the face plates of transverses in the form
of straight line with rounded corners, A is the to-
tal sum of the sectional area of the web plate of
transverse at the portion between the mid-points
of the intersections of the extensions of the lines
of inner surface· of face plates of both cross tie
and transverse with the lines making an angle of
45 ° to the direction of cross tie in contact with
the inner surface plates at the transforming
parts, that of the stiffener provided in the axial
direction of cross tie on the web plate between
the above-montioned mid - points and 0.50
times that of the face plates at the mid-points
(See Fig. C29.1 (bl).
(el Where the face plates of cross ties are joined di-
rectly to the face plates of transverses with a
Fig. C29.1 Extent for Total Sectional Area
( a)
right or nearly right angle and both face plates
are connected with brackets and further, stiffen-
ers are provided on the web plate of transverses
on the extended lines of face plates of cross tie,
A is the total sum of the sectional area of the
web plate of transverse at the portion between
the mid-points of the intersections of the exten-
sions of lines of inner surface of face plates of
both cross tie and transverse with the lines mak-
ing an angle of 45° to the direction of cross tie
in contact with the free edge lines of brackets,
and that of the stiffeners provided as mentioned
above (See Fig. C29.1 (el).
6 The thickness of face plates forming a girder is to be
greater doln the thickness of web, and the total width is
not to be less than that obtained from the following for-
mula:
85.4~ (mm)
where :
do: Depth of girders (m).
l : Distance between supporting points of girders (m).
Where, however, if effective tripping brackets are pro-
vided, they may be regarded as supporting points.
29.6.6 Girders of Ships without Double Side Hull
1 In addition to the requirements in 29.6.5-1, depth of
side transverse d and section modulus of transverse Z are
not to be less than that obtained from the following for-
mulae :
d = a.15l (m)
Z = 8.7K8hl o2 (cm 3 )
where:
l : Total length of side transverses, and if they are contin-
uous with other transverses, distance to the inner sur
( b) ( c)
 face of the transverses (m).
10 : As given below;
10 = kl (m)
k: As specified in 29.6.5-1
S : Spacing of Transverses (m)
h Distance from mid-point of 10 to the following point
above top of keel
d + 0.038L' (m)
L': As specified in 29.5.1-1.
K : As specified in 29.4.1-1
2 The scantlings of deck transverses are to be as given in
(1) and (2) below :
(1) Section modulus Z of deck transverses of a ship with-
out trunks is not to be less than that obtained from
the following formula :
2 3
Z = 3KSVLl 0 (em )
S, K, 10 : As specified in -1.
(2) For ships with trunks, the construction of providing
continuous deck transverses across the trunks is to be
considered as the standard. In this case, the depth of
the deck transverses that can be regarded as those sup-
ported by trunks may be 0.03B.
(3) For transverses provided on the centreline bulkhead,
the requirements for side transverses specified in -1
are to be applied correspondingly. In no case, are the
scantlings to be less than the value obtained by 0.8
times the coefficient in each formula.
29.6.7 Stiffeners Attached to Girders in Cargo Oil
Tanks and Deep Tanks
The thickness of flat bar stiffeners and tripping brackets
provided on girders and transverses, and stiffeners at-
tached to bulkhead is not to be less than that obtained
from the following formula. It needs not exceed the thick-
ness of webs of the girder to which they are provided.
t = 0.5VL + 3.5 (mm)
29.6.8 Cross Ties
1 Cross ties in ships having two or more rows of longitu-
dinal bulkheads, where they are effectively connected with
longitudinal bulkhead transverses in cargo oil tanks are
to be in accordance with the requirements in 29.6.8.
2 The sectional area of cross ties interconnecting longitu-
dinal bulkhead transverses in cargo oil tanks is not to be
less than that obtained from the following formula
A = C t C 2 KSb s h (em 2 )
where :
S, bs , C'1: As specified in 29.6.5-5.
h : hs where cross ties are provided in wing cargo oil
tanks, vertical distance from mid-point of bs to top
of hatchways of adjacent cargo oil tanks where struts
are provided in centre cargo oil tanks (m).
K : As specified in 29.4.1-1.
C'2: Coefficient obtained from the following formula;
where Ilk> 0.6;
C' _ 0.77
2 - I
1-0.5--
kVK
where Ilk < 0.6;
Cz = l.l
I : Length of cross ties meaured between the inner
edges of the vertical webs on longitudinal bulk-
heads (m).
k: As given below
k= 1* (em).
I : The least moment of inertia of cross ties (em 4 )
A: Sectional area of cross ties (em Z)
29.7 Structural Details
29.7.1 General
1 The principal structural members are to be arranged
so that continuity of strength can be secured throughout
the cargo area. In forward and afterward parts of the car-
go area, the structures are to be effectively strengthened
so that continuity of strength is not impaired sharply.
2 For the principal structural members, sufficient consid-
eration is to be given for fixity at ends, supporting and
stiffening systems against out-of-plane deflections, and
the construction is to minimize local stress concentra-
tions.
29.7.2 Frames and Stiffeners
Longitudinal beams, frames and stiffeners are to be of
continuous structures, or to be connected securely so that
their sectional areas at ends can be properly maintained
providing sufficient resistance against bending moments.
29.7.3 Girders and Cross Ties
1 Girders provided within the same plane are to be ar-
ranged to avoid sharp changes in strength and rigidity,
and brackets in suitable size are to be provided at the
ends of girders, and bracket toes are to be sufficiently
rounded.
 2 In case where the depth of longitudinal girders is
large, stiffeners are to be arranged in parallel with face
plates.
3 Brackets are to be provided at the ends of cross ties to
connect to transverses or girders.
4 Transverses and vertical webs are to be provided with
tripping brackets at the junctions with cross ties.
5 Where the breadth of face plates forming cross ties ex-
ceeds 150 mm on one side of the web, stiffeners are to be
provided at proper intervals to support the face plates as
well.
6 Tripping brackets are to be provided on the web plate
transverses at the inner edge of end brackets and at the
connecting part of cross ties, etc. and also at the proper in-
tervals in order to support transverses effectively. In case
where the width of face plates of each girder exceeds 180
mm on one side, the tripping brackets shown above are to
support face places as well.
7 Webs for the upper and lower end brackets of side
transverses and longitudinal bulkhead transverses and ar-
eas in the vicinity of their inner ends and those in the
vicinity of the roots of cross ties are to be stiffened specifi-
cally with closer spacing.
29.8 Special Requirements for Corrosion
29.8.1 Thickness of Shell Plating
1 The thickness of shell plating forming casing of cargo
oil tanks planned to carry ballast water, except the tank
to carry ballast water only in heavy weather conditions,
in ships without double side hull is not to be less than a
thickness added with 0.5 mm to that obtained from the
formula given in 29.3.2 in applying the requirements in
Chapter 16.
2 0.5 mm may be reduced for the thickness of shell plat-
ing when applying the requirements of this Chapter from
the thickness obtained from the formula given in 29.4.1.
29.8.2 Thickness of Deck Plating
1 0.5 mm may be reduced for the thickness of freeboard
deck plating when applying the requirements of this Chap-
ter from the thickness obtained from the formula given in
29.4.1.
2 The thickness 'of the freeboard deck plating in spaces
carrying cargo oil when applying the requirements in
Chapter 17, the thickness obtained from the formula
given in 17.3 is to be added at least by 0.5 mm.
29.8.3 Thickness of Tank top Plating
1 The thickness of tank top plating in cargo oil tanks
and deep tanks is not to be less than the thickness corre-
sponding to that obtained from the formula given in
29.4.1 added by 1.0 mm. Such an addition, however, is not
required for the thickness of the inner bottom plating.
29.8.4 Section Moduli of Longitudinal Beams,
Frames and Stiffeners
1 The section modulus of longitudinal beams provided
on deck plating in spaces carrying cargo oil is not to be
less than 1.1 times that calculated according to the re-
quirements of 10.3.3.
2 The section modulus of frames and stiffeners provided
on shell plating and· bulkheads forming cargo oil tanks
planned to carry ballast water, except the tank to carry
ballast only in heavy weather conditions, is not to be less
than 1.1 times that calculated in accordance with the re-
quirements in 29.5.1 and 29.5.2.
29.8.5 Thickness of Plate Members in Ballast Tanks
Adjacent to Cargo Oil Tanks
1 The thickness of bulkhead plating at the boundaries be-
tween ballast tanks and cargo oil tanks is not to be less
than the thickness specified in 29.2 added by 1.0 mm.
2 In case where the adjacent cargo oil tanks are
equipped with heating systems, the thickness of bulkhead
plating at the boundaries between ballast tanks and cargo
oil tanks is not to be less than the thickness determined
from -1 added by 1.0 mm.
29.8.6 Thickness of Deck Plating in Cargo Oil Tanks
1 The thickness of deck plating in cargo oil tanks is not
to be less than the thickness specified in 29.2 added by 1.0
mm.
29.8.7 Thickness of Inner Bottom Plating in Cargo
Oil Tanks
1 The thickness of inner bottom plating of cargo oil
tanks is to be sufficient considering the effects of pitting
corrosion.
2 The thickness of inner bottom plating in the vicinity
of suction bellmouths in cargo oil tanks, and the thick-
ness of suction wells, when provided, are not to be less
than the thickness obtained by the requirements in
29.4.1-1 for the appropriate area of application added by
2.0mm.
29.9 Special Requirements for Tankers with 29.10.2 Side Longitudinals
Mid-Deck 1 The section modulus of side longitudinals is not to be
less than that obtained from the following formula
29.9.1 Application Z = 9G I KShl 2 (cm 3 )
The structural members of tankers having mid-deck pane- where:
trating longitudinally through the cargo areas are to com- l : Spacing of transverses (m).
ply with the requirements in 29.1 through 29.8 in addition S : Spacing of side longitudinals (m).
to the requirements in 29.9. h Distance from the longitudinals under consideration
to the point above top of keel obtained from the foll-
29.9.2 Loads wing formula (m) :
Values of hI> hz and h3 in case where the scantlings of h = O.7d + 0.05L
structural members in cargo oil tanks below the mid-deck Where in no case is h to be less than that obtained
are obtained from the formulae specified in 29.4.1, 29.5.2 from the following formula (m)
and 29.6.5 are to be as specified in Table 29.19. h = 0.2v7 + 0.03L
G I , K : As specified in 29.4.1-1.
29.9.3 Mid-Deck 2 In case where side longitudinals are connected to trans-
In case where the thickness of a mid-deck plating is count- verses by brackets, the section modulus may be deter-
ed as the top plating of the lower cargo oil tank, it is not mined by multiplying the value obtained from the follow-
to be less than the thickness obtained from the formula ing formula by the formula specified in -1
given in 29.4.1 using the loads specified in 29.9.2 adding (1 - G)2
1.0 mm thereto. where:
G : As obtained from the following formulae
29.10 Special Requirements or Forward Wing Tanks where brackets are provided at both ends;
G = bi + b2 - 0.3
29.10.1 Application l
For tankers of not less than 200 m, in length, the struc- where a bracket is provided at one end;
tural members in wing tanks which become empty in the G= b-0.15
full loaded condition for spaces from a point 0.15 L from l
the bow to the collision bulkhead are to comply with the bl , b2 , b : Length of bracket arms along longitudinals
requirements in 29.1 through 29.9 in addition to the re- (m). Where in case where the value of C is negative,
quirements in 29.10. C = O. (See Fig. C29.2)

Table 29.19 Loads

Loads Provisions
29.4.1 29.5.2 29.6.5
hI Vertical distance from the Vertical distance from Vertical distance from
lower edge of bulkhead plat- mid-length of I for vertical mid -length of S for hori-
ing to the mid-deck (m) stiffeners, and from mid- zontal girders, and from
point between the upper mid-length of I for verti-
and lower stiffeners for hor- cal girders to the
izontal stiffeners to the mid-deck (m)
mid-deck (m)
hz 0.85 (hI + 6.h) (m) 0.85 (hI + 6.h) (m) 0.85 (hI + 6.h) (m)
6.h is to be as specified in 6.h is to be as specified in 6.h is to be as specified
29.4.1-1. 29.4.1-1. in 29.4.1-1.
h3 0.7 times the vertical dis- 0.7 times the vertical dis- 0.7 times the vertical dis-
tance from the lower edge tance from mid-length of I tance from mid-length
of bulkhead plating to the for vertical stiffeners, and of S for horizontal gird-
top of hatchway multiplied from mid-span of the up- ers, and from mid-length
(m) per and lower stiffeners for of I for vertical girders
horizontal stiffeners to the to the top of hatchway
top of hatchway (m) (m)
 Fig. C29.2 Measurement of b, bI and b 2
29.11 Construction and Strengthening of the Forward
Bottom
Strengthening of the forward bottom is to comply with
the requirements in 6.8 and 16.4.4.
29.12 Special Requirements for Hatchways and Free-
ing Arrangements
29.12.1 Ships having unusually Large Freeboard
Relaxation from the requirements in 29.12 will be consid-
ered to ships having an unusually large freeboard.
29.12.2 Hatchways to Cargo Oil Tanks
1 The thickness of coaming plates is not to be less than
10 mm. Where the length and coaming height of a hatch-
way exceed 1.25 metres and 760 mm respectively, vertical
stiffeners are to be provided to the side or end coamings,
and the upper edge of coamings is to be suitably stiffened.
2 Hatch covers are to be of steel or other approved mate-
rials. The construction of steel hatch covers is to comply
with the following requirements. The construction of
hatch covers of materials other than steel is to be in accor-
dance with the discretion of the Society.
(1) The thickness of cover plates is not to be less than 12
mm.
(2) Where the area of a hatchway exceeds 1 m 2 but does
not exceed 2.5 m 2 , cover plates are to be stiffened by
flat bars of 100 mm in depth spaced not more than
610 mm apart. Where the cover plates are 15 mm or
more in thickness, the stiffeners may be dispensed
with.
(3) Where the area of a hatchway exceeds 2.5 m 2, cover
plates are to be stiffened by flat bars of 125 mm in
depth spaced not more than 610 mm apart.
(4) The covers are to be secured by fastenings spaced not
more than 457 mm apart in circular hatchways or 380
mm apart and not more than 230 mm from the cor-
ners in rectangular hatchways.
3 The cover is to be provided with an opening at least
150 mm in diameter which is to be so constructed as to be
capable of being closed oiltight by means of a screw plug
or a cover of peep hole.
4 Hatchway coamings are to be provided with gas cocks
or other suitable exhausting devices.
29.12.3 Hatchways to Spaces other than Cargo Oil
Tanks
In exposed positions on the freeboard and forecastle decks
or on the top of expansion trunks, hatchways serving
spaces other than cargo oil tanks are to be provided with
steel watertight covers having scantlings complying with
the requirements in 20.2.4 and 20.2.5.
29.12.4 Freeing Arrangement
1 Ships with bulwarks are to have open rails for at least
half the length' of the exposed part of the freeboard deck
or to have other effective freeing arrangements. The up-
per edge of sheer strake is to be kept as low as practicable.
2 Where superstructures are connected by trunks, open
rails are to be provided for the whole length of exposed
parts of freeboard deck.
29.13 Welding
29.13.1 Application
The welding in tankers is to be accordance with the re-
quirements given in Table Cl.6 except where specially pre-
scribed in 29.7.1.
29.13.2 Fillet Welding
1 The application of fillet welding to structural mem-
bers within the cargo areas is to be as given in Table
C29.20.
2 The leg length of fillet welds in areas given in (0 and
(2) below is to be at least 0.7 times the plate thickness as
specified in the requirements in this Chapter.
(1) Fillet welding at the connected parts between the out-
ermost girders in the double bottom and floors.
(2) Fillet welding at the connected parts between the low-
ermost girders in the double side hull and transvers-
es.
 Table C29.20 Application of Fillet Welding

Column Item Application kind of

weld
Girders and Web plates Shell, deck, longitudinal bulkhead or inner bottom plat-
I FI
Transverses ing
2 Web plates FI
3 Face plates F2
Slots in web plates Web plates of longitudinal frames, beams and horizontal
4 F2
stiffeners on longitudinal bulkheads
Tripping brackets Web plates
5 F3
and stiffeners pro-
vided on web plates
6
Longitudinal frames, beams horizontal stiffeners on lon- FI
gitudinal bulkheads
Longitudinal frames, beams and hori- Shell, deck or longitudinal bulkhead plating
7 zontal stiffeners on longitudinal bulk- F3
heads
8 Cross ties Members forming cross ties (web plates to face plates) F3
9 Face plates of transverses or girders FI
Note:
Where the radius at the toe of end brackets is small, it is recommended that Fl be used for appropriate length at the toe of brack-
et.
 (2) Guidanse for Hull Construction and Equipment of Tankers

C29.1 General iii) The values of p are to be selected for respec-

tive cases except those contained in Table
C29.1.1 Application C29.1.1-1.
1 Application
Table C29.1.1-1 Values of p
(1) For ships having the structural features similar to
double hull tankers; e.g. ships carrying dangerous Cargo P

chemicals. in bulk, the requirements in Chapter 29, Molasses 1.4

Asphalt 1.1
Part C of the Rules are to be applied. Concentrated sulphuric acid 1.85
(2) Unless otherwise specially noted, the prescriptions in
other Parts apply for matters common to both cargo
(2) For tankers carrying dangerous chemicals in bulk,
ships and tankers.
the requirements in Part S of the Rules are also to be
2 Proposal of novel construction type
applied.
In the event that a novel construction type is proposed,
scantlings are to be determined by carrying out compara-
29.1.2 Location and Separation of Spaces
tive calculations with the standard structural model con-
1 Size and arrangement of cargo oil tanks and segregat-
forming to the requirements of the Rules. Submission of
ed ballast tanks.
data covering the results of model experiments or real
(1) The size and arrangement of cargo oil tanks segregat-
ship experiments may be requested by the Society as neces-
ed ballast tanks are to comply with the requirements
sary.
of 3.2.1, 3.2.3, 3.3.1-3 and 3.3.1-4, Part 3 of the Rules
3 Ships Carrying Liquid Cargoes Other than Petroleum
for Marine Pollution Prevention Systems.
(1) The scantlings of structural members of the cargo oil
2 Restriction on arrangements of double hull structures
tank part of tankers carrying liquid cargoes of a speci-
and double bottom structures
fic gravity P exceeding 1 are to be of the values ob-
(1) Arrangements of double side hulls and double bot-
tained by the following two procedures, whichever is
toms are to comply with the requirements of 3.2.4,
greater:
Part 3 of the Rules for Marine Pollution Prevention
(a) To calculate for all of the structural members in
Systems.
accordance with the relevant requirements of the
3 Continuity of longitudinal bulkhead
Rules
(1) At the forward and afterward ends of cargo oil tanks,
(b) To calculate for respective structural members in
attention is to be given to keep continuity between
accordance with the following prescription:
the ends of longitudinal bulkheads and the longitudi-
i) The scantlings of the bulkhead plates, stiffen-
nal members of deck is to be maintained. (See Fig.
ers attached bulkhead plating and girders at-
C29.1.2-1)
tached bulkhead plating are to be calculated
4 Cofferdams and bulkheads bounding cargo oil tanks
h in the formulae specified in 29.4, 29.5 and
(1) "Cofferdam" referred to in 29.1.2-2, Part C of the
29.6, Part C of the Rules by multiplying P.
Rules means an isolating void space between two ad-
ii) The scantlings of girders and floors in dou-
jacent steel bulkheads or decks. In case of the coffer-
ble bottom and girders and transverses in
dam between bulkheads, it is to be arranged to keep
double side hull are to be calculated h' in
the minimum distance between bulkheads 600 mm in
the formulae specified in 29.6.3 and 29.6.4,
length.
Part C of the Rules by multiplying P. In
(2) In case where a cargo oil tank is adjacent to the fore
case a load from the cargo oil tank is consid-
peak (fore peak tank), the collision bulkhead is to be
ered in determining hi specified in
free from openings. (See 14.3.2 and 14.3.3, Part D of
C29.5.1-2(1), the load is to be multiplied by
the Rules)
P.
r
!
Fig. C29.1.2-1 Continuity of Longitudinal Bulkhead at Ends
*\
(3) Divisions between compartments defined as coffer-
dams and other compartments (except cargo oil tanks
and fuel oil tanks) are not to have any openings with
the exception of bolted watertight manholes provided
in chain locker bulkheads, etc. (no watertight door is
permitted).
(4) Electrical equipment is to be dealt with referring to
3.7 and 3.8, Part H of the Rules.
5 Airtight bulkheads
(1) Cofferdams which are not utilized as main or auxil-
iary pump rooms and compartments utilized as cof-
ferdams under the freeboard deck are to meet the re-
quirements for the strength of deep tanks. The bulk-
head between the main pump room and engine room
is to have structural scantlings of watertight bulk-
heads in ships of not less than 100m in length and of
airtight bulkheads in ships of less than lOO m in
length.
(2) The scantlings of airtight bulkheads for which no hy-
drostatic tests are required are to comply with the fol-
lowing standards. Airtightness tests may be replaced
by hose tests. The plate thickness is not to· be less
than 6 mm, which may, however, be reduced to 4.5
mm in ships of less than 100 m in length. The section
modulus of stiffeners and girders is to be 50% of the
Rule requirements for watertight bulkheads. Where
connected to shell and decks, however, these stiffen-
ing members are to be of such an effectiveness as is
equivalent to frames and beams.
6 Superstructures and deckhouses
The deckhouse protecting the entrance to pump rooms is
to be in accordance with the following requirements:
(I) The strength of front wall is to be equivalent to that
of wall of the bridge.
Upper Deck
Brackets asterisked are
to be in large size.
Longitudinal
bulkhead
Double bottom Tank-top
Bottom shell plating
(2) The strength of side walls and after wall are to be
equivalent to that of front wall of the poop.
(3) The height of doorway coamings is not to be less
than 600 mm above the freeboard deck. However, the
height may be reduced to not less than 450 mm for
ships with a class notation of Coasting Service.
C29.3 Direct Strength Calculation
C29.3.1 Direct Strength Calculation
Long-term prediction of loads and stress acting on each
part of the hull is carried out using the response ampli-
tude operator in regular waves obtained by the strip
method or an equivalent method, wave spectrum and
long-term wave data on an irregular sea surface. Then
scantlings of various structural members can be deter-
mined by consistent analysis of strength based on yield
mode, buckling strength and fatigue strength using the
loads or the stress and their corresponding probability of
occurrence obtained from such long-term prediction. In
applying this procedure, approval is to be obtained before-
hand from the Society on the calculation method of re-
sponse amplitude operator in regular waves, wave spectra,
long-term wave data, structural analysis method to be em-
ployed, and acceptance criteria for strength based on yield
mode, buckling strength and fatigue strength.
C29.4 Bulkhead Plating
C29.4.1 Bulkhead Plating in Cargo Oil Tanks and
Deep Tanks
1 "Bulkhead plating" referred to in this Chapter means
those plate members used in the boundaries of cargo oil
tanks and deep tanks where longitudinal bulkheads, trans-
verse bulkheads, decks plates, side shell and inner bottom
plates are included.
2 Distribution of b.h in double hull structures and mea-
surement of b are to be in accordance with Fig. C29.4.1-1
or Fig. C29.4.1-2.
Fig. C29.4.1-1 Case of L-type of Tanks
b
h
- - - - - L...---'-_--'-_-'----1'----'-_...L-_'-----'
h I : Span of stiffener between supports (m).
C29.4.2 Swash Bulkheads
1 Arrangements of swash bulkheads
In case where the length or breadth of a cargo oil tank ex-
ceeds' 15 m or O.IL(m), whichever is greater, swash bulk-
heads are to be provided in cargo oil tanks. Where, howev-
er, this requirement may be dispensed with if special con-
sideration is given to sloshing.
(1) The breadth and thickness of the uppermost and low-
est strakes of the centreline swash bulkhead may be
90% of those required by the Rules for the upper-
most and lowest strakes, respectively, of the longitudi-
nal oiltight bulkhead.
(2) The "opening ratio" means the ratio of the sum of ar-
eas of openings, except slots and scallops, to the area
of the bulkhead.
(3) The section modulus of stiffeners is to be obtained
from the following formula.
In no case is it to be less than 2.0.
:~
CSh l 2 ~m3)
s
where:
S : Spacing of stiffeners (m)
C : Coefficients given below :
both ends effectively bracketed: 7.1
one end effectively bracketed and the other end
supported by girder: 8.4
both ends supported by girders: 10.0
hs : Value obtained from the following formula. In
no case is it to be less than 2.0.
0.025 )
( 0.176 - -100
- L (1 - a)lt

Fig. C29.4.1-2 Case of V-type of Tanks

!1h
!1h !1h

!1hl--~

!1h

I
l,
 where: Fig. C29.5.1-1 Measurement of h and hI
L : Length of ship (m).
a Opening ratio of bulkhead plating.
It Length of tank (m).
(4) In applying the requirements of 29.6.5-1 to 29.6.5-3
I----l--=-----=---..L-----+- Face phite of side
Part C of the Rules, the scantlings of girders support- logitudinal frame

ing stiffeners are to be obtained in such a way that

values of h specified in the requirements under consid-
Web of side longitudinal frame
eration referred to are not less than that obtained by
substituting h with h" specified in (3).

C29.5

C29.5.1
Longitndinals and Stiffeners

Longitudinals
1 Side longitudinals provided between the forward end
IT
of the engine room and the collision bulkhead of ships of
200 m and over in length are to be in accordance with the girders obtained from Table C29.5.1-1 to Table
requirements in (1) or (2) below in addition to 29.5.1, Part C29.5.1-3.
C of the Rules. Where, however, the requirements may be h Varying load for analytical assessment of fatigue
dispensed with if detailed assessment is carried out on fa- of which value is to be obtained from the water
tigue strength. head specified in Fig. C29.5.1-2 according to the
(1) The section modulus of side longitudinals is not to be location of the side longitudinal under considera-
less than that obtained from the following formula: tion multiplied by 1O(kN/m 2). Hw in Fig.
0.3C1 C 2 C 3 Shl 2 (cm 3 ) C29.5.1-2 is to be obtained from the following
where: formulae, where value of d' is to be considered
l : Spacing of side transverses or distance between for full load draught and draught in ballast re-
transverse bulkhead and side transverse includ- spectively :
ing the length of end connections (m). Hw : 1.4L1I3 : 200m:::; L :::; 250m
S : Spacing of side longitudinals (m). 2.23 L1I4 : 250m < L :::; 300m
C1 : Coefficient as given below: 9.28 : 300m < L
C1 : l.l where L = 200 m (2) Side longitudinals in areas where they penetrate such
C1 : 1.3 where L is 300 m and over structural members as transverse bulkheads and
For intermediate values of L, C, is to be obtained by swash bulkheads constraining athwartship displace-
linear interpolation. ments of side longitudinals are to comply with the re-
C2 : Coefficient given by the following formula. quirements given in (a) or (b) below:

1.0 + { 0.6 (1~) + 0.2} (2.85e 2 + 0.86e) (a) In addition to (1), the construction of connec-
tions between side longitudinals provided be-
where: tween O.ID above maximum designed and 0.5D
Af : Sectional area of face plate of side longitudinal there- below of load water line and swash bulk-
(mm 2). heads, etc., are to be such that they are fitted
Aw : Sectional area of web of side longitudinal with soft brackets on both sides. However, where
(mm 2). the requirements in (1) are satisfied by providing
e : Value as given below; soft brackets at connections of ordinary side lon-
b/b f gitudinals, the requirements in (b) are to be satis-
Ii and bf are to be in accordance with Fig. C29.5.1-1. fied.
C":!: Value of stress concentration factor according (b) Value of stress obtained from the following for-
to geometries of connections of side longitudi- mulae is to be less than 305/C, (N/mm 2) :

nals, side transverses and horizontal transverse

 Fig. C29.5.1-2 Varying Load of Fatigue Analysis
Upper deck

0.45Hw
r--r"E---1.70Hw--=,.,...'""::...-------+---.....L..----'''---+----------
O.2Hw
O.2Hw O.9Hw

d'

Bottom

O.5Hw

C 2 C3 iU + C3ii O"i + C3ij O"j 0" : Value of stress under varying loads for ana-
C2 C3j O" + C3ji O"i + C3jj O"j lytical assessment of fatigue, and is to be as
where: obtained from the following formula:
C 1 , C2 : As specified in (1) 2
Shl X 103 (N/mm 2 )
C3i , C3j : Stress concentration factors of trans- 12Z
verse bulkheads in the direction under con- where:
sideration, and are to be as specified in Ta- S, h, I = As specified in (1).
bles C29.5.1-4 to C29.5.1-6. Z: Section modulus of side longitudinal (cm 3).
C3ii , C3ji : Stress concentration factors of the O"i : Value of stress when forced displacement Oi

planes in direction i and direction j when is applied in the athwartship direction to the
forced displacement Oi is applied in the side longitudinal in close proximity of direc-
athwartship direction to the side longitudi- tion i of the transverse bulkhead under con-
nal in close proximity of direction i of the sideration, and is to be obtained from the
transverse bulkhead under consideration, following formula :
and are to be as specified in Table C29.5.1-4
1.950~EI X 10- 5 (N/mm 2 )
to C29.5.1-6 according to geometries of con- Zl
nections between side longitudinals and OJ : Value of stress when forced displacement
transverse bulkheads. OJ is applied in the athwartship direction to
C3ij , C3jj : Stress concentration factors of the the side longitudinal in close proximity of di-
planes in direction j when forced displace- rection j of the transverse bulkhead under
ment OJ is applied in the athwartship direc- consideration, and is to be obtained from
tion to the side longitudinal in close proximi- the following formula:
ty of direction j of the transverse bulkhead
1.950i EI 10 5 (N/1nm 2 )
under consideration, and are to be as speci- ZZZ x -

fied in Tables C29.5.1-4 to C29.5.1-6 accord- where:

ing to geometries of connections between E : Young's modulus of steel
side longitudinals and transverse bulkheads. (2.06 x 105 Nlmm 2 ).
Table C29.5.1-1 Stress Concentration Factor C 3 According to the Type of Intersection between Side
Longitudinal and Side Transverse

Case of penetration through side Case of penetration through side

Type of intersection transverse (See Fig. transverse in double side hull
C29.S.1.3-3) (See Fig. C29.5.1.3-4)

1.70 1.50

~ I ~

'\...

1.40 1.40
/
~ I ~

'\...

1.40 1.35
rI
~ I ~

'\...

1.60 1.45
'--,
~ I ~

'\...

0.95 0.90
/: '--,
~ I ~

'\...

0.80 0.75
r! "-,

" I

'\...
"
1.00 0.90
/ ~
~ I ~
Table C29.5.1-2 Stress Concentration Factor C 3 According to the Type of Intersection between Side
Longitudinal and Side Transverse

Case of penetration though side

Type of intersection
transverse

\
\ I \
1.80

\
/\ I \
0.85

\
~J\ I \
0.80

\
\ I \
1.80

\
/\ I \
0.85

\
~\ I \
0.70
 Table C29.5.1-3 Stress Concentration Factor C 3 According to the Type of Intersection between Side
Longitudinal and Horizontal Girder or Deck, etc.

Fixity between horizontal girder

Type of intersection
and deck, etc.

0.80

0.70

Fig. C29.5.1-3 Fig. C29.5.1-4

I--Longitudinal
Side~
Side shell bulkhead

I
I
I
I
Table 09.5.1-4 Stress Concentration Factors According to the Type of Intersection between Side
Longitudinal and Transverse Bulkhead

Type of intersection C31 C3j C3U C3/j C3jl C3Ji

0-

- l.,
j

C,
-
i
1.10 1.50 1.40 0.75 1.05 1.35

0-

- -C,
j

/,
C,
i
1.40 0.90 1.50 1.05 1.00 1.25

0-

- - j

l.,
~
~
i
1.35 0.75 1.55 1.05 0.95 1.05

(\.

- - j

l.,
'-,
i

l.,
0.60 1.50 1.00 0.85 1.10 1.35

(\

-/ - j

l.,
'-,
i

l.,
0.65 0.90 1.05 0.95 1.05 1.30

0-

- r/ -
c,
j

'-,
i

C,
0.65 0.75 1.05 0.90 0.95 1.10

r-.
- '\ -
j

l.,
/
i

l.,
0.80 0.90 1.30 1.05 1.15 1.35
r
I
Table C29.S.1-S Stress Concentration Factors According to the Type of Intersection between Side
Longitudinal and Transverse Bulkhead

Type of intersection C3i C3j C3ii C3ij C3ji C3jj

- j

C,
~ - C,
i
0.55 1.55 1.25 0.70 1.00 1.60

--l
C,
;:~ - C,
i
0.80 0.75 lAO 0.90 0.95 1.30

- /~ -
j

C, ~
i
0.80 0.60 1.35 0.85 0.85 1.10

- -
j

c,
~
C,
i
0.20 1.55 0.85 0.60 0.95 1.60

-r - j

C,
~
C,
i
0.35 0.75 0.90 0.75 0.95 1.30

- j

C,
--/ ~
C,
-
i
0.35 0.60 0.90 0.70 0.85 1.10
 Table C29.5.1-6 Stress Concentration Factors According to the Type of Intersection between Side
Longitudinal and Horizontal Girder

Type of intersection
-_~

-
i (
0.80 0.95

0.70 0.80

I: Moment of inertia of side longitudinal (em 4).
Oi, OJ : Differential displacements at the posi-
tions of side longitudinals in close proximity
of direction i and direction j of side trans-
verse girders of the ship under consideration
determined by direct strength calculation
considering loads at the crest and trough of
waves in full load condition and condition
in ballast respectively (mm).
i, j : Forward of transverse bulkhead, afterward
of transverse bulkhead.
2 In case where section struts are provided in an inter
mediate space between floors in double bottom, the fol-
lowing requirements (l) and (2) are to be complied with:
(1) Section struts, where provided, are to be sections oth-
er than flat bars or bulb plates, and are to be ar-
ranged so that they are sufficiently overlapped with
webs of the bottom and inner bottom longitudinals
(See C6.4.4). The sectional area A of the section
struts is not to be less than the value obtained from
the following formula:
2 longitudinals may be a value obtained by multiplying
A = 1.8CSbh (em )
plating of cargo oil tanks or deep tanks im-
mediately above the inner bottom longitudi-
nals under consideration.
C : Coefficient obtained from the following for-
mula. However, in no case is it to be less
than 1.43.
C= 1
1 - O.5if
is : Length of section strut (m).
k: The minimum radius of gyration of sec-
tion strut obtained from the following
formula:
k= f{ (em)
where:
I : The least moment of inertia of section strut
(em 4 ).
A: Sectional area of section strut (em 2 ).
(2) In case where section struts specified in (1) above are
provided at the centre between floors, the section
module of bottom longitudinals and inner bottom

where: 0.625 by the value obtained in accordance with

S : Spacing of frames (m). 29.5.1-1 and 29.5.2-1, Part C of the Rules.
b : Breadth of part supported by section strut (m).
h : Value obtained from the following formula (m). C29.6 Girders
In no case is it to be less than d.

h = d + O.026L' + hi (m) C29.6.1 General

2 1 In tankers without partial loading conditions such as
L' : Length of ship (m). L' =230 m if L ex- half-loading or alternate loading, if the spacing of girders
ceeds 230 m. and floors in double bottom and stringers and transverses
hi : h specified in 29.4.1-1, Part C of the Rules, in double side hull according to 29.6.1-2, Part C of the
applies to inner bottom longitudinals. In Rules are smaller than the values shown in (1) and (2), the
this case, h is to be h for the inner bottom spacing may be increased to the values given in (1) and
(2) :
(1) Girders in double bottom and stringers in double side
hull ..... 4.1 (m)
(2) Floors in double bottom and transverses III double
side hull ..... 2.8 (m)
2 For tankers specified in 29.6.1-3, Part C of the Rules,
the arrangement and the scantling of Girders in double
bottom and double side hull of these tankers are to be de-
termined by an appropriate design procedure taking ac-
count for their structure, loading conditions, etc. Neces-
sary plans and documents which show the propriety of
the design procedure are to be submitted for approval be-
forehand.
C29.6.2 Direct Strength Calculations for Girders
1 General
(1) In case where scantlings of girders (including plate
members connected thereto) are determined by direct
strength calculation, necessary documents and data
on the calculation method are to be submitted to the
Society for obtaining approval beforehand.
(2) Except for those specifically provided for in this part,
Guidance for Direct Strength Calculation is to be ap-
plied.
2 Structural modelling
(1) The range of analysis
The range of structure to be analyzed is, one side of
the two adjacent cargo oil tanks in the parallel body
part, including whole length or half length of each
cargo oil tank and transverse bulkhead between these
two tanks. However, this range is to be extended if
necessary so that every condition can be reproduced
considering the arrangement of ballast tanks in dou-
ble hull structures, loading patterns of cargo oil and
ballast, and longitudinal and transverse symmetries
of the bulkheads and girders attached thereto.
(2) Structural modelling
Structural modelling is, in principle, to be of shell ele-
ments, and the following standards (a) to (e) apply to
divisions in meshing :
(a) In meshing, proper sizes of meshes are to be se-
lected by predicting the stress distribution in the
model, and meshes with abnormally large aspect
ratios are to be avoided.
(bl Girders and similar members having stress gradi-
ents along their depth are to be so meshed as to
enable their discrimination.
(el The length of the short side of each mesh is to be
restricted to frame spacing or thereabouts.
3 Load
Load to be applied to structural models are to be a combi-
nation of internal loads and external loads specified be-
low. In case where, however, another combination of
loads is clearly severer than that specified, the latter may
be omitted.
(1) Internal loads
(a) Hydrostatic test condition
The water head is to be the vertical distance (m)
from each point to a point 2.45 m above the deck
at side (m). Examples are shown in Tables
C29.6.2-1 to -3.
(b) Navigating condition
The loading conditions for consideration are, in
principle, to be the full load condition and bal-
last condition. In case where special loading con-
dition such as two-ports loading is predicted,
such a special case is to be included. Examples
are shown in Table C29.6.2-1 to -3.
i) Water head h' at each position in cargo oil
tanks is to be obtained from the following
formula:
hi = p(h + Ilh) (m)
where:
p : Maximum designed specific gravity of
cargo as given in the Loading Manual.
h Vertical distance measured from the po-
sition under consideration to the top of
hatch (m). However, for lower cargo oil
tanks in tankers having mid-decks, ver-
tical distance measured from the posi-
tion under consideration on the level of
mid-deck (m).
Ilh : As specified in the provisions of
29.4.1, Part C of the Rules.
ii) Water head h' at each position in ballast
tanks is to be obtained from the following
formula:
hi = ph (m)
where:
p: 1.025
h : Vertical distance measured from the po-
sition under consideration to the mid-
point of distance between the top of
tanks and the.top of overf1ow pipes (m).
iii) Requirements prescribed in (ii) also apply to
cargo oil tanks which possibly utilized as bal-
 last tanks at sea.
iv) For water head in ships in harbour or simi-
lar quiet waters, b..h may not be considered.
(2) Externalloads
(al Hydrostatic test condition
The water pressure at the bottom and sides un-
der the condition of hydraulic pressure test is to
be the hydrostatic pressure corresponding to a
draught equal to 1/3 of the designed maximum
load draught.
(bl Navigation condition
i) Ship side and bottom pressures under the
navigation condition are to be taken into ac-
count the following wave induced loads in
addition to the draught in still water :
1) As the wave induced loads correspond-
ing to the wave crest and trough, the
water heads (m) corresponding to the
variations H o, HI and H 2 from the hy-
drostatic pressure at the still water
draught, according to the following for-
mulae are to be taken into considera-
tion (See Fig. C29.6.2-1) :
H o = 0.5 X Hw
HI = 0.9 X Hw
H 2 = 0.25 X Hw
where:
Hw : Value obtained from the follow-
ing formulae:
Hw : O.61V/ 2
: L ::; 150m
1.41V/3 : 150m < L ::; 250m
2.23V/4 : 250m < L ::; 300m
9.28 : 300m<L
2) The wave induced loads III
and similar quiet waters may be taken
as equal to 1/3 of the values of H o, HI
and H 2 specified in 1) above.
3) The wave induced loads may be as-
sumed to be equally distributed through-
out the ships length.
ii) In case where cargo oil tanks are empty un-
der the navigation condition and the wave
induced load assumes wave crests, deck
loads are to be taken into account. Deck
loads in this case are to be of values speci-
fied in 10.2.1, Part C of the Rules referring
to as deck girders.
Fig. C29.6.2-1 Wave Induced Load
HI
Wave induced load corresponding to wave crest
~ Wave induced load corresponding to wave trough
4 Allowable stress
Allowable stress for the modelling by using shell elements
are shown in Table C29.6.2-10.
5 Deflection of girders and transverses
In case where the results of direct strength calculations
show that relative deformations on transverses and verti-
cal web supporting longitudinals, longitudinal beams or
bulkhead stiffeners or between bulkheads are large, the
added stress due to their effects is to be considered.
6 Fatigue strength
Detailed assessment of fatigue strength may be required
as deemed necessary by the Society.
harbours
C29.6.3 Scantlings of Girders and Floors in Double
Bottom
1 When the thickness of girders and floors in double bot-
tom is calculated according to 29.6.3-1(1) and -2(1), Part C
of the Rules, the inner ends of brackets at d I , x and y in
the formulae are the points measured by the method
shown in Fig. C29.6.3-1.
2 When calculating the thickness of side girder just un-
der the hopper plate of bilge hopper tank, S in the formu-
lae in 29.6.3-1(1)(bl and -1(1)(c), Part C of the Rules, is to
be measured, as a standard, as shown in Fig. C29.6.3-2.
For the hopper plate within the range of I in the figure,
the sectional area obtained from the following formula
 Table C29.6.2-1 Case of Two Rows of Longitudinal Bulkhead

Case Loading pattern Centre tank Fore and aft tanks

F-1
ti. <Il
c::
~ .g
~ :.ac::
a
~~-\
0
u
bJl
~}:i c::
n
~
.sa
~ F-2
'u
8-
<Il
"t:l

~
a
"t:l
0:1
.sa
3
~

F-3

c::
.9
:;c::
0
u
~
<Il
0:1
B-1

0 0
:;;

0
I:Q

•
B-2
,
f

Table C29.6.2-2 Case of Two Rows of Longitudinal Bulkhead

Case Loading pattern Centre tank Fore and aft tanks

~
=
o ,g
'.::1
!9:a T-l
~'" 8
=
&'

• •
F-I

'"=
0
'.::I
:a
= 0
<:,)
00

:g=
..9
til
'0

]
~
..9
:::l
8-
'"
F-2

m•
m
~

•
F-3

:a
§
'.::I

=
0
0

~
B-1

WW
~

W
!Xl

•
B-2
 Table C29.6.2-3(a) Case of Four Rows of Longitudinal Bulkhead (to be continued)

Case Loading pattern Centre tank Fore and aft tanks

••
F-l

F-2

'"0
=
".z::
:.a
=
0
<.l
l>Il
=
~
,.Si
<a F-3
'0
8.
'"
§
-g
.Q

~
F-4

mu
F-5
 Table C29.6.2-3(bl Case of Rows of Longitudinal Bulkhead (concluded)

Case Loading pattern Centre tank Fore and aft tanks

'"c

m [lJ]
0:=0
:.a F-6
§
0
bIl

~
.9
<a
O!
]
~
.9
~
F-7
g [lJ]
B-1
[ill [ill
c
0:=0

W [ill
:.ac
0 B-2
0

~
!Xl

B-3

U[ill
 Table C29.6.2-10(a) Allowable Stress for Modelling by using Shell Elements
Structural members considered CTl CTt CT' u CT e

Primary mem- Longitudinal Shell plating, l45/K-35f l45/K l45/K

bers m double strength mem- Longitudinal but,
hull structure bers bulkhead max.125/K
plates including
mner
bottom plates
Girder, stringers - l75/K
Others Floor, Transverses - l75/K
(Note)
1. Unit: Nlmm'
2.CTe
r------------
/ (CTr - CTl . CT t + CTT + 3T 2 ) (for horizontal longitudinal strength member)
V(CTr - CTl . CT u + CT; + 3T 2 ) (for vertical longitudinal strength member)

V(CT~ - CT u . CTt + CTT + 3T 2 ) (for transverse strength member)

CTl: Normal stress in lengthwise direction
CTt : Normal stress in lengthwise direction
CT n : Normal stress in depthwise direction
T: Shearing stress
3. Openings in floors and girders, if any, are to be taken into consideration in evaluating the stresses.
4. The point of detecting stress is to be the centre of the element.
5. Value of K is to be as specified in 29.4.1-1, Part C of the Rules.
6. f is to be 0 at the position of the horizontal neutral axis of the cross sectional area of hull; fn on upper deck,
andfB on bottom shell plating,fn andfB are to be as specified in 29.4.1-1, Part C of the Rules.

Table C29.6.2-10(b) Allowable Stress for Modelling by using Shell Elements

Structural members considered CT a CT e

Primary mem- Face plate Parallel part· 175/K -

bers
outside double Corners 195/K -
hull structure Web plate Parallel part - 1751K
Corners - 1951K
(Note)
1. Unit: Nlmm'
2. CT a : Normal stress of face plate

3.CT e : V(CT~ - CT x . CT y + CTB + 3T 2 )

(The element coordinate system is to be X-Y rectangular coordinate system)
Where
CT x : Normal stress in X-direction of element coordinate system
CT y : Normal stress in Y-direction of element coordinate system
T: Shearing stress on the X face in the Y-direction of element coordinate system
4. The point of detecting stress is to be the centre of the element.
5. Value of K is to be as specified in 29.4.1-1, Part C of the Rules.
 Fig. C29.6.3-1 sectional area obtained from the following formula may
be included into the effective sectional area of the same
stringer under consideration. However, if I exceeds the
breadth of the hopper plate (bH), I is to be taken as bH .

Fig. C29.6.4-1

The range for which openings may be neglected for dl

Fig. C29.6.3-2

range that can be

considered (I)

Notes:
10I;hi t i (1- ()190) (cm 2 )
where:
hi : Breadth of hopper plate within I (mm)
,, ti : Thickness of hopper plate - 2.5 (mm)
. s
Jr, o: Angle between side longitudinal girder
plate and hopper plate (degrees)

Notes:
10I;hiti(1 - (190) (cm 2 )
where: C29.6.5 Girders and Transverses in Cargo Oil Tanks
hi : Breadth of hopper plate within and Deep Tanks
I (mm)
ti : Thickness of hopper plate -2.5 1 Measurement of span I
(mm) In case where the web under consideration and the adja-
o: Angle between side girder plate cent web do. not cross in a right angle each other, f is to
and hopper plate (degrees)
be as specified in Fig. C29.6.5-1.

may be included into the effective sectional area of the Fig. C29.6.5-1 Measurement of I
same side girder under consideration. However, if I ex-
ceeds the breadth of the hopper plate (bH), I is to be taken
as bH . End of curv ature

C29.6.4 Scantlings of Stringers and Transverses in

Double Side Hull
1 When the thickness of stringers and transverses in dou-
ble side hull is calculated according to 29.6.4-1(1)
and -2(1), Part C of the Rules, the inner ends of brackets
at d 1, x and z in the formulae are the points measured by
the method shown in Fig. C29.6.3-1.
2 When calculating the thickness of stringer just side of 2 Transverses on longitudinal bulkhead
the hopper plate of bilge hopper tank, S in the formulae (1) Even when large brackets are provided on the oppo-
in 29.6.4-1(1)(a) and -1(l)(b), Part C of the Rules, is to be site side of a longitudinal bulkhead, span fo and ra-
measured, as a standard, as shown in F'ig. C29.6.4.-1. For dius R of transverses are to be measured on the wing
the hopper plate within the range of I in the figure, the tank side in the same manner as in -1. The size of
 bracket b may be (b' + b")/2, except when b is to be Fig. C29.7.3-1 Locations and dimensions of Lightening
taken as b' if b" is smaller than b'. (See Fig. Holes
C29.6.5-2)
(2) In calculating the thickness of web plates in regard to
shearing force, the brackets on the opposite side of
longitudinal bulkheads may be taken into account.
T ."

(3) Girders on corrugated bulkheads are to be of bal-

anced girders. Where balanced girders are not adapt-
able, the neutral axis is to be brought as close to the
1
¢~dI4 ¢~ d/3
bulkhead plating as possible. h ~dl2 h~d/2
l~¢

Fig. C29.6.5-2 Measurement

of l' and b'
are provided at small intervals as is often the case
with bilge part.
(3) In case where the depth of girders is smaller than the
required depth, the section modulus of girders is to
be obtained by multiplying the Rule-required section
modulus by a ratio of the required depth of girder to
actual depth.
(4) In pump rooms or void spaces, the thickness of webs
may be reduced by I mm from the required thickness
of webs in cargo oil tanks.
C29.7 Structural Details
(5) The scantlings of members in segregated ballast tanks
in the midship part are to be same as those of mem-
C29.7.1 General
bers in cargo oil tanks.
1 Frames and stringers
(6) Connection of web plates is to be of butt-welding or
Areas represented by mark 0 in Table C29.7.1-1 are re-
other type of connection as deemed appropriate by
quired to penetrate longitudinal beams and longitudinals.
the Society.
Table C29.7.1-1 Required Areas of Longitudinal Beam and (7) In end bracket parts, at connections with cross ties,
Longitudinals etc. of transverses where shearing stress and/or com-
pressive stress are expected to be high, additional stiff-
L(m) 90::;L< 120 l20::;L
eners are to be fitted. These parts are not to have
Longitudinal beams and side lon- 0 0
gitudinals attached to sheer lightening holes. If considered necessary, slots for pen-
strake etration of longitudinals in these parts are to be rein-
Side longitudinals and longitudi- - 0 forced with collars.
nals on longitudinal bulkhead (ex- (8) No scallops are to be permitted in web plates at the
cept those specified above)
connection of face plates on transverses and those of
Bottom longitudinals, inner bot- 0 0 girder plates. Scallops cut out for work convenience
tom longitudinals and longitudi-
nals on bilge strake are to be filled up by welding. Abrupt change of di-
mensions is to be avoided carefully. (See Fig.
C29.7.3-2)
(9) The radius of the rounded corner of longitudinals
C29.7.3 Girders and Cross Ties
and transverses is to be as large as practicable.
1 General
00) Where angle bars are used instead of flat bars as stiff-
(l) The dimensions and locations of lightening holes,
eners of transverses, etc., their section modulus with
where provided, are to be as shown in Fig. C29.7.3-1.
effective plates is to be approximately equivalent to
(2) Slots are to be reinforced with collars where flanges
the required ones.
of longitudinals are facing each other or where slots
 Fig. C29.7.3-2 (a) The construction at the above mentioned inter-
section is to comply with following:
Abrupt change of dimensions of
face plate to be avoided i) Scallops at the above-mentioned intersec-
tions in bilge hopper transverses are to be
filled up by welding or closed with collar
plates. (See Fig. C29.7.3-3)
ii) Bilge hopper transverses on the extended
line of the inner bottom plating are to be fit-
ted with gusset plates. (See Fig. C29.7.3-3)

Fig. C29.7.3-3
(11) Where longitudinal frames or stiffeners penetrate bot-
tom transverses, side transverses and vertical webs on
longitudinal bulkhead, proper reinforcement is to be
made in the extents stipulated in Table C29.7.3-1, by
fitting brackets on the opposite side of stiffeners on
webs of transverse, for connecting longitudinals to
- ,
---.J
transverse, by fitting collars at slots, or by other suit-
To be filled up by welding or
able means. In ships not exceeding 230 m in length, closed with a collar plate
however, the extents of application of such reinforce-
ment may be properly reduced.

Table C29.7.3-1 Reinforcing Range (b) Where the spacing of floor plates is 2 m or more,
Member Reinforcing range a bracket is to be provided at the mid-length be-
Floor All connections tween floor plates. This bracket is to reach the in-
Transverses in bilge All connections ner bottom longitudinal and the hopper plate
hopper tank longitudinal next to the side girder located at the
Side transverses All connections below the upper end intersection.
of curvature of upper cross tie, or the The weld length of stiffeners under consideration
designed maximum load line, whichev- is not to be less than Fl. (See Fig. C29.7.3-4)
er is higher. In ships of 300m and
above in length, it is recommended Fig. C29.7.3-4
that similar reinforcement be applied
in wider extent upward beyond the To be filled up by welding or
limit stipulated above. closed with a collar plate

Transverses on longi- All connections below the upper end

tudinal bulkhead of curvature of upper cross tie. ~
Note:
The requirement for this reinforcement is also to apply to slots in
the similar conditions of transverses shown above (for example,
slots for transverse swash bulkheads).

2 The intersections of inner bottom plating and bilge

hopper
In case where double hull structures include bilge hoppers (2) Where the constructions at the intersection of the in-
(See asterisks (*) in Fig. C29.7.3-7), the construction at ner bottom plating and hopper plates forms a knuck-
the intersections of the inner bottom plating and hopper le construction as specified in Fig. C29.7.3-5. The con-
plates is to be as follows: struction at the above mentioned intersection is to be
(1) Where the constructions at the intersection of the in- comply with following (a) and/or (b), and (c) in addi-
ner bottom plating and hopper plates forms a built tion to prescribed (l)(b) :
up construction as specified in Fig. C29.7.3-3 : (a) In areas where brackets are provided, gusset
 plates are to be attached transverses of bilge hop-
pers on the extended line of the inner bottom
plating. In case where the radius of curvature at
the knuckle is large, the number of gusset plates
is to be suitably increased. (See Fig. C29.7.3-5)
(bl Stiffeners as shown in Fig. C29.7.3-4 are to be fit-
ted within 300 mm afore and abaft the bracket.
(el Knuckled part is to be bevelled and welded as far
as possible.
3 The intersections of longitudinal bulkhead and bilge
hopper
The construction at the intersections of longitudinal bulk-
heads in double side hull structures and hopper plates is
to comply with the requirements prescribed in -1.
4 Details of end structure of strong brackets

-\
Fig. C29.7.3-5
For detailed end structures of end brackets of girders and
of brackets and struts provided on the rear side of web

=;======n7IiiJ~
.
J.
_ To be bevelled
and welded

Gusset plate
plates (See asterisked areas in Fig. C29.7.3-7 to -9), pay at-
tention, for example, to the followings to avoid stress con-
centration if necessary :
(See Fig. C29.7.3-6)
(1) Bracket ends are to be connected as smooth as possi-
L-,,--- ble.
(2) Face plates are to have soft snip ends as far as possi-
ble.

Fig. C29.7.3-6 Structural Details of Bracket Toe

(6) To be as
thick as (4) Ribs with no scallop
possible are to be fitted
(3) The thickness of plate is to be
reduced sa gradual as possible

/ (3) To be within 15 mm

(I) To be fixed as
smooth as possible

(5) To be bevelled and welded

--+--- (7) Slots are to be
filled up

(2) To be of soft snip

I I
I I
/
~ ~l _
-----------,----------------
I I
I I
I
 Fig. C29.7.3-7 Intersections of Transverses and Struts (In case where bilge hoppers are provided)

** ** **
**

**

* *
** *

Fig. C29.7.3-8 Intersections of Transverses and Struts (In case where bilge hoppers are not provided)

** **

**

Fig. C29.7.3-9 Intersections of Horizontal Girders
(5)· Bracket ends are to be bevelled and welded.
(6) Bracket ends are to be as thick as possible.
(7) Slots in plating, girders on the rear side of the strong
bracket end connections are to be closed.
5 Connection of struts
In the such a construction as shown in Fig. C29.7.3-10,
brackets asterisked are to be fitted.

Fig. C29.7.3-10 Connections of Struts

(3) In case where thick plates are used for face plates, the
thickness at ends is not to be more than 15 mm, and
this is to be achieved either by inserting plates or by
being tapered for smooth thickness reduction.
(4) Bracket ends and corners are to be fitted with ribs
with no scallop.
 C29.8 Special Requirements for Corrosion C29.12 Special Requirements for Hatchways and Free-
ing Arrangements
C29.8.7 Thickness of Inner Bottom Plating in Cargo
Oil Tanks C29.12.2 Hatchways to Cargo Oil Tanks
1 Thickness of inner bottom plating specified in 1 Hatchway covers of glass-fibre reinforced plastics
29.8.7-1, Part C of the Rules is to comply with following In case where hatchway covers of glass-fibre reinforced
requirement. plastics are provided for cargo oil tanks, they are to com-
In the ships engaged in the carriage of crude oil mainly, ply with the following requirements:
the thickness t of inner bottom plating is not to be less (I) The basic materials is to be of fire-resistant nature.
than obtained from the following formula, except where (2) Model tests are to be carried out according to the
inner bottom is inclined appropriately; standard fire test method specified in Chapter 1, Part
t = 0.026L + 10.0 (mm) R of the Rules, through exposing the inside face to
2 The wording "appropriate area" specified in 29.8.7-2, fire. This standard fire test is to be carried 01.\t for a
Part C of the Rules means an area from the outer periph- time duration of not less than 20 minutes at a highest
ery of a suction bellmouth to one longitudinal spacing or temperature of 790°C to confirm that there is no pas-
thereabouts. (See Fig. C29.8.7-1 and -2) sage of flame until the end of the first 20 minutes of
the test.
Fig. C29.8.7-1
(3) Steaming tests are to be carried out to confirm that
longitudinal bulkhead
no deformations causing leakage occur.
R : 1 longitudinal space
(4) Each model of different dimensions is to be subject
to hydraulic test with a pressure not less than 27.5
kPa to confirm its strength.
(5) The cover is to be designed to be set either at ful-
l-open position or full-close position only. A notice
indicating this manner of handling is to be fitted to
Transverse bulkhead the upper surface of cover.
Main line
2 Materials of tank cleaning hatch covers
(1) Covers may be of brass, bronze or steel, but are not
Note:
Thickness Increasing Range (In case where there is no to be of aluminium.
longitudinal bulkhead in the Vicinity of suction bell- (2) Synthetic materials such as glass-fibre reinforced plas-
mough) tics materials may be used only when all the require-
ments under -1 above can be met.
3 The tightening devices of covers of tank-cleaning
Fig. C29.8.7-2
hatches are to be capable of keeping an ample tightness
R : 1 longitudinal space
under pressure corresponding to water head of 2.45 m
above the tank top. If the devices are constructed in any
of the types mentioned below or in their equivalent type,
the height of hatch coamings required by the provisions
of 20.2.2-1, Part C of the Rules may be reduced in accor-
dance with the provisions of 20.2.2-2 and 20.2.5-4(2), Part

I
Transverse bulkhead C of the Rules.
Stripping line
Main line
(1) In such a type of construction that a liner is placed
on the tank top and the cover is tightened by means
I Note:
Thickness Increasing Range (In case where there
of bolts, the pitch between these bolts is not to ex-
are longitudinal bulkheads in the vicinity of suc- ceed 150 mm, and the number of bolts is not to be
tion bellmouth) less than 10. Any constructions using butterfly-nuts,
etc., which can be opened by simple manipulations, is
not permitted. The liners are to be of a same material
 as the upper deck. replaced by freeing ports, in the lower parts of bulwark,
(2) The hatch of a type having hinged cover with arm is of a total area not less than 33% of the total area of bul-
to have a coaming. The construction is to be such warks.
that the hatch cannot be opened simply by hand. (See
Fig. C29.12.2-1) C29.13 Welding

C29.12.4 Freeing Arrangement C29.13.2 Fillet Welding

1 Effective freeing arrangement In areas where bending, shearing or axial force is particu-
Open guardrails for a length not less than half of the larly significant, the leg length of fillet welds is to be suit-
length of the exposed parts of the freeboard deck may be ably increased or to be bevelled and welded.

Fig. C29.12.2-1 Cover of Tank-cleaning Hatch

---... Removable handle

Opening
in deck
'" Upper deck
~-

APPENDIX VI Applieation of High Tensile Steel for Various Structural Members

Table Cl.l Application of High Tensile Steels for Various Stuctural Members(to be continued)

Thickness of plate: t (mm)

Structural member Application 15 < 20 < 25 < 30 < 40 <

t t t t t t
;:;;: 15 ;:;;: 20 ;:;;: 25 ;:;;: 30 ;:;;: 40 ;:;;: 50
Ll ;:;;: 250 AH DH EH
within OAL amidship
Ll > 250 DH EH
Sheer strake at strength deck
within 0.6L amidship excluding the above AH DH EH
other than those mentioned above AN DH
within O.lD downward from the lower
Side plating within OAL AH DH EH
surface of strength deck
amidship
other than those mentioned above AH DH
0-
:.arn ships of Ll > 150, having single or AH DH EH
"0
.§ double bottom structures
....,'"
'<j'

Bilge strake 0
= ships of Ll ;:;;: 150, having double AH DH EH
:£
.~ bottom structures

within 0.6L amidship excluding the above AH DH EH

Bottom plating including keel
within OAL amidship AH DH EH
plate
Ll ;:;;: 250 AH DH EH
within OAL amidship
Ll > 250 DH EH
Stringer plate in strength deck
within 0.6L amidship excluding the above AH DH EH
other than those mentioned above AH DH
Strength deck strake adjoining within OAL amidship AH DH EH
to longitudinal bulkhead within 0.6L amidship excluding the above AH DH EH
 Table Cl.2 (concluded)

Thickness of plate: t (mm)

Structural member Application 15 < 20 < 25 < 30 < 40 <

t t t t t t
, ~ 15 ~ 20 ~ 25 ~ 30 ~ 40 ~ 50
within OAL amidship AH DH EH
other than those mentioned above.
Strength deck at hatch corners
[ i""" oll"ge ••'oh opening, to be in AH DH
accordance with the requirements given in
the above column
Strength deck within OAL amidship AH DH EH
Deck plating exposed to
within OAL amidship AH DH
weather, in general
Upper strake in longitudinal bulkhead adjoining to strength deck, within OAL
AH DH EH
amid ship.
Lower strake in longitudinal bulkhead adjoining to bottom plating, within OAL
AH DH
amidship.
Upper strake in sloping plate of topside tank adjoining to strength deck,
AH DH EH
within OAL amidship.
Longitudinal members above strength deck including bracket and face plate
AH DH EH
of longitudinals, within OAL amidship.
Face plate and web of hatch coaming longitudinally extended on the strength
AH DH EH
deck over 0.15L within OAL amidship.
Stern frame Rudder horn Shaft
AH DH
bracket
Rudder plate AH DH
Other members than those mentioned above AH

Notes: for Tables C1.1 and C1.2

1. AH, DR and ER in the Tables mean the grade of steel as follows;
AH: K.A32, K.A36, DR KD32, KD36, EH: KE32, KE36
2. L is the length of ship speitied in 2.1.2, Part A or 0.97 times the length of ship on the load line,
j

whichever is the smaller (m).

 APPENDIX vn Guidance for Direct Strength Calculation
Annex Cl.l.22-1 GUIDANCE FOR DIRECT STRENGTH CALCULATION
1.1 General .
1.1.1 General
1. Application
(1) When determining the scantlings of structural mem-
bers of the hull by direct calculations, the kinds of
members of which the scantlings can be determined
as well as the ranges of application of formulae, in
the Rules and Guidances, for determining scantlings
of such members are, as a rule, to be previously ap-
proved by the Society.
(2) Even when the scantlings of structural members of
the hull are determined by direct calculations, the re-
quirements in Chapter 1S,Part C of the Rules are to
be complied with.
(3) Even when the plate thickness of structural members
are determined by direct calculations, the minimum
thicknesses specified in the Rules are to be main-
tained.
2. Analysis Methods
(1) The analysis methods and programs are to be such
that the influences of bending, shearing, axial and tor-
sional deflections can be effectively taken into consid-
eration.
(2) The analysis methods and programs are to be such
that the behaviours of plane or space structures can
be effectively expressed and or displayed under rea-
sonable boundary conditions.
(3) The analysis programs are to be such as to be recog-
nized to have a sufficient analysing accuracy. When
considered necessary, the Society may require submis-
sion of data on the details of the analysis methods,
verification of accuracy, etc.
(4) When direct calculations were executed for determi-
nation of scantlings, the materials and data specify-
ing the conditions of calculations and data summariz-
ing their results are to be submitted to the Society.
1.2 Design Loads
1.2.1 General
1. Classification of Loads
(1) The loads due to longitudinal bending moment of
hull girder at the forward and aft end boundaries of
the structure model may, as a rule, not be taken into
consideration. When these loads are taken into con-
sideration, however, the allowable stress to be applied
to the results of calculations is to be determined at
the directions of the Society.
(2) The design loads to be taken into consideration are,
as a rule, to be the loads due to cargo and water bal-
last loaded on board, hydrostatic pressure and wave
loads.
(3) The load due to the inertia force of cargo is to be con-
sidered in addition to those specified in (2) above,
when the Society considers it is necessary.
(4) The cargo holds where dynamic impact loads, such as
sloshing loads are predicted, are to be specially con-
sidered and proper data in this connection are to be
submitted.
(5) The loads for oil tankers, ore carriers and bulk carri-
ers are to be in accordance with the requirements
specified in C29.1.12, C30.1.3 and C31.1.3 of the Guid-
ance respectively, in addition to those in this 1.2.
1.2.2 Loads due to Cargo and Water Ballast
1. Loads due to Ore Cargo, Grain Cargo, etc.
(l) The density, loading height and surface of the cargo
are to be determined by giving reference to the pre-
liminary trim calculations, etc.
(2) The density, loading height and repose angle of cargo
used in the calculations are to be clearly indicated. If
considered necessary, the angle of internal friction of
the cargo and the angle of friction between the cargo
and wall surface are to be indicated.
2. Loads due to Liquid Cargo, Water Ballast, etc.
(I) The upper end of water head for a tank is to be the
mid-point of the distance between the top of tank
and the top of overflow pipe.
(2) For the water head of large deep tanks, proper addi-
tional water head corresponding to the dynamical in-
fluence is to be considered in addition to the water
head specified in (1) above.
(3) for the liquid cargo and water ballast to be loaded in
harbours or similar quiet waters, the water head cor-
responding to the actual loading height may be used
as the water head.
(4) Except where considered necessary, the loads due to
 fuel oil, fresh water and similar consumables may not tion. (See Fig. 2.1)
be taken into consideration. H o = 0.5 x H w
(5) The densities and water heads of cargoes are to be HI = 0.9 x H w
specified. H2 = 0.25 x Hw
where H w is to be determined from the following for-
1.2.3 Hydrostatic Pressure mulae.
1. Hydrostatic Pressure at Draught in Still Water Hw = 0.61L 1/ 2 L::; 150m
The water head at the draught in still water (d s ), corre- H w = 1.41L 1 / 3 150m < L ::; 250m
sponding to respective loading conditions is to be consid- H w = 2.23L 1 / 4
250m < L ::; 300m
ered as hydrostatic pressure at the ships bottom and sides. H w = 9.28 300m < L
2. Load for Hydraulic Pressure Test (2) The wave induced loads in harbours and similar qui-
(l) The upper end of water head of a tank being subject- et waters may be taken as equal to 1/3 of the values
ed to hydraulic pressure test is to be a point at a of H a, HI and Hz specified in )(1) above.
height of 2.45 m above the top of tank. (3) The wave induced loads may be assumed to be equal-
(2) The water pressure at the bottom and sides under the ly distributed throughout the ships length.
condition of hydraulic pressure test is to be the hydro-
static pressure corresponding to a draught equal to 1.3 Structural Models
1/3 of the design load draught.
1.3.1 General
1.2.4 Wave Loads 1. Modelling of Structure
1. Wave Induced Loads (1) The model of structure to be analysed is to include
(1) As the wave induced loads corresponding to the wave its surrounding members considered to have material
crest and trough, the water heads (m) corresponding influences on the behaviours of the· members of
to the variations H a, HI and Hz from the hydrostatic which the scantlings are to be determined by direct
pressure at the still water draught, according to the calculations.
following formulae are to be taken into considera-

Fig.2.1 Wave Induced Loads

i-
ds : Still water draught
lTI : Wave induced load corresponding crest
I'ZI : Wave induced load corresponding trough
 (2) The structure may be modelled on two or three di-
mensional structure by using beam elements, shell ele-
ments or hybrid elements. The modelling is to be
such that any proper elements chosen from among
plate bending elements, membrane elements, beam ele-
ments, bar elements, etc. can reproduce the be-
haviours of the structure with the highest possible fi-
delity.
(3) The scantlings including corrosion allowances which
are shown on the plans may be used for modelling.
(4) When the degree of division of a member into model
elements is insufficient for the determination of scant-
lings by direct calculation, the member concerned is
to be subject to the calculation by remeshing with
fine meshes to enable further study on the basis of
the results of the analysis.
(5) the structural models of tankers, ore carriers and
bulk carriers are to comply with the requirements in
C29.6.2, C30.1.3 and C31.1.3 of the Guidance respec-
tively, in addition to those specified in this 1.3.
2. Modelling by using Shell Elements
(l) Side shell, longitudinal bulkheads and other similar
members subjected to large shearing force are prefer-
ably to be modelled into two or three dimensional
structure by using shell elements.
(2) In meshing, proper sizes of meshes are to be selected
in accordance with the stress distribution in the mod-
el which can be predicted and abnormally large as-
pect ratios of meshes are to be avoided.
(3) Girders and similar members having stress gradients
along their depth are to be so meshed as to enable
their discrimination.
3. Modelling by using Beam Elements
(l) When modelling into beam element, the plate of a
width equal to 1/10 of span of the member on its
each side may, as a rule, be included, provided that
the plate to be included is effectively reinforced by
other members or is recognized by the Society to
have a sufficient thickness, and, in addition, this
width equal to 1/10 of the span does not exceed half
of the distance to the neighbouring member.
(2) When modelling by using beam elements, rigid mem-
bers are to be provided where constructions of high
rigidity such as bracketed constructions at the con-
nections of member corners are employed.
(3) When modelling by using beam elements, attention is
to be paid to the position of neutral axis. Particularly
when modelling on hybrid structure of beam and
shell elements, offset beam elements are to be used.
1.4 Allowable Stress
1.4.1 General
1. Allowable Stress
(1) When the loads specified in 1.2.1.-1. are to be applied
to the structural model according to the 1.3 above,
the scantlings of members are to be determined so
that the values of stress in each of them may not ex-
ceed the values given below.
(a) Allowable stress for mild steel members
For tankers, ore carriers and bulk carriers, val-
ues specified in C29.6.2, C30.1.3 and C31.1.3 of
the Guidance respectively, are to be applied.
Where nothing particular is provided for, the val-
ues are to be left to the Society's directions.
(b) Allowable stress for high tensile steel members
Values according to (a) above divided by the coef-
ficient k specified below may be used.
For high tensile steel KA32, KD32 and KE32
as specified in Chapter 3,Part K of the Rules
k=O.78
For high tensile steel KA36, KD36 and KE36
as specified in Chapter 3, Part K of the Rules
k=O.72
(2) When the section modulus of hull girder contains a
fair margin, the permissible value of normal stress in
the lengthwise is to be left to the directions of the So-
ciety.
 Annex Cl.l.22-2 GUIDANCE FOR BUCKLING STRENGTH CALCULATION

1.1 General (See Fig. 2.1) :

1.1.1 General
1. Application
~1) The buckling strength of each structural member of
the hull is to be examined on the basis of the results
of direct calculations carried out in accordance with
the Annex C1.1.22-1 "GUIDANCE FOR DIRECT
STRENGTH CALCULATION".
:2) This Guidance can be applied only where the corro-
sion protection is considered very carefully on the
panel of which the buckling strength to be examined.
In case where the panel is not appropriately protected
against corrosion, the analytical procedure is to be
within the discretion of the Society.
'3) The buckling strength can be examined by other ana-
lytical procedure instead of this Guidance when
deemed appropriate by the Society.
1.2 Working Stress
1.2.1 Working Stress in a Panel
I. Stress Components
rhe working in-plane stresses are to have already been de-
:ermined in element coordinate system as listed below
Ux : Compressive stress in x-direction (N/mm 2)
Uxb : In-plane bending stress in x-direction (N/mm 2)
u y : Compressive stress in y-direction (N/mm 2 )
Uyb: In-plane bending stress in y-direction (N/mm 2 )
T: Shearing stress (Njmm 2)
Here, the stresses Ux and U yare to be taken as positive
when they are compressive stresses, while they are set to
zero when they are tensile ones.
2. Consideration for Longitudinal Bending Stress of
Hull Girder
As the loads due to longitudinal bending moment in still
water at the end boundaries of the structure model are
not taken into account in determining the working stress-
es specified in 1.2.1-1., the stress due to the longitudinal
bending moment of hull girder is to be added for such
members as are particularly specified corresponding to
the location of the member concerned.
3. Grouping by Features of Stress Distribution
Grouping according to Table 2.1 is to be made depending
upon the features of distribution of working stresses in
the members and panels. In case where the grouping
seems difficult, examination is to be done based on each
group.

Fig. 2.1 Applied Stresses on Plate Panel

Qyb L:J==L==--

Qxb Qx
Qy rnIIllIIIID " r Qx Qxb

l~j=l"=I~\ Qy OIITIIIIIID
Qyb~
4. Modification of Working Stresses greater than half of the yield stress (Jy the equivalent
(1) The in-plane stresses determined in 1.2.1-1. are to be plastic buckling stress (J~T is to be calculated as given
modified according to Table 2.2 for each group. In in Table 3.1.
this case, it is to be performed exchange of x-axis (2) The yield stress (Jy is to be defined as the value given
and y-axis according to necessity. below:
(2) The stresses modified according to (1) above are to be 235
assumed as the working stresses used for the calcula- k
tion of buckling strength. where k is any of the following values:
F or mild steel K A, K B, K D and K E as specified
1.3 Buckling Strength Calculation in Chapter 3,Part K of the Rules : 1.00
For high tensile steel K A 32, K D 32 and K E 32 as
1.3.1 Procedure of Buckling Strength Calculation specified in Chapter 3,Part K of the Rules: 0.78
(See Table 3.1) For high tensile steel KA36, KD36 and KE36 as
1. Representative Equivalent Stress specified in Chapter 3,Part K of the Rules : 0.72
The representative equivalent stress (J eq is to be calculated
as given in Table 3.1 from the working stresses of the pan- 1.3.2 Judgement of Buckling Strength
el. 1. Assessment of the Results
2. Equivalent Elastic Buckling Stress (l) The results derived from 1.3.1 above are to satisfy the
(l) Elastic buckling stress (J xeT (JyeT and T eT are to be cal- following conditions (a) or (b), where A is the buck-
culated by the interaction formula given in Table 3.2. ling criterion given in Table 2.1.
In this case, it is to be noted that the aspect ratio (3 (a) Where the equivalent elastic buckling stress (JeT

of Group A should not be less than 1.0. is greater than half of the yield stress (Jy,

(2) The equivalent elastic buckling stress (JeT is to be cal- (J~T 2': A(Jeq
culated from the buckling stresses (J xeT (J yeT and T eT • (b) Where the equivalent elastic buckling stress (JeT

3. Equivalent Plastic Buckling Stress is smaller than half of the yield stress (Jy,

(1) When the equivalent elastic buckling stress (JeT is (JeT 2': A(Jeq

Table 2.1 Grouping

Group Features
A Relatively small shearing stress
and in -plane bending stress in
comparison with compressive
stresses or Bi-axial compres-
sive stress with same order
B Relatively small in -plane
bending stress and large
uni -axial compressive stress
with shearing stress
C Relatively small compressive
stress and large in - plane bending bending and shearing stress field
stress with shearing stress
Note:
/\ : Buckling criterion
Examples of members to be consid- A Remarks
ered
Decks, bottom and mner bottom 1.2
shell related to longitudinal
strength;
Longitudinal bulkhead plating etc.,
forming bi-axial stress field
Transverse bulkhead plating and 1.2
deep girder, etc., forming bi -axial
stress field
Side shell and sloped bulkhead of 1.2 In case of longitudinal girders
side tank, etc., forming uni-axial related to longitudinal
and shearing stress field; strength of hull girder, stress
Bulkhead plating under high shear- due to longitudinal still water
ing stress; Girder and floor, etc., bending moment is to be
forming mono-axial and shearing added
stress field
Girder and floor, etc., forming 1.2
 Table 2.2 Modification of In-Plane Stresses for Each Group

Group Stress conditions Modified in-plane stresses

where

to be assumed as:

A a; = ax + 1/2· axb
a; = ay + 1/2 . ayb

where

to be assumed as:
B
a; = ax + 1/2 . axb

where

to be assumed as:
0c= a~

ab= axb
a. = a, + ab

-.------ - cr.
t

Assumed panel width B:

( a,) a.
B= 1 + - b=-·b
Ub ub
 Table 3.1 Buckling Strength Calculation
Group A Group B Group C
Working
, ,
!7 ,!7 a:~, r !7B, T
x y

r
stress
17 eq
V17'2
x -17'x '17'y + 17'2y J(!7~2 + 3r 2 )
V(~!7B + 3r
2

Aspect alb(2:1) alb alB

ratio {3 See Table 2.2 See Table 2.2 See Table 2.2
Bucking !7 XCT = Kx '!7 e !7 XCT = Kx '!7 e !7BCT = KB '!7 e
stress
Euler's
stress of
plate 17e
!7 YCT = KY '!7 e

E~2
12(1 - v ) b
r CT

2
cr= Ks '!7 e r CT = Ks . !7e

E~2

12(1 - v 2 ) (~r

r
See Table 2.2 See Table 2.2
!7 CT
V !7;'CT - 17XCT . 17yCT + !7~CT J !7;'CT + 3r;T
V(~!7BCT + 3r;T
!7~T where !7 CT > 1/2'!7T
Y
17 , =!7y (1
!-7- -)
CT 4!7
cT
!7y : the yield stress of material specified iiI 1.3.1-3(2)
Note:
17eq: Representative eqivalent stress
17CT :Eqivalent elastic buckling stress
!7~T: Eqivalent plastic buckling stress
 Table 3.2 Interaction Formula for Elastic Buckling

Group A GroupB Group C

K K
Kx
_
- x
-Y - 1
+Kyo K xo + (Ks)'"
K so =
1 K B )2 + (Ks)2 -1
K xo ( K BO K so -
Kx = uxcr/ue Kx = Uxcr/ue KB = UBcr/Ue

K s = Tcr/U e

r
Ky = uycr/ue Ks = Tcr/U e

= IX ~ ( ~ + 1
K BO :
(32 (m2 )2
K xO = IXm2 (32 +1 K xo where (3 ::; 2/3

Kyo = Iy ( ; : + 1r K so :
where (3 <1
1.87
15.87 + (j2 + 8.6(3
2

where (3 > 2/3· .. 23.9

m: positive integer equal to the Is (4 + 5~~4) K so :
number of half waves of buckling where (3 < 1
mode which gives the minimum where (3 :::: 1
5.34)
value of buckling stress
IX and IY: reduction factor due to
Is (5.34+ ;2) IS ( 4 + (j2
opening, See Table 3.3. m: where (3 :::: 1
where (3 ::; v'2 ... 1
where v'2 < (3 ::; V6 2
IS (5.34+ ;2)
Is : reduction factor due to opening,
where V6 < (3 ::; v'I2 3
See Table 3.3.
where JI2 < (3 ::; v'2O 4
where v'2O < (3 ... (3
a:
where (3 :::: 1/2 .. ·2
where (3 < 1/2· ··0.7(1/(3 + 1) or
4.9
whichever is the smaller IX and Is :
reduction factor due to opening, See
Table 3.3.
 Table 3.3 Reduction Factor due to Opening

y, = (1 + ifJ/(2b)j2
y
t - - r 'Q1::"- a __
II-+-
where ifJ~ is the overall dimension of opening in x-direction of element coordinate r

Uh-x\i--
y,
system. In the case where the surroundings of the opening are properly reinforced,
y, may be taken as 1.0.

yy = {I + ifJ.t(2a) j2
where ifJ. is the overall dimension of opening in y-direction of element coordinate
system. In the case where the surroundings of the opening are properly reinforced,
Yy may be taken as 1.0.

y,=O'Y,y
where y, y is obtained from the following formula:
1
Y,y = (1 + ifJ(2S)F
ifJ is the greater dimension of opening.
S is the plate breadth in the direction of the major axis of opening. In the case
y, where the surroundings of the opening are properly reinforced, y, y may be taken
as 1.0.
o is obtained from the following formula:
0= 1
4· (d/a) - 1
d is the depth of slot without reinforcement; 0 is to be taken as 1.0, where d/a ;§ 0.5
1 General
(1) In case where scantlings of girders (including plate
members connected thereto) are determined by direct
strength calculation, necessary documents and data
on the calculation method are to be submitted to the
Society for obtaining approval beforehand.
(2) Except for those specifically provided for in this part,
Guidance for Direct Strength Calculation is to be ap-
plied.
2 Structural modelling
(0 The range of analysis
The range of structure to be analyzed is, one side of
the two adjacent cargo oil tanks in the parallel body
part, including whole length or half length of each
cargo oil tank and transverse bulkhead between these
two tanks. However, this range is to be extended if
necessary so that every condition can be reproduced
considering the arrangement of ballast tanks in dou-
ble hull structures, loading patterns of cargo oil and
ballast, and longitudinal and transverse symmetries
of the bulkheads and girders attached thereto.
(2) Structural modelling
Structural modelling is, in principle, to be of shell ele-
ments, and the following standards (a) to (c) apply to
divisions in meshing :
(a) In meshing, proper sizes of meshes are to be se-
lected by predicting the stress distribution in the
model, and meshes with abnormally large aspect
ratios are to be avoided.
(b) Girders and similar members having stress gradi-
ents along their depth are to be so meshed as to
enable their discrimination.
(c) The length of the short side of each mesh is to be
restricted to frame spacing or thereabouts.
3 Load
Load to be applied to structural models are to be a combi-
nation of internal loads and external loads specified be-
low. In case where, however, another combination of
loads is clearly severer than that specified, the latter may
be omitted.
(1) Internal loads
(a) Hydrostatic test condition
The water head is to be the vertical distance (m)
from each point to a point 2.45 m above the deck
at side (m). Examples are shown in Tables
C29.6.2-1 to -3.
(b) Navigating condition
The loading conditions for consideration are, in
principle, to be the full load condition and bal-
last condition. In case where special loading con-
dition such as two-ports loading is predicted,
such a special case is to be included. Examples
are shown in Table C29.6.2-1 to -3.
i) Water head h' at each position in cargo oil
tanks is to be obtained from the following
formula;
hi = p(h + ~h) (m)
where:
p : Maximum designed specific gravity of
cargo as given in the Loading'Manual.
h : Vertical distance measured from the po-
sition under consideration to the top of
hatch (m). However, for lower cargo oil
tanks in tankers having mid-decks, ver-
tical distance measured from theposi-
tion under consideration on the level of
mid-deck (m).
~h : As specified In the provisions of
29.4.1, Part C of the Rules.
ii) Water head h' at each position in ballast
tanks is to be obtained from the following
formula:
hi = ph (m)
where:
p: 1.025
h : Vertical distance measured from the po-
sition under consideration to the mid-
point of distance between the top of
tanks and the top of overflow pipes (m).
iii) Requirements prescribed in (ii) also apply to
cargo oil tanks which possibly utilized as bal-
last tanks at sea.
iv) For water head in ships in harbour or simi-
lar quiet waters, ~h may not be considered.
(2) External loads
(a) Hydrostatic test condition
The water pressure at the bottom and sides un-
der the condition of hydraulic pressure test is to
be the hydrostatic pressure corresponding to a
draught equal to 1/3 of the designed maximum
load draught.
(b) Navigation condition Fig. C29.6.2-1 Wave Induced Load
i) Ship side and bottom pressures under the HI
navigation condition are to be taken into ac-
count the following wave induced loads in
addition to the draught in still water:
1) As the wave induced loads correspond-
ing to the wave crest and trough, the
water heads (m) corresponding to the
variations H o, HI and Hz from the hy-
drostatic pressure at the still water
draught, according to the following for-
mulae are to be taken into considera-
tion (See Fig. 2-1) :
dS[~Hz
Hz
H o = 0.5 x H w
Hi = 0.9 x H w
H 2 = 0.25 x H w
where: '" Wave induced load corresponding to wave crest

Hw : Value obtained from the follow-

ing formulae:
Hw : 0.61Lllz: L :::; 150m
1.41LII3 : 150m < L :::; 250m
2.23£1/ 4
: 250m < L :::; 300m
9.28 : 300m<L
2) .The wave induced loads in harbours
and similar quiet waters may be taken
as equal to 1/3 of the values of H o, HI
and Hz specified in 1) above.
3) The wave induced loads may be as-
sumed to be equally distributed through-
out the ships length.
ii) In case where cargo oil tanks are empty un-
der the navigation condition and the wave
induced load assumes wave crests, deck
loads are to be taken into account. Deck
loads in this case are to be of values speci-
fied in 10.2.1, Part C of the Rules referring
to as deck girders.
~wave induced load corresponding to wave trough
4 Allowable stress
Allowable stress for the modelling by using shell elements
are shown in Table C29.6.2-10.
5 Deflection of girders and transverses
In case where the results of direct strength calculations
show that relative deformations on transverses and verti-
cal web supporting longitudinals, longitudinal beams or
bulkhead stiffeners or between bulkheads are large, the
added stress due to their effects is to be considered.
6 Fatigue strength
Detailed assessment of fatigue strength may be required
as deemed necessary by the Society.
 Table C29.6.2-1 Case of Two Rows of Longitudinal Bulkhead

Case Loading pattern Centre tank Fore and aft tanks

• •
F-l

'"c:
.!2
:ac:
0
u
bJ)
c:
:a

D •
]
(;j F-2
·0
~
"'0
a
"'0
Ol
.9
==
u..='
F-3

• D
c:
0
.;j
:ac:
~
0
u
B-1

D D
::;

D
~

•
B-2
 Table C29.6.2-2 Case of Two Rows of Longitudinal Bulkhead

Case Loading pattern Centre tank Fore and aft tanks

til

.g
:a
§
(J
1>0
F-l

III III
d
:a

m III
<U
~
c; F-2
·0
8-
til
"c:l
;
~
~

~
F-3

III m
d
0
0.::1
:ac:
0
(J

~
B-1

WW
:;a

w
~

•
B-2
 Table C29.6.2-3(a) Case of Four Rows of Longitudinal Bulkhead (to be continued)

Case Loading pattern Centre tank Fore and aft tanks

...
~ c::
.g .g
s·~
rIO ]
T-l
~ 8
£

••
F-l

rIO
c::
0
'.;:j
:ac::
F-2
g •
0
U
bO
Q
:a

m•
o;l
.9
3u F-3
8-
rIO
"0
§
al
.9
~
F-4

m g
F-5
 Table C29.6.2-3(bl Case of Rows of Longitudinal Bulkhead (concluded)

Case Loading pattern Centre tank Fore and aft tanks

""=

m
0

[lJ]
'l:!
:a
§ F-6
()
co
~
..9
<;l

l
"c::l
§
1l
..9
~
F-7
g [lJ]
B-1

lill lill
=
0
'l:!

W lill
:a
=
0
() B-2

~
Q:I

B-3

Ulill
 Table C29.6.2-10(a) Allowable Stress for Modelling by using Shell Elements

Structural members considered CTI CTt CTu CT e

Primary mem- Longitudinal Shell plating, l45/K-35f l45/K 145/K

bers in double strength mem- Longitudinal but,
hull structure bers bulkhead max. l25/K
plates including
inner
bottom plates
Girder, stringers - I 75/K
Others Floor, Transverses - 175/K
(Note)
1. Unit: N/mm'
2.CT e
J'(-CT-i---CT-l-'-CT-t-+-a--;-+-3-7-2-) (for horizontal longitudinal strength member)

V(cri - CTI . CT u + CT~ + 37 2 ) (for vertical longitudinal strength member)

V(CT~ - CTu . CTt + CT; + 37 2 ) (for transverse strength member)

CTl: Normal stress in lengthwise direction
CTt : Normal stress in lengthwise direction
CTu : Normal stress in depthwise direction
7: Shearing stress
3. Openings in floors and girders, if any, are to be taken into consideration in evaluating the stresses.
4. The point of detecting stress is to be the centre of the element.
5. Value of K is to be as specified in 29.4.1-1, Part C of the Rules.
6. f is to be 0 at the position of the horizontal neutral axis of the cross sectional area of hull; fn on upper deck,
andf" on bottom shell plating,fn andf" are to be as specified in 29.4.1-1, Part C of the Rules.

Table C29.6.2-10(b) Allowable Stress for Modelling by using Shell Elements

Structural members considered CT a CT e

Primary mem- Face plate Parallel part I 75/K -

bers
outside double Corners 195/K -
hull structure Web plate Parallel part - I 75/K
Corners - 19S/K
(Note)
1. Unit: N/mm'
2.CT a : Normalstressoffaceplate
3.CT e : V
(CTi - CT x . CT y + CT~ + 37 2 )
(The element coordinate system is to be X-Y rectangular coordinate system)
Where
CT x : Normal stress in X-direction of element coordinate system
CT y : Normal stress in Y-direction of element coordinate system
7: Shearing stress on the X face in the Y -direction of element coordinate system
4. The point of detecting stress is to be the centre of the element.
5. Value of K is to be as specified in 29.4.1-1, Part C of the Rules.
r.
 APPENDIX vm Damage Cases of Post-MARPOL Tankers

I DAMAGE CASES OF POST-MARPOL TANKERS

GENERAL
Reasearch on damage cases for post-MARPOL tankers (184 ships in NK class
fleet) was carried out to investigate structural problems recently built
tankers.
14 damage cases which occurred in the cargo tank area of tankers of 20,000 dwt
or above were found except for the cases caused by corrosion, mal-operation
and faulty-workmanship. The cases in which the frequency of damage is
extremely small are not dealt with in this appendix.

DAMAGE CASES IN NK-CLASS FLEET

1. CRACKS ON SIDE LONGITUDINALS AROUND THE LOAD WATER LINE
(i) Outl ine of damage ( See Fig. 1. 1 to 1. 3 )
-17 ships were found damaged, and their ages when the damages were found
were between 2 and 5 years old.
-The damage occurred within the range from load water line to about 8m
lower.
-Cracks were found mostly at the intersection of the said longitudinals
with the transverse bulkhead. As for the ships having swash bulkheads in
center tanks, the damage also occurred at the side transverse webs In
line with the swash bulkheads of center tanks.
-Cracks propagated toward the side shell plating or along the fillet
welding between the stiffener attached to the transverse webs and the
said longitudinals.
-Cracks concentrated in cargo oil tanks, especially those located amidship,
while the damages in water ballast tanks were few.
-Cracks were found much more frequently on the starboard side than on the
port side.
-The cracks were not found in the ships of which side longitudinals are of

I
J
symmetric section shape such as T-type OF semi T-type.
-The higher the yield stress of the said longitudinals were, the more
cracks were found.

I
,f
t
( U) Cause of damage
-The wave load at side becomes maXImum In the range of 4 to 5 meters below
r the load water line, and the stress range in the vicinity of this area is
found higher than others. This is because the stress range is rather
large and cannot be neglected in comparison with the rule-stipulated
 maximum load, i.e. the internal pressure of the cargo oil which is
proportional to the distance from the deck to the said side longitudinals.
-The extensive use of HT-steel attributes to reduce the scantlings and to
increase the stress range.
-The asymmetric section of the said longitudinals such as L2-typed
longitudinals caused increase of maximum stress of face plate by 50% due
to torsional bending moment compared with the design of symmetric section.
-The relative deflection of transverse webs against the transverse
bulkheads becomes large breadthwise due to reduced stiffeness of the hull
structure caused by extensive use of HT-steel. Therefore, the secondary
higher bending stress was incurred at the intersection of the side
longitudinals with the transverse bulkheads.
-The flatbar stiffeners and/or tripping brackets arranged on one side of
transverse webs allow the higher local stress at the end connection of
the side longitudinals due to the out-of-plane deflection of the
transverse webs which are asymmetrically reinforced compared to the
design with backing brackets.
(iii) Countermeasures
·-To reduce the local stress, improvement of shapes (soft shape) in stress
concentrated parts, shift of high stress point with brackets and/or
improvement of sectional shape of longitudinals was made, or
-To reduce nominal stress, large size longitudinals were provided.

2. CRACKS ON SIDE LONGITUDINALS AND LONGITUDINALS FITTED ON LONGITUDINAL

BULKHEADS IN WAY OF STRUT OF TRANSVERSE WEBS
(1) Outline of damage ( See Fig. 1. 4 )
-Two ships were found damaged, and their ages when the damages were found
were 3 and 4 years old, respectively.
-The cracks were found on the side longitudinals and the longitudinals
fitted on longitudinal bulkheads in way of strut at the intersection of
the said longitudinals and the brackets connecting them with the strut.
( ti) Cause of damage
-Excessive additional local stress induced by the large out-of-plane
deflection of strut in transverse webs led to fatigue cracks.
(iii) Countermeasures
-Improvement of toe shape to soft type was taken In order to reduce stress
. concentration.
3. CRACKS ON SIDE LONGITUDINALS AND LONGITUDINALS FITTED ON LONGITUDINAL
BULKHEADS AT THE UPPER PART OF TANKS
(i) Outl ine of damage ( See Fig, 1. 5 )
-Four ships were found damaged, and their ages when the damages were found
were between 2 and 4 years old.
-The cracks were found at the intersection of the said longitudinals and
transverse webs at the upper part of water ballast tanks located in aft
part of the ships.
(li) Cause of damage
-Structural resonance with exciting force of main propulsion system led to
fatigue cracks.
(iii) Countermeasures
-Improvement of toe shape to soft type was taken in order to reduce stress
concen t rat ion,

4. CRACKS ON DOCKING BRACKETS IN WING BALLAST TANKS

(i) Outline of damage ( See Fig. 1. 6 )
-Four ships were found damaged, and their ages when the damages were found
were between 2 and 3 years old.
-Cracks were found on docking brackets in wing water ballast tanks at the
connection with collar plates.
( li) Cause of damage
-Excessive stress concentration led to fatigue cracks.
-Increased additional stress due to large shear deflection of transverse
webs led to fatigue cracks.
(iii) Countermeasures
-Improvement of shape at the connection with collar plate was made in
order to reduce local stress and stress concentration with increase of the
thickness of the collar plate and the size of fillet welding.

5. CRACKS ON HORIZONTAL rrIRDERS AND STIFFENERS FITTED ON HORIZONTAL GIRDERS

(i) Outl ine of damage ( See Fig. 1. 7 & 1. 8 ) .
-A ship was found damaged, and the age when the damages were found was 4
years old.
-Cracks were found on the horizontal girders at the connection with
transverse webs in way of their scallops in wing water ballast tanks.
-Cracks were found on the stiffeners fitted on horizontal girders at the
 connection with the vertical stiffeners of transverse bulkheads in wing
water ballast tanks located in aft part of the ship.
( li) Cause of damage
-Structural resonance with excessive exciting force of main propulsion
system led to fatigue cracks.
(iii) Countermeasures
-Reinforcement by doubling plate was made in way of scallop of the cracked
web plates of the said girders.
-Improvement of shape to soft type was taken in order to reduce stress
concentration.

6. CRACKS ON BOTTOM LONGITUDINALS

(i) Outline of damage ( See Fig. 1. 9 & 1.10 )
-Two ships were found damaged, and their age when the damages were found
was 3 years old.
-Cracks were found on the bottom longitudinals at the intersection of
tansverse webs in way of their toe and heel of tripping brackets.
-Cracks were found on fillet welding between the transverse webs and
collar plates at their intersection.
( li) Cause of damage
-Structural resonance of bottom transverse webs with excesssive exciting
force of main propulsion system led to fatigue cracks.
(iii) Countermeasures
-Additional tripping brackets were fitted in order to avoid the structural
resonance by increasing the natural frequency of the structure.
-Reinforcement was made by doubling plate to scallop and full collar plate
to slot.
-Toe shape of tripping brackets was modified to soft type.
-Additional back brackets were fitted.
-End form of stiffeners fitted on transverse webs was modified from "snip"
type to "clip" type.

7. CRACKS ON STIFFENERS FITTED ON CENTER LINE VERTICAL WEBS FITTED ON

TRANVERSEBULKHEADS
(i) Out! ine of damage ( See Fig. 1. 11 )
-Three ships were found damaged, and their ages when the damages were
found were between 3 and 6 years old.
 -Cracks were found on the fillet welding between the stiffeners fitted on
vertical webs and horizontal girders.
( ti) Cause of damage
-Structural resonance of the vertical webs with excessive exciting force
of main propulsion system led to fatigue cracks.
(ill) Countermeasures
-Additional brackets were fitted at the lower end of tho said stiffeners
in order to reduce the stress concentration.

~. CRACKS ON STIFFENERS FITTED ON BOTTOM TRANSVERSE WEBS AT THEIR "SNIP» END

(i) Outline of damage ( See Fig. 1.12 )
-Two ships were found damaged, and their age when the damages were found
was 3 years old.
-Cracks were found on the fillet welding of the stiffeners fitted on
bottom transverse webs.
( ti) Cause of damage
-Structural resonance of bottom transverse webs with excessive exciting
force of main propulsion system led fatigue cracks.
(ill) Countermeasures
-End form of stiffeners fitted on transverse webs were modified from
"snip» type to "clip» type in order to restrict out-of-plane displacement
of bottom transverse webs.
-Additional tripping brackets were fitted in order to increase the natural
frequency of the structure.

9. CRACKS ON LONGITUDINALS FITTED ON LOGITUDINAL BULKHEAD AT THE INTERSECTION

WITH BOTTOM TRANSVERSE WEBS IN FORE AND AFT PART
(i) Outline'of damage ( See Fig. 1.13 )
-Two ships were found damaged, and their ages when the damages were found
were 1 and 4 years old, respectively.
-Cracks were found on the said longitudinals at the connection with the
stiffeners fitted on bottom transverse 'webs in fore and aft parts where
the line is flared.
( ti) Cause of damage
-Excessive stress concentration led to the fatigue cracks.
(ill) Countermeasures
-Additional brackets were fitted in order to reduce the stress
concentration.
10. CRACKS ON STIFFENERS FITTED ON HORIZONTAL GIRDERS OF SWASH BULKHEAD
(0 Outl ine of damage ( See Fig. 1. 14 )
-A ship was found damaged, and her age when the damages were found was 4
years old.
-Cracks were found on the said stiffeners at the connection with the
vertical stiffeners of swash bulkhead.
( li) Cause of damage
-Structural resonance of the horizontal girders with excessive exciting
force of main propulsion system led to fatigue cracks.
(iii) Countermeasures
-Additional brackets were fitted in order to reduce the stress
concen t rati on.

11. CRACKS ON WEB FRAME AT THEIR TOE IN WING CARGO OIL TANK
(1) Outline of damage ( See Fig. L15 )
-A ship was found damaged, and her age when the damages were found was 8
years 0 ld.
-Cracks were found on the said web frames at their toes.
( U) Cause of damage
-Excessive stress concentration led to the fatigue cracks.
(iii) Coun termeasures
-Additional brackets were fitted in order to reduce the stress
concentration.

12. CRACKS ON CORRUGATED BULKHEAD AT THE CONNECTION WITH TRIPPING BRACKET FITTED
UNDERNEATH HORIZONTAL GIRDER
(1) Outl ine of damage ( See Fig. L 16 )
-A ship was found damaged, and her age when the damages were fonud was one
year old.
-Cracks were found on the transverse corrugated bulkhead at the connection
with tripping brackets of horizontal girder. The knuckle point of
corrugate was shifted about 50mm from the bracket.
( li) Cause of damage
-Excessive stress concentration around the toe of tripping bracket led to
the fatigue cracks.
-Excessive local stress due to the discontinuity of rigidity because of
absence of reinforcement member led to the fatigue cracks.
 (iii) Co un termeasures
-Shape of the toe of the said brackets was modified to soft type in order
to reduce the stress concentration.
-Reinforcement was made with pad plate fitted on the bulkhead plate in way
of toe of the newly fitted bracket.

13. BUCKLING OF PANELS IN HORIZONTAL GIRDER OF TRANSVERSE BULKHEAD

(i) Outl ine of damage ( See Fig. 1. 17 )
-A ship was found damaged, and her age when the damages were found was 4
years 0 ld.
-Shear buckling was found on the web plates of the said horizontal girder.
( ti) Cause of damage
-Shortage of buckling strength of panels in the web plate of the said
horizontal girder led to the shear buckling.
(iii) Countermeasures
-Additional collar plates were fitted to the slot of web plates through
which the vertical stiffeners of transverse bulkhead penetrate.
-Web plates were reinforced by stiffeners.

14. BUCKLING OF PANEL IN BOTTOM CENTER GIRDER

(i) Outl ine of damage ( See Fig. 1. 18 )
-Two ships were found damaged, and their ages when the damages were found
were 4 and 7 years old, respectively.
-Shear buckling was found on the web plates of the said girder in way of
the bottom transverse webs adjacent to transverse bulkhead.
( ii) Cause of damage
-Shortage of buckling strength of panels in the web plate of the said
girder led to the shear buckling.
(iii) Coun terme asu res
I
-Thickness of the said panel was increased in order to improve the
f
I buckling strength.
f -Additional stiffeners were fitted to improve the buckling strength.
f

II
,
LOCATION
WING CARGO OIL AND BALLAST TANKS

TYPICAL DAMAGE PROPOSED REPAIR

TRANSVERSE WEB TRANSVERSE WEB

SIDE LONGITUDINALS SIDE LONGITUDINALS

NOTE
Number of ships found damaged: 17

Ages when the damages were found: 2 to 5 years old

Cracks were mainly found on the side longitudinals in the range

from load water line about a few meters below in cargo oil
tanks located amidship

FIGURE FIGURE

1.1 SUBJECT STRUCTURAL PROBLEMS OF RECENTLY BUILT TANKERS I .1

 r-
I
I
~
1 LOCATION
I WING CARGO OIL AND BALLAST TANKS
f

I TYPICAL DAMAGE

TRANSVERSE BHD
PROPOSED REPAIR

TRANSVERSE BHD

t
r

I
i
f i) "..... ~ "' (
b~'
rI (
(
(
rl
>
) ~
( , )
! SIDE LONGITUDINALS SIDE LONGITUDINALS

I
!
~
I NOTE :
See the former page.
r
~

FIGURE FIGURE

1.2 SUBJECT STRUCTURAL PROBLEMS OF RECENTLY BUILT TANKERS 1.2

t
LOCATION
I
I NO. 1 WING CARGO OIL TANKS

TYPICAL DAMAGE PROPOSED REPAIR

SIDE SHELL SIDE SHELL

BHD

NOTE
Number of ship found damaged : 1

Age when the damages were found : 4 years old

FIGURE FIGURE

1.3 SUBJECT STRUCTURAL PROBLEMS OF RECENTLY BUILT TANKERS I .3

LOCATION
WING CARGO OIL AND BALLAST TANKS

TYPICAL DAMAGE PROPOSED REPAIR

--~

STRUT ...<>..
STRUT
\ ':
\ \
\
\ ':
\ \
\ \
\ \
\ \
\ \
\ \
\ \
\

~
r~ r "\
l~ l~
}
I

L. BHD and/or SIDE SHELL L. BHD and/or SIDE SHELL

NOTE
Number of ships found damaged : 2

Ages when the damages were found : 3 and 4 years old

FIGURE FIGURE

I .4 SUBJECT STRUCTURAL PROBLEMS OF RECENTLY BUILT TANKERS 1. 4-

LOCATION
WING CARGO OIL AND BALLAST TANKS

TYPICAL DAMAGE PROPOSED REPAIR

TRANSVERSE WEB TRANSVERSE WEB

SIDE / L. BHD LONGITUDINALS SIDE / L. BHD LONGITUDINALS

NOTE
Number of ships found damaged: 17

Ages when the damages were found : 2 to 4 years old

FIGURE FIGURE

1.5 SUBJECT STRUCTURAL PROBLEMS OF RECENTLY BUILT TANKERS 1.5

~-'.-

LOCATION
WING CARGO OIL AND BALLAST TANKS

TYPICAL DAMAGE PROPOSED REPAIR

I"
- ~

. I

II I L. BHD
I
L. BHD I
I
J I
J I
I
J I
I
I , I

J
r I •
I I 1 I
_ _ III
. --(:
~,

-~~ 16
.-.../
I
,
I

I .
I
. \ t' 1'\. ,
I
"
,
BOTTOM SHELL BOTTOM SHELL
-

NOTE
Number of ships found damaged: 17

Ages when the damages were found : 2 to 3 years old

FIGURE FIGURE

1.6 SUBJECT STRUCTURAL PROBLEMS OF RECENTLY BUILT TANKERS 1. 6 .

LOCATION
WING CARGO OIL AND BALLAST TANKS

TYPICAL DAMAGE PROPOSED REPAIR

LONGITUDINAL BHD LONGITUDINAL BHD

DOUBLING

TRANSVERSE WEB TRANSVERSE WEB

STIFFENER STIFFENER

T-- DOUBLl NG
" SCALLOP HORIZONTAL GIRDER HORIZONTAL GIRDER

FIGURE FIGURE

1.7 SUBJECT: STRUCTURAL PROBLEMS OF RECENTLY BUILT TANKERS 1.7

LOCATION
WING CARGO OIL AND BALLAST TANKS

TYPICAL DAMAGE PROPOSED REPAIR

HORIZONTAL GIRDER HORIZONTAL GIRDER

TRANSVERSE BHD TRANSVERSE BHD

NOTE
Number of ship found damaged : 1

Age when the damages were found : 4 years old

FIGURE FIGURE

1.8 SUBJECT STRUCTURAL PROBLEMS OF RECENTLY BUILT TANKERS I.8

r
I
!

LOCATION
WING CARGO OIL AND BALLAST TANKS

TYPICAL DAMAGE PROPOSED REPAIR

BOTTOM TRANSVERSE WEB BOTTOM TRANSVERSE WEB

\ 'I
~
'\
\
\ '\
. \ ~
\ \
\
~
\.
\ ~

\~
~ G'I ~
~
~ ( (
{
( )
I
BOTTOM LONGITUDINALS BOTTOM LONGITUDINALS

NOTE
Number of ships found damaged : 2

Ages when the damages were found 3 years old

Double sided tanker

Additional tripping brackets were fitted

End shape of stiffeners attached on transverse webs was modified

from «snip» type to «clip» type

FIGURE PIGURE

1.9 SUBJECT STRUCTURAL PROBLEMS OF RECENTLY BUILT TANKERS 1.9

LOCATION
CENTER CARGO OIL TANKS

TYPICAL DAMAGE PROPOSED REPAIR

( I

NOTE :
See the former page.

FIGURE FIGURE

1. 10 SUBJECT : STRUCTURAL PROBLEMS OF RECENTLY BUILT TANKERS 1. 10

l
I
f

LOCATION
CENTER CARGO OIL TANKS

TYPICAL DAMAGE PROPOSED REPAIR

UPPER DECK
---t--- -----'----f---t- - --+--
--+- - ----lr---

,,", I I
~ '"
I 1/;'//
v/
-4 I I'-'
I I I •"-
HOR IZONTAL GIRDER

/' I : i ; i'-CRACK
TRANSVERSE BHD
UPPER DECK UPPER DECK

CENTER LINE VERTICAL CENTER LINE VERTICAL

WEB
WEB' =
1=

HORIZONTAL GIRDER
HORIZONTAL GIRDER ~ ~.
~U V U V

NOTE
Number of ships found damaged : 3

Ages when the damages were found 3 to 6 yeare old

Double sided tanker

FIGURE FIGURE

I. 11 SUBJECT STRUCTURAL PROBLEMS OF RECENTLY BUILT TANKERS I. 11

LOCATION
CENTER CARGO OIL TANKS

TYPICAL DAMAGE PROPOSED REPAIR

LONGITUDINAL BHD LONGITUDINAL BHD

"-
T.'!J.
- ........ - --
'>.
, C "c'
'"
C /"<
, ,c"c
,,/''' >\:
c' ',c / "
C ,"',c7.C .
v
'c" -"c'
", "- ' I
-
,-,'
T -
" 1-- - - - ---
-, .... - , " - - 1 - -
I I I I
I c~:il I I c::5
I ......... : I 'I-.:
I I! I

BOTTOM SHELL BOTTOM SHELL

BOTTOM TRANS BOTTOM TRANS

rfl.

NOTE
Number of ships found damaged : 3
Ages when the damages were found:: 3 to 6 yeare old
Double sided tanker
additional tripping brackets were fitted

FIGURE FIGURE

I. 12 SUBJECT STRUCTURAL PROBLEMS OF RECENTLY BUILT TANKERS 1. 12

LOCATION
CENTER CARGO OIL TANKS

TYPICAL DAMAGE PROPOSED REPAIR

TRANSVERSE WEB TRANSVERSE WEB

WING TANK WING TANK

LONGITUDINAL BHD LONGITUDINAL BHD

CENTER TANK TRANSVERSE WEB

NOTE :
Number of ships found damaged : 2

Ages when the damages were found : 1 to 4 years old

FIGURE FIGURE

1. 13 SUBJECT STRUCTURAL PROBLEMS OF RECENTLY BUILT TANKERS 1. 13

LOCATION
CENTER CARGO OIL TANKS

TYPICAL DAMAGE PROPOSED REPAIR

HORIZONTAL GIRDER HORIZONTAL GIRDER

c!
SWASH BULKHEAD
c'!
SWASH BULKHEAD

NOTE
Number of ships found damaged : 1

Age when the damages were found: 4 years old

FIGURE FIGURE

1. 14 SUBJECT STRUCTURAL PROBLEMS OF RECENTLY BUILT TANKERS 1. 14

LOCATION
CENTER CARGO OIL TANKS

TYPICAL DAMAGE PROPOSED REPAIR

NOTE
Number of ships found damaged: 1

Ages when the damages were found : 8 yeare old

Double sided tanker

FIGURE FIGURE

1. 15 SUBJECT STRUCTURAL PROBLEMS OF RECENTLY BUILT TANKERS 1. 15

 LOCATION
CENTER CARGO OIL TANKS

TYPICAL DAMAGE PROPOSED REPAIR

HORIZONTAL GIRDER HORIZONTAL GIRDER

F- ;:---::-,- - - - - - - - - - -- -T /- - r" ~ - - - - - - - - =(

\ }i"r-----....~
-, I
j
"----

~~ /

TRANSVERSE BHD TRANSVERSE BHD

NOTE
Number of ships found damaged : 1

Age when the damages were found 1 years old

Double bottom tanker

I
1
j
}
FIGURE FIGURE
!
1
! 1. 15 SUBJECT STRUCTURAL PROBLEMS OF RECENTLY BUILT TANKERS 1. 16
LOCATION
CENTER CARGO OIL TANKS

TYPICAL DAMAGE PROPOSED REPAIR

LONGITUDINAL BHD LONGITUDINAL BHD

HORIZONTAL GIRDER HORIZONTAL GIRDER

SIDE SHELL SIDE SHELL

NOTE
Number of ship found damaged : 1

Age when the damages were found : 4 years old

FIGURE FIGURE

l. 17 SUBJECT STRUCTURAL PROBLEMS OF RECENTLY BUILT TANKERS I.17

 LOCATION
CENTER CARGO OIL TANKS

TYPICAL DAMAGE PROPOSED REPAIR

TRANSVERSE BHD TRANSVERSE BHD

I
II - - - - 1 - - - - ---

BOTTOM SHELL
- - . - - - - - - ---

BOTTOM SHELL
I
t
NOTE :
Number of ships found damaged : 2

Ages when the damages were found : 4 and 7 years old

r
i
I
I

II FIGURE

1. 18 SUBJECT: STRUCTURAL PROBLEMS OF RECENTLY BUILT TANKERS

FIGURE

1. 18
NIPPON KAl}I KYOKAI
APPENDIX IX On the Design of End Connections of Side Longitudinals
of Oil Tankers
(The original IS In Japanese)

31 October. 1991

On the Design of End Connections of Side Longitudinals of Oil Tankers

The Society has developed upgraded measures to prevent cracks attributed to

fattigue which had been found in side longitudinals of VLCCs delivered within
the past several years.
This measures. for the purpose of reducing the stress concentration.
increasing fatigue strength and prescribing the actual design. should apply
to the new tanker design including double hull construction. more
specifically to the side longitudinals in deep tanks of large size from after
peak bulkhead to collision bulkheadc
Should the fatigue strength be proven to be sufficient by the analysis in
accordance wi th the "Guidance for the Fatigue Strer.gth of Side Longi tudunals"
and the "Procedure for the Fatigue Strength of Side Longitudinals of Oil
Tankers" (hereinafter re fered as "Guide") this measures may not apply.
Further, for ships other than oil tankers. it is strongly recommended that
side longitudinals in similar deep tanks of large size. such as bilge hopper
tanks of bulk carriers are designed in accordance wih this circular.

Attachment:
1 Guidanc2 for the Fatigue Strength of Side Longitudinals
2 Procedure for the Fatigue Strength of Side Longitudinals of Oil Tankers
rrnpPON KAl}l KYOKAI
!
i

1. Range to be considered
(1) Depthwise
Range within the distance of D/4 upward and downward measured from the mid-
point of the ship's depth for oil tankers. where D is the moulded depth of
the·ships.
I

L. W. L.
\
r If'
-----
I

----i-
- - -- D/4 I
C1J
.0 -0
C1J ~ :'--
o r- II'
...., C1J \
-0
C1J '.-< I
bO <I) D/4
C C
cd
c::r::
0
() \/ \.1/
----- I
------
I

I
"- I

Transverse ~
Bulkhead
Fig.l Range to be reinforced depthwlse

(2) Lengthwise
Range from the after peak bulkhead to the collision bulkhead

2. Kinds of the end connections and their reinforcement to be considered

End connection of side longitudinals should be reinforced in accordance with
(1) and (2) below. except where the design is proven to have sufficient
fatigue strength by the analysis in accordance with "Guide" and approved by
the Society.

2
NIPPON KAlJI KYOKAI

(1) Connection of side longitudinals with transverse bulkheads other than

collision bulkheads, swash bulkheads and side transverses
The connected part between side longitudinals and transverse bulkheads,
swash bulkheads or side transverses should be reinforced in the manner
prescribe in Table 1.

Table 1 Shape and end reinforcement of side longitudinals

Bulkhead, Swash Bulkhead and Ordinary Transverse

Connection with Specified Transverse Webs Webs
A. B.

Secti ona I shape T or semi-T L2 type or T or semi-T L2 type or

coefficient~
type *2 angle type *2 angle
HT
1.0 CD or ® CD or ® CD. ® or ®
O. 78 CD*3 or ® ®*4 CD, ® or ® ® or ®
O. 72 or below ®*4 - *5 - *6

Remarks:
/Column A.I ; the end connection of side longitudinals with the transverse
bulkhead, swash bulkhead and the side transverses sectionally in line with the
transverse bulkhead and swash bulkhead located in the center cargo tankB.
/Column B./ ; the end connection of side longitudinals with side transverses
other than those of Column A.
CD: Brackets or stiffeners with straight type toe are arranged at one side
of the connection.

® Brackets or stiffeners with soft type toe are arranged at one side and
backing brackets*7 with soft type toe are arranged at the reverse
side.

® Brackets or stiffeners with soft type toe and rounded scallop

("negative R")*8 are arranged at one side of the connection.

3
NIPPON KAIJI KYOKAI

*1 :Regardress of kinds of steel actually used, the requirement in the

appropriate class applies depending on the K value determining actual
scantlings of the said longitudinals. When the scantlings of the side
longitudinals made of HT 36 steel are determined by using the K value
of 1.0. the requirement in the class coresponding to 1.0 should apply.

*2 :Upstand of the face of the said longitudinals is designed to be more

than 1/3 but not exceeding 2/3 of the face plate breadth.

r .
*3 :Soft brackets should be arranged at the reverse side.
co}
I
Tb < . 2
1. <"36

*4 :Soft brackets of sufficient size should be arranged at the back side of

the horizontal girders of transverse bulkhead.

*5 :GD might be accepted where the arm length of brackets including the
length of soft toe is sufficient at the connection with said side
longitudinals. Solid-type soft bracket (the face plate of side
longitudinals and the flange of brackets are continuous forming soft-
shaped structure) should be arranged at the back side of the horizontal
girders.

*6 :GDor CD.might be accepted (a) where the plates of side transvetses are
of completely plated type from side shell to longitudinal bulkhead, or
(b) where tripping brackets with soft type toe of similar size should be
arranged at each side with due consideration given to restraint of
out-of-plane deformation of side transverses.

*7 : The standard thickness of this bracket should be the web thickness of

the said side longitudinal, and the standard arm length including the
soft toe should be the web depth of the said side longitudinal. Due
consideration should be given to the depth of the throat to provide
appropriately balanced form. The arm length of this bracket may be about
2/3 of the web depth of the said side longitudinal where Column B.
applies.

*8 The form of the scallop should be of rounded type as follows.

normal rounded scallop

scallop ("negative R")
NIPPON KAIJI KYOKAI

(2) Connection of side longitudinals with the collision bulkhead

Connection of side longitudinals with the collision bulkhead should be made
by using a solid-type soft bracket. This connection may not be made by using
a solid-type soft bracket when the side longitudinals are made of steel or
high-tensile steel HT32. In this case, however, the shape of the bracket toe
should be of soft type. (See the right figure.)

Coliision BulkHead Collision Bulkhead

Fig.2 Connection of sidc-longitudinals with the collision bulkhead (example)

3. Shape and dimensions of side longitudinals

The ratio of the face plate thickness to web plate thickness should be
balanced to ensure structural function and the standard value should te 2.0
or less. Further, the thickness of web is recommended to be increased as
far as practicable.

5
 Guidance for the _Fatigue Strength of Side Longitudinals

1. General
1.1 Scope
This guidance shows the general procedure to estimate the fatigue strength
of the side longitudinals.
Other equivalent methods may be applied when deemed appropriate by the
Society to secure fatigue strength.

1.2 Prevention of corrosion of structural members

In this guidance is assumed the appropriate corrosion prevention arrangement
for the structural members to be considered, and neither corrosion and
wastage nor reduction of the actual fatigue strength due to the corrosive
environment.
This means the condition where ligh rust is found on the edges and weldings
of the structural members. and also on the flat parts. and
little corrosion and wastage are observed.
Thus, in order to maintain the fatigue strength of the members. it is
necessary to pay due attention to the appropriate corrosion prevention
arrangement and m~intenance after the ship goes into service.

2. Design Load and Stress Analysis

2.1 Design load
(1) The design load to be used in the consideration of the fatigue
strength should be determined on the basis of the total service
period of 20 years.
(2) All relevant -load conditions should be included which are considered
to affect the fatigue strength of the structural members among
various anticipated loaded conditions and ballast conditions.
When it is clearly presumed that one special condition gives the
severest affect in the light of the fatigue strength of the
structural members. only that condition need be considered.
(3) Wave load should be taken into account in the fatigue analysis of side
longitudinals, and together with it the following loads should be
taken into account when deemed necessary by the Society.
(a) Sectional forces of the h~ll girder caused by waves
(longitudinal and horizontal bending moment, vertical shearing
force. etc.)
 (b) Dynamic pressure of the liquid inside the tank caused by the ship
motion.

2.2 Stress analysis

(1) It is the standard method to carry out the three dimensional detailed
stress analysis in order to estimate the local stresses at the stress-
concentrated parts of the side longitudinals.
The local stress may be estimated by using an equivalent method deemed
appropriate by the Society.
(2) The local stress to be obtained should correspond to the stress in the
fatigue design curve applied taking account of the structural shape
of the stress-concentrated parts of the side longitudinals to be
considered, refer to 3. (5).
When the fatigue design curve based on a typical welded joint is
applied, this stress should be the local stress including stress
concentration due to the gross shape of the structure such as the
arrangement and shapes of the members. In this case, it is not
necessary to include the local stress concentration due to the
factors of workmanship, such as bead shapes of the weld toe.
(3) The deformation of the larger structural members such as the side
transverses, which may be obtained from the analysis of the global
structural model based on the design loads indicated in 2.1, should
be takeninto account as boundary conditions for the local structural
model used in the detailed stress analysis.
(4) Due consideration should be paid to the element subdivision used in
the finite element analysis so as to obtain the stresses corresponding
to the applied fatigue design curve.

3. Fatigue Analysis
(1) Long term distribution of the stress range may be approximated by the
exponential distribution.
(2) Total number of stress cycles of 1xl0 8 should be taken as standard for
the total service period of 20 years.
(3) When considering different types of loads given in 2.1 (3), total
stress caused by these load should be obtained by appropriate
combination of these stress components considering the difference
between the phases.
(4) Maximum principal stresses should be used in the fatigue analysis.
(5) Appropriate fatigue design curves should be used in due consideration
of the shapes of the stress concentrated parts and the kinds of the
 stresses on the structural members to be considered.
(6) When the effect of mean stress on the fatigue strength is not deemed
negligible, such effect of the mean stress should be considered.
(7) Fatigue damage may be calculated in accordance with the linear
cumulative damage rule.

4. Criterion for Fatigue Strength

The cumulati~e fatigue damage ratio should be in compliance with the
following formula.
n Li n Bj

1: - - - + 1: ~ Cw
N Li j N Bj

where,
n Li = the number of stress cycles at stress level i in loaded condi-
tion during the anticipated service period of the ship
n Li = the number of stress cycles at stress level j in ballast condi-
tion during the anticipated service period of the ship
N Li = fatigue life at each stress level i obtained from the applied
fatigue design curve
N Bj = fat i gu e life at each stress level j obtained from the applied
fatigue design curve
Cw = the allowable value for the cumulative fatigue damage r ati 0

The standard value of Cw is taken as 1. The Society may modify this value in
consideration of the type and extent of the fatigue strength analysis.
Procedure for the Fatigue Strength of Side Longitudinals of the Oil Tankers

1. General
This procedure demonstrates the standard method to deal with the fatigue
strength of side longitudinals of oil tankers in accordance with the
"Guidance for the Fatigue Strength of Side Longitudinals".
This procedure may also be applied to side longitudinals of other ships than
oil tankers and other longitudinal members than side longitudinals.

2. Des i gn 1oa d and de fl ec t i on

(1) The loads to be used in the fatigue strength calculation of the side
longitudinals should include the followings:
(a) local wave pressure
(b) relative deflection added to the side longitudinal due to the
deflection of the larger structural members such as side
transverse caused by wave load
(2) Wave load should be calculated in accordance with Annex C1.1.22-1
GUIDANCE FOR DIRECT STRENGTH CALCULATION of "GUIDANCE FOR THE SURVEY
AND CONSTRUCTION OF STEEL SHIPS" (hereinafter referred to as
GUIDANCE).
(3) Relative deflection should be obtained in the wave-crest and wave-
trough condition between the transverse bulkhead and the side
transverse, calculated by using the structural analysis of the larger
model including the cargo oil tank in accordance with the GUIDANCE.
Other equivalent method may be used when deemed appropriate by the
Society, in which case the required wave load specified in the
GUIDANCE should be taken as standard.

3. Stress Analysis
The detailed stresses at the connection between the side longitudinal and
the transverse bulkhead/side transverse should be obtained in compliance
with the detailed stress analysis specified in 3.1. but the simplified
method of stress calculation shown in 3.2 may be used instead.

3.1 Detai led stress analysis

(1) Detailed stress analysis should be made by using the three dimensional
finite element method as standard.
(2) The range to be considered in the stress analysis should includr.
 (a) Lengthwise
at least one span fore and aft sid e of the said connection for
each. At the same time. the relative deflection fore and aft of
the said connection should be considered.
(b) Breadthwise
include at least the part extending in the direction of the ship's
center line to the end of the flatbar stiffener or tripping
~racket fitted at the connection.

(c) Depthwise
include at least one half of the spacing of the said side
longitudinal on either side thereof.
(3) Relative deflection should be considered as the boundary condition
with reference to the said connection. refer to Figure 1.
(4) Meshing of the side longitudinal should be made so as to enable to
express appropriately the difference of the stress distribution in
the transverse direction of the flange according to the shape of the
sections.
(5) The part of higher stress-concentration at the connection should be
meshed to make the plate element of the size of about twice the plate
th i ckess.
In this area, isotropic element. such as quadrate element close to a
square, is recommended to be·used.
(6) When using the fatigue design curves indicated in Figure 2, applicable
stress should be the local stress at the location of about the plate
thickness of the flange of the side longitudinal off the weld toe. In
this case, the meshing considering the shape of the weld bead is not
necessary.

3. 2 Simplified method of stress calculation

(1) The simplified method of stress calculation is defined as that to
obtain the local stress by multiplying the nominal stress of the
flange of the side longitudinal by the stress concentration factor
considering the sectional shape of the longitudinal and shapes of the
members at the connection.
- Nominal stress of the flange
(2) The nqminal stress of the flange is defined as that obtained by using
the simple beam model of a side longitudin.al in consideration of the
effective width of the side shell plating, and the following two
stresses should be added:
 (a) nominal stress of the flange at the end to be analyzed by using
the both-end fixed beam modeling the side longitudinal between the
transverse bulkhead and the side transverse and by applying the
local wave load as the distributed load in accordance with the
GUIDANCE, and
(b) nominal stress of the flange at the connection to be analyzed of
the side longitudinal In the range of the part between the
transverse bulkhead and side transverse fore and aft of the said
connection and by applying the relative deflectiQn obtained from
the structural analysis of the larger model with reference to the
connection to be analyzed.
(3) The relative deflection specified in (2) 2) should be considered as
the boundary condition of the deflection with reference to the
connection to be analyzed, see Figure 1.
(4) The effective width of the side shell plating should be the spacing of
side transverses multiplied by 0.2, or the spacing of the said side
longitudinal, whichever is the lesser.
(5) The local wave load should be expressed at the position of the said
side longitudinal, and the load-bearing width should be one half of
the distance of the adjacent side longitudinals upward and downward.
(6) The nominal stress range should be the difference corresponding to the
wave-crest and wave-trough specified in the GUIDANCE.
- Stress concentration factor -
(7) The stress concentration factor should be defined as the ratio of the
following two:
(a) the local stress of the flange at the position of about the plate
thickness of the flange off the weld toe in consideration of the
shape of the section of the side longitudinal and the shape of
the member at the said connection
(b) the nominal stress of the flange defined in (2)
(8) The stress concentration factor should be determined based on the
results of the detailed stress analysis of the joint and/or the model
tes t.

4. Fatigue Analysis
(1) Long term distribution of the stress range should be assumed as the
exponential distribution, and the local stress range obtained in 3.
03should be regarded as the maximum stress range.
(2) The total number of stress cycles should be defined as Sxl0?
respectively for loaded and ballast condition during the service
 period of 20 years.
(3) The fatigue design curves shown in Figure 2 should be regarded as
standard. The stress range in these fatigue design curves is the total
amplitude of the local stress.
High tensile steels are defined as HT32 and HT36 specified in 1. 1~1
of the "GUIDANCE FOR HULL CONSTRUCTION CONTAINING HIGH TENSILE STEEL
MEMBERS".

5. Criterion for the Fatigue Strength

The linear cumulative fatigue damage ratio should be obtained for the side
longitudinals of other oil tankers of similar hull form and by experiences
of.safe navigation In the past in a similar way as specified in 2. to 4.
above.
Then, confirm that the cumulative fatigue damage ratio of the side
longitudinals of the ship in question should be equivalent to or less than
that of the existing ship as mentioned above.
f

J
f
rI
I
f

f
[
r
APPENDIX X Shipbuilding and Repair Quality Standard

Part A Shipbuilding and

Repair Quality Standard for
New Construction

Part B Repair Quality Standard

for Existing Ships
I
I
I,
Part A Shipbuilding and
Repair Quality Standard for
New Construction
 PART A - SHIPBUILDING AND REPAIR QUALITY STANDARDS FOR NEW CONSTRUCTION

I. Scope
2. General requirements for new construction
3. Qualification of personnel and procedures
3.1 Qualification of welders
3.2 Approval of welding procedures
3.3 Qualification of NDE operators
4. Materials
4.1 Materials for structural members
4.2 Under thickness tolerances
4.3 Surface conditions
5. Cutting
5.1 Gas cutting
5.2 Plasma arc cutting
5.3 Laser beam cutting
6. Fabrication and fairness
6.1 Flange longitudinals and flange brackets
6.2 Built-up sections
6.3 Corrugated bulkheads
6.4 Pillars, brackets and stiffeners
6.5 Maximum heating temperature on surface for line heating
6.6 Block assembly
6.7 Special sub-assembly
6.8 Shape
6.9 Fairness of plating between frames
6.10 Fairness of plating with frames
7. Alignment
8. Welding
8.1 Typical butt weld plate edge preparation (manual welding)
8.2 Typical fillet weld plate edge preparation (manual welding)
8.3 Typical butt and fillet weld profile (manual welding)
8.4 Lap, plug and slot welding
8.5 Distance between welds
8.6 Automatic welding
9. Repair
9.1 Typical misalignment repair
9.2 Typical butt weld plate edge preparation repair (manual welding)
9.3 Typical fillet weld plate edge preparation repair (manual welding)
9.4 Typical fillet and butt weld profile repair (manual welding)
9.5 Distance between welds repair
9.6 Erroneous hole repair
9.7 Repair by insert plate
9.8 Weld surface repair

-~ REFERENCES
1. lACS "Bulk Carriers - Guidelines for Surveys, Assessment and Repair of Hull Structure"
2. TSCF "Guidelines for the inspection and maintenance of double hull tanker structures"
3. TSCF "Guidance manual for the inspection and condition assessment of tanker structures"
4. lACS UR W7 "Hull and machinery steel forgings"
5. lACS UR W8 "Hull and machinery steel castings"
6. lACS UR Wll "Normal and higher strength hull structural steel"
7. lACS UR W13 "Allowable under thickness tolerances of steel plates and wide flats"
8. lACS UR Wl4 "Steel plates and wide flats with improved through thickness properties"
9. lACS UR Wl7 "Approval of consummables for welding normal and higher strength hull structural steels"
10. lACS UR ZIO.l "Hull surveys of oil tankers"and ZlO.2 "Hull surveys of bulk carriers" Annex I
11. lACS Recommendation No. 12 "Guidelines for surface finish of hot rolled plates and wide flats"
13. lACS Recommendation No. 20 " Guide for inspection of ship hull welds"
I. Scope

1.1 This standard provides guidance on shipbuilding quality standards for the hull structure during new
construction and the repair standard where the quality standard is not met.

Whereas the standard generally applies to

- conventional ship types,
- parts of hull covered by the rules of the Classification Society,
- hull structures constructed from normal and higher strength hull structural steel,
the applicability of the standard is in each case to be agreed upon by the Classification Society.

The standard does generally not apply to the new construction of

- special types of ships as e.g. gas tankers
- structures fabricated from stainless steel or other, special types or grades of steel

1.2 The standard covers typical construction methods and gives guidance on quality standards for the most
important aspects of such construction. Unless explicitly stated elsewhere in the standard, the level of
workmanship reflected herein will in principle be acceptable for primary and secondary structure of conventional
designs. A more stringent standard may however be required for critical and highly stressed areas of the hull, and
this is to be agreed with the Classification Society in each case. In assessing the criticality of hull structure and
structural components, reference is made to ref. 1,2 and 3.

1.3 Details relevant to structures or fabrication procedures not covered by this standard are to be approved by the
Classification Society on the basis of procedure qualifications and/or recognised national standards.

1.4 It is intended that these standards provide guidance where established shipbuilding or national standards
approved by the Classification Society do not exist.

1.5 For use of this standard, fabrication fit-ups, deflections and similar quality attributes are intended to be
uniformly distributed about the nominal values. The shipyard is to take corrective action to improve work
processes that produce measurements where a skewed distribution is evident. Relying upon remedial steps that
truncate a skewed distribution of the quality attribute is unacceptable.

2. General requirements for new construction

2.1 In general, the work is to be carried out in accordance with the Classification Society Rules and under the
supervision of the Surveyor to the Classification Society

2.2 Provisions are to be made for proper accessibility, staging, lighting and ventilation. Welding operations are to
be carried out under shelter from rain, snow and wind.

2.3 Welding of hull structures is to be carried out by qualified welders, according to approved and qualified
welding procedures and with welding consumables approved by the Classification Society, see Section 3. Welding
operations are to be carried out under proper supervision by the shipbuilder.
3. Qualification of personnel and procedures

3.1 Qualification of welders

3.1.1 Welders are to be qualified in accordance with the procedures of the Classification Society or to a recognised
national or international standard, e.g. EN 287, ISO 9606, ASME Section IX, ANSI!AWS D1.1. Recognition of
other standards is subject to submission to the Classification Society for evaluation. Subcontractors are to keep
records of welders qualification and, when required, furnish valid approval test certificates.

3.1.2 Welding operators using fully mechanised or fully automatic processes need generally not pass approval
testing provided that the production welds made by the operators are of the required quality. However, operators
are to receive adequate training in setting or programming and operating the equipment Records of training and
production test results shall be maintained on individual operator's files and records, and be made available to the
Classification Society for inspection when requested.

3.2 Qualification of welding procedures

Welding procedures are to be qualified in accordance with the procedures of the Classification Society or a
recognised national or international standard, e.g. EN288, ISO 9956, ASME Section IX, ANSI!AWS D 1.1.
Recognition of other standards is subject to submission to the Classification Society for evaluation. The welding
procedure should be supported by a welding procedure qualification record. The specification is to include the
welding process, types of electrodes, weld shape, edge preparation, welding techniques and positions.

3.3 Qualification of NDE operators

3.3.1 Personnel performing non-destructive examination for the purpose of assessing quality of welds in
connection with new construction covered by this standard, are to be qualified in accordance with Classification
Society rules or to a recognised international or national qualification scheme. Records of operators and their
current certificates are to be kept and made available to the Surveyor for inspection.

4. Materials

4.1 Materials for Structural Members

All materials, including weld consummables, to be used for the structural members are to be approved by the
Classification Society as per the approved construction drawings and meet the respective lACS Unified
Requirements. Additional recommendations are contained in the following paragraphs.

All materials used should be manufactured at a works approved by the Classification Society for the type and
grade supplied.

4.2 Under Thickness Tolerances

The maximum permissible under thickness tolerance, for hull structural plates and wide flats with thicknesses of
5mm and over, for both normal and high strength steels, is -0.3mm. The thickness is to be measured at random
locations whose distance from an edge shall be at least IOmm. Local surface depressions resulting from
imperfections and ground areas resulting from the elimination of defects may be disregarded provided the
imperfections or grinding are in accordance with the requirements of Section 4.3 "Surface Conditions",
4.3 Surface Conditions

4.3.1 Definitions

Minor Imperfections: pittings, rolled-in scale, indentations, roll marks, scratches and
grooves
Defects: Cracks, shells, sand patches, sharp edged seams and minor
imperfections not exceeding the limits of table 1 in case that the
sum of the influenced area exceeds 5% of the total surface
in question
Depth of Imperfections or defects: the depth is to be measured from the surface of
the product

4.3.2 Unrepaired Conditions

Minor imperfections, in accordance with the limits described in Table 1, are permissible and may be left
unrepaired.

4.3.3 Repairs of Defects

Defects are to be repaired by grinding or welding irrespective of their size and number. Repair by grinding may
be carried out over the entire surface up to a depth equal to the under thickness tolerances given in paraA.2.

The sum of the repairs by welding and of the repairs by grinding, reducing the nominal thickness by more than
O.3mm, shall not exceed 2% of the total surface in question.

4.3.4 Repairs by Grinding

For ground areas with a thickness less than the minimum permissible thickness stated in paraA.2, the nominal
thickness is not to be reduced by m,ore than 7% or 3mm, whichever is the lesser. Each single ground area is not
to exceed 0.25m2•

The defects are to be completely removed by grinding. Complete elimination of the defects is to be verified by a
magnetic particle or dye penetrant test procedure. The ground areas must have smooth transitions to the
surrounding surface.

4.3.5 Repairs by welding

Local defects, which cannot be repaired by grinding, may be repaired by chipping and/or grinding followed by
welding in accordance with the qualified procedures approved by the Classification Society concerned.

Any single welded area is not to exceed 0.125m 2• The weld preparation should not reduce the thickness of the
product below 80% of the nominal thickness. Welding is to be completed with one layer of weld bead in excess,
which is subsequently to be ground smooth, level with the plate surface. The soundness of the repair is to be
verified by ultrasonic, magnetic particle or dye penetrant methods.
Plate Thickness Surface 100% 15% 5% 2%
Area
3~t<8mm N +0.1 0.2 - 0.4 -
N 0.2 - 0.3 0.4
N - 0.1 0.2 - - 0.4
N - 0.2 0.1 0.2 - 0.4
N - 0.3 0.0 0.2 - 0.4
8 ~ t < 25mm N+0.2 0.3 - 0.5 -
N +0.1 0.3 - 0.4 0.5
N 0.3 - - 0.5
N - 0.1 0.2 0.3 - 0.5
N - 0.2 0.1 0.3 - 0.5
N - 0.3 0.0 0.3 - 0.5
25 ~ t<40mm N+0.3 0.4 - 0.6 -
N+0.2 0.4 - 0.5 0.6
N + 0.1 0.4 - - 0.6
N 0.3 0.4 - 0.6
N - 0.1 0.2 0.4 - 0.6
N - 0.2 0.1 0.4 - 0.6
N - 0.3 0.0 0.4 - 0.6
40 ~ t <80mm N+0.5 0.5 - 0.8 -
N + 0.4 0.5 - 0.7 0.8
N +0.3 0.5 - 0.6 0.8
N+0.2 0.5 - - 0.8
N + 0.1 0.4 0.5 - 0.8
N 0.3 0.5 - 0.8
N - 0.1 0.2 0.5 - 0.8
N - 0.2 0.1 0.5 - 0.8
N - 0.3 0.0 0.5 - 0.8
80 ~ t<150mm N+0.6 0.6 - 0.9 -
N+0.5 0.6 - 0.8 0.9
N + 0.4 0.6 - 0.7 0.9
N+0.3 0.6 - - 0.9
N+0.2 0.5 0.6 - 0.9
N + 0.1 0.4 0.6 - 0.9
N 0.3 0.6 - 0.9
N - 0.1 0.2 0.6 - 0.9
N - 0.2 0.1 0.6 - 0.9
N - 0.3 0.0 0.6 - 0.9
N - Nominal Plate Thickness

Table 1 Limits for minor imperfections left unrepaired

4.3.6 Further Defects

4.3.6.1 Lamination

Investigation to be carried out at the steelmill into the cause and extent of the laminations. Severe lamination is to
be repaired by a local insert plates. The minimum breadth of the plate to be repaired by insert is to be:

• 1600mm for shell and strength deck plating iIi way of cruciform or T-joints,
• 800mm for shell, strength deck plating and other primary members,
• 300mm for other structural members.

Local limited lamination may be repaired by chipping and/or grinding followed by welding in accordance with
sketch (a). In case where the local limited lamination is near the plate surface, the repair may be carried out as
shown in sketch (b). For limitations see paragraph 4.3.5.

(a) (b)

4.3.6.2 Weld Spatters

Loose weld spatters are to be removed completely by grinding to clean metal (see Table 9.13) on:

• shell plating
• deck plating on exposed decks
• in tanks for chemical cargoes
• in tanks for fresh water and for drinking water
• in tanks for lubricating oil, hydraulic oil, including service tanks

5. Cutting

5.1 Gas Cutting

The deviation u of cut edges (see sketch (a», from a right angle or from a required slope, and the roughness of
the cut edges R, is to meet the following requirements:

Mechanised Gas Cutting Manual Gas Cutting: Free Edges

Cut Thickness Standard Limit Strength Members Standard Limit

a::;20mm u=O.6mm u=1.2mm u=1.5mm u=1.5mm

R= lO011m R= 15011m R= 15011m R= 30011m

Others

a>20mm u=O.75mm u=1.5mm u=1.5mm u=1.5mm

R- 10011m R= 15011m R=30011m R= 50011m
Manual Gas Cutting: Welding Edges

Standard Limit

Strength Members u=1.5mm u=1.5mm

R=400llm R=800llm*

Others u=1.5mm u=1.5mm

R=800llm* R=1500llm*

Individual non-sharp notches caused by torch failures (scouring) are not to be greater than 3mm in depth. Deeper
scores should be removed by grinding.

* Unless the welding procedure needs smaller tolerances.

(a) deviation u from a right angle or from a required slope

5.2 Plasma Arc Cutting

The deviation u of the cut edge (see sketch (a)), from a right angle or from a required slope, and the roughness of
the cut edge R, is to meet the following requirements:

Mechanised Plasma Arc Cutting

Cut Thickness Standard Limit

a:::;20mm u=1.0mm u=1.5mm

R= lOOllm R= 150llm

a>20mm u=O.75mm u=1.5mm

R= lOOllm R= 150llm

The tolerances for manual cutting are to be agreed by the Classification Society concerned.

5.3 Laser Beam Cutting

The standard range and the tolerance limits for the deviation from a right angle or from a required slope of the
cut edges and the roughness of the cut edges are to be agreed by the Classification Society concerned.
6. Fabrication and fairness

6.1 Flanged longitudinals and flanged brackets (see Table 6.1)

6.2 Built-up sections (see Table 6.2)
6.3 Corrugated bulkheads (see Table 6.3)
6.4 Pillars, brackets and stiffeners (see Table 6.4)
6.5 Maximum heating temperature on surface for line heating (see Table 6.5)
6.6 Block assembly (see Table 6.6)
6.7 Special sub-assembly (see Table 6.7)
6.8 Shape (see Table 6.8 and 6.9)
6.9 Fairness of plating between frames (see Table 6.10)
6.10 Fairness of plating with frames (see Table 6.11)

7. Alignment

The quality standards for alignment of hull structural components during new construction are shown in Tables
7.1, 7.2 and 7.3. The classification society may require a closer construction tolerance in areas requiring special
attention, as follows:

• Regions exposed to high stress concentrations

• Fatigue prone areas
• Detail design block erection joints
• Higher tensile steel regions

8. Welding Details

8.1 Typical butt weld plate edge preparation (manual welding) - see Table 8.1 and 8.2
8.2 Typical fillet weld plate edge preparation (manual welding) - see Table 8.3 and 8.4
8.3 Typical butt and fillet weld profile (manual welding) ~ see Table 8.5
8.4 Lap, plug and slot welding - see Table 8.6
8.5 Distance between welds - see Table 8.7
8.6 Automatic welding - see Table 8.8

9. Repair

9.1 Typical misalignment repair - see Tables 9.1 to 9.3

9.2 Typical butt weld plate edgepreparation repair (manual welding) - see Table 9.4 and 9.5
9.3 Typical fillet weld plate edge preparation repair (manual welding) - see Tables 9.6 to 9.8
9.4 Typical fillet and butt weld profile repair (manual welding) - see Table 9.9
9.5 Distance between welds repair - see Table 9.10
9.6 Erroneous hole repair - see Table 9.11
9.7 Repair by insert plate - see Table 9.12
9.8 Weld surface repair - see Table 9.13
TABLE 6.1 - FLANGED LONGITUDINALS AND BRACKETS

Detail Standard Limit Remarks

Breadth of flange

b
±3mrn ±5mrn

compared to correct size

Angle between flange and web

~l
I ±3mrn ±5mm per 100 mrn of a

compared to template

Straightness in plane of flange

and web

± 10 mrn ±25mm per 10 m

TABLE 6.2 - BUILT UP SECTIONS

Detail Standard Limit Remarks

Frames and longitudinal

±1.5 mm ±3mm per 100 mm of a

Distortion of face plate

.---a-,----.t·1 ~
d

1
d ~3 + a/IOO mm d ~5 + a/100 mm

Distortion of girder and transverse

at upper edge and flange

±5mm ±8mm per span between

primary members
TABLE 6.3 - CORRUGATED BULKHEADS

Detail Standard Limit Remarks

Mechanical bending

Material to be suitable for

cold flanging (forming)
R~3tmm
and welding in way of
radius

Depth of corrugation

±3mm ±6mm

Breadth of corugation web

±.3mm ±6mm

Breadth of corrugation

±3mm ±6mm

Pitch and depth of swedged

h: ±2.5 mm h:±5mm
corrugated bulkhead compared
with correct value
Where it is not aligned with other bulkheads

-ti-tt-
P :±6mm P:±9mm

Where it is aligned with other bulkheads

P P
P:.±2mm P: ±3 mm
TABLE 6.4 - PILLARS, BRACKETS AND STIFFENERS

Standard Limit Remarks

Detail

Pillar (between decks)

4mm 6mm

Cylindrical structure diameter

(pillars, masts, posts, etc.)

±D/200mm ±D1150mm

D max. +5mm max. 7.5 mm

Tripping bracket and small stiffener,

distortion at the part of free edge

a 5:.t/2 mm max.8mm

Snipe end of secondary face plates

and stiffeners eO = 300

+5mm
H= 15 mm
-5mm

+ lOmm
D=25mm
-5mm

H ±5mm
D F= 15 mm
TABLE 6.5 - MAXIMUM HEATING TEMPERATURE ON SURFACE FOR
LINE HEATING FOR PLATE FORMING

Item Standard Limit Remarks

Conventional Water cooling just under 650°C

Process after heating
AH32-EH32 &
AH36-EH36

TCMPtype Air cooling after under 900°C

AH32-EH32 & heating
AH36-EH36
(Ceq.>O.38%)

Air cooling and under 900°C (starting

subsequent water temperature of water
cooling after cooling to be under
heating 500°C)

TMCPtype Water cooling just under lOOO°C

AH32-DH32 & after heating or air
AH36-DH36 cooling
(Ceq.:5:0.38%)

TMCPtype Water cooling just under 900°C

EH32&EH36 after heating or air
(Ceq.:5:0.38%) cooling

NOTE:

Mn Cr + Mo +V Ni + Cu
Ceq = C + - - + + (%)
6 5 15
TABLE 6 6 - BLOCK ASSEMBLY

Item Standard Limit Remarks

Flat Plate Assembly

Length and Breadth ±2.5mm ±5mm

Distortion ±IOmm ±20mm

Squareness ±5mm ±lOmm

Deviation of interior members from plate 5mm IOmm

Curved plate assembly

Length and Breadth ±2.5mm ±5mm Measured along

Distortion ±IOmm ±20mm the girth

Squareness HOmm ±15mm

Deviation of interior members from plate 5mm IOmm

Flat cubic assembly

Length and Breadth ±2.5m ±5mm

Distortion ±IOmm ±20mm

Squareness ±5mm ±lOmm

Deviation of interior members from plate 5mm lOmm

Twist ±IOmm ±20mm

Deviation between upper and lower plate ±5mm ±lOmm

Curved cubic assembly

Length and Breadth ±2.5mm ±5mm measured along

Distortion ±lOmm ±20mm with girth

Squareness ±lOmm ±15mm

Deviation of interior members from plate 5mm IOmm

Twist ±15mm ±25mm

Deviation between upper and lower plate ±7mm ±15mm

TABLE 6.7 - SPECIAL SUB-ASSEMBLY

Item Standard Limit Remarks

Distance between upper/lower gudgeon ±5mm ±lOmm

Distance between aft edge of boss and aft ±5mm ±IOmm

peak: bulkhead

Twist of sub-assembly of stern frame 5mm IOmm

Deviation of rudder from shaft centre line 4mm 8mm

Twist of rudder plate 6mm lOmm

Flatness of top plate of main engine bed 5mm lOmm

Breadth and length of top plate of main ±4mm 6mm

engine bed
TABLE 6.8 - SHAPE

Detail Standard Limit Remarks

Deformation for the whole length

±50mm per 100 m against

the line of keel
sighting

Deformation for the distance between

two adjacent bulkheads

±15mm

Cocking-up of fore body

±30mm

- 1
f
Cocking-up of aft-body

±20mm

Rise of floor amidships

±15 mm

11
r
TABLE 6 9 - SHAPE

Item Standard Limit Remarks

Length between perpendiculars ±50 Applied to

per 100m ships of 100
metre length
and above.
For the
convenience of
the
measurement
the point where
the keel is
connected to
the curve of the
stem may be
substituted for
the fore
perpendicular
in the
measurement
of the length.

Length between aft edge of boss and ±25mm

main engine

Moulded breadth at midship ±15mm Applied to

ships of 15
metre breadth
and above.
Measured on
the upper deck.

Moulded depth at midship ±lOmm Applied to

ships of 10
metre depth
and above.

-
1.
t

ri
TABLE 6 10 - FAIRNESS OF PLATING BETWEEN FRAMES
i
Item Standard Limit Remarks

Parallel part 4mm

Shell plate (side & bottom shell)

Fore and aft part 5mm

Tank top plate 4mm 8mm

Longl. bulkhead
Bulkhead Trans. bulkhead
Swash bulkhead 6mm

Parallel part 4mm

Strength deck Fore and aft part 6mm 9mm

I Covered part 7mm 9mm ~~

I. s .1
Bare part 6mm 8mm
'Second deck

Covered part 7mm 9mm

~
~
Forecastle deck Bare part 4mm 8mm
poop deck
300 < s < 1000
Covered part 6mm 9mm

Super structure Bare part 4mm 6mm

deck

Covered part 7mm 9mm

Outside wall 4mm 6mm

House wall Inside wall 6mm 8mm

Covered part 7mm 9mm

Interior member (web of girder, etc) 5mm 7mm

Floor and girder in double bottom 5mm 7mm

TABLE 6.11 - FAIRNESS OF PLATING WITH FRAMES

Item Standard Limit Remarks

Shell plate Parallel part ±2/l000mm ±3 /lOOOmm

Fore and aft part ±3 /lOOOmm ±4/l000mm

Strength deck - ±3 /lOOOmm ±4/1000mm To be measured

(excluding between on trans.
cross deck) and space (min. l=3m)
top plate of
double bottom

Bulkhead - ±4/1000mm ±5 /lOOOmm

Others - ±5 /lOOOmm ±6/l000mm

=t l
lm

=span of frame
r=
(minimum l =3 m)

l
f ft=l
TABLE 7.1 - ALIGNMENT

Detail Standard Limit Remarks

Alignment of butt welds

a ~ O.1St strength
a::;3.0mm
a ~ O.2t other

Alignment of fillet welds a) strength and higher

tensile
a s:: t/3 measured
on the median

a .$ (St 3~)/6
j j -
Where ~ is less than
measured on the tl> then t3 should be
heel line_ subsituted for t l in
the standard
b) other

a s:: t/2 measured

on the median

al ~ (2t l - ~)12
measured on the
heel line

Alignment of fillet welds

.a) strength and higher
tensile steel

a ~ t/3 measured
on the median

b) other

a, s:: t/2 measured

on the hee1line
TABLE 7.2 - ALIGNMENT

Detail Standard Limit Remarks

Alignment of flange of T-longitudinal

a ~ 0.04b strength a= 8.0mm

Alignment of height of T-bar,

L-angle bar or bulb
~ ~t Primary members
...
I t a ~ 0.15t
3.0mm
Secondary members
a~ 0.20t

Alignment of panel stiffener

L \ d~Ll50

Gap between bracket/intercostal and

stiffener

~ as:: 2.0 mm 3mm

a

Alignment of lap welds

a" 2.0 mm
TABLE 7.3 - ALIGNMENT
~--------------_._--,----------r---------'---------~
Detail Standard Limit Remarks

Gap between beam and frame

a
~
a~2.0mm

~;:
I
I
I
I
I
I
I
I
I
I

Position of scallop

-,..
,. f - - -
d~75 mm
,,
,
'. f - - -

H--
d

Gap around stiffener cut-out

s ~2.0mm
TABLE 8.1 -TYPICAL BUTT WELD PLATE EDGE PREPARATION (MANUAL WELDING)

Detail Standard Limit Remarks

Square butt

t~5 rnm
G=3mm see Note 1

Single bevel butt

t >5rnm
G~3rnm
see Note 1
R~ 3mm
8 =50° - 70°

Double bevel butt

t > 19 mm
G~3mm
see Note 1
Rs::.3rnm
e =50° - 70°

Double vee butt, uniform bevels

Gs;.3mm
see Notel
R~3mm
8 = 50° _70°

Double vee butt, non-uniform bevel

G~3rnm
R::;:3rnm
6~h~tJ3mm
8 =50° see Note 1
a =90°

c/
NOTE 1
Different plate edge preparation may be accepted or approved by the Classification Society on the basis
of an appropiate welding procedure specification.
For welding procedures other that manual welding, see paragraph 3.2 Qualification of weld procedures
TABLE 8.2 - TYPICAL BUTT WELD PLATE EDGE PREPARATION (MANUAL WELDING)

Detail Standard Limit Remarks

Single vee butt, one side welding with

backing strip (temporary or permanent)

G=3-9mm
see Note I
=
e 30° - 45°

Single vee butt

G ~3mm

e =50° _70° see Note I

R~3mm

NOTE I
Different plate edge preparation may be accepted or approved by the Classification Society on the basis
of an appropiate welding procedure specification.
For welding procedures other that manual welding, see paragraph 3.2 Qualification of weld procedures
TABLE 8.3 - TYPICAL FILLET WELD PLATE EDGE PREPARATION (MANUAL WELDING)

Detail Standard Limit Remarks

Tee Fillet

G~2mm see Note 1

Small angle fillet

a =50° - 70°
~ =70° - 90° see Note 1
G~2mm

Single bevel tee with pennanent

backing

G~4-6mm

eo = 30° _45° Not nonnally for

strength members

also see Note 1

Single bevel tee

G~3mm
R~3mm see Note 1
e = 50°

NOTE 1
Different plate edge preparation may be accepted or approved by the Classification Society on the basis
of an appropiate welding procedure specification.
For welding procedures other that manual welding, see paragraph 3.2 Qualification of weld procedures
r
1 TABLE 8.4 - TYPICAL FILLET WELD PLATE EDGE PREPARATION (MANUAL WELDING)
\.--------------------r---------.-------,-------------,
I Detail Standard Limit Remarks

Single '1' tee

G =2.5 - 4 mm
r =12 - 15 mm
R=3mm see Note 1
e ~ 35°

Double bevel tee symmetrical

t> 19 mm
G~3mm
see Note 1
Rs:3mm
e =50°

Double bevel tee assymetrical

t > 19 mm
G~3mm see Notel
R~3mm

Double J bevel symmetrical

G= 2.5 - 4 mm
Rs:3mm see Note 1
r= 12 -15 mm
e::? 35°

NOTE 1
Different plate edge preparation may be accepted or approved by the Classification Society on the basis
of an appropiate welding procedure specification.
For welding procedures other that manual welding, see paragraph 3.2 Qualification of weld procedures
TABLE 8.5 -TYPICAL BUTT AND FILLET WELD PROFILE (MANUAL WELDING)

Detail Standard Limit Remarks

Butt weld toe angle

e ~60° maximum
h~O.2R h6mm

Butt weld undercut

D=Omm O.5mm

Fillet weld leg length

s = leg length Sd = design s

a = throat depth ad = design a

over short
weld lengths

Fillet weld toe angle

in areas of stress
concentration and fatigue,
the Class Society may
require a lesser angle

Fillet weld undercut

D=Omm O.5mm
TABLE 8.6 -TYPICAL LAP, PLUG AND SLOT WELDING (MANUAL WELDING)

Detail Standard Limit Remarks

Fillet weld in lap joint

b =2t 2 + 25

location of lap joint to

be approved by the
Fillet weld in joggled lap joint Classification Society

b2 2t2 + 25 mm

Plug welding
t:$.12mm 12 < t :$.25 mm
L
( ·1
·I~ I 60mm 80mm

~
R 6mm 0.5tmm
t 40°_50° 30°
G 12mm tmm
L > 2l

Slot welding

l L

( )' C) G
t.'5:.12 mm

20mm
t> l2mm

2t
l 80mm 100mm
L 2l- 3l max. 250 mm

G
TABLE 8.7 - DISTANCE BETWEEN WELDS

Detail Standard Limit Remarks

Scallops over weld seams

forr;;;" 30 mm

d;;;,,5mm

Distance between two butt welds

d2.0mm

Distance between butt weld and

fillet weld

fr I d210mm

Distance between butt welds

for cut-outs

~ d~30mm

d
D
for margin plates
150 mm

d2 300 mm

i
r
!
1 TABLE 8.8 - AUTOMATIC ARC WELDING
',----------------,--------,---------,-----------.
Detail Standard Limit Remarks

Submerged Arc Welding (SAW)

Edge preparation as per

o~ G~O.8 mm G.,;;.5mm
Tables 8.1 and 8.2

SAW may follow WPS

approved by the
Classification Society

see Note 1
TABLE 9.1 - TYPICAL MISALIGNMENT REPAIR

Detail Repair standard Remarks

Alignment of butt joints Strength members

a> 0.15t] or a > 3 mm
release and adjust

Others
a> 0.2t, or a> 3 mm
release and adjust

Alignment of fillet welds a) strength and higher tensile steel

t/3 < as:. t/2 - generally increase

weld throat by 10%
Where t J is less
a > t/2 - release and adjust over a minimum
than t" then t J
of 50a
should be substituted
for t, in standard
b) Other

a > t/2 - release and adjust over a minimum

of30a

Alignment of flange of T-10ngitudinal

----'-I~ •
When 0.04b < as::. O.OSb, max. S mm
grind corners to smooth taper over a
minimum distance L=3a
._----~------
When a > O.OSb or S mm
af tb release and adjust over minimum L=50a

Alignment of height of T-bar, When 3 mm < a::::;: 6 mm

L-angle bar or bulb building up by welding
When a>6 mm
L release and adjust over minimum L=50a
I for primary structure and L=30a elsewhere

F
Alignment of lap welds
2 mm < as:. 5 mm
I~a weld leg length to be increased by the same
'------f-- amount as increase in gap

------:==J~a
a>5mm
-~t- members to be re-aligned
TABLE 9.2 - TYPICAL MISALIGNMENT REPAIR

Detail Repair standard Remarks

Gap between bracket/intercostal and When 2 mm < a.<:: 5 mm

stiffener weld leg length to be increased by
increase in gap

When 5 mm < a.<:: 10 mm

chamfer 30° - 40° and build up
with welding

When a> lOmm

increase gap to 50mm and fit
collar plate

,
,
t :, t,
,
~ --- ---_:

~b~~ I

b = (2t + 25) mm, min. 50 mm

Gap between beam and frame

a> 2 mm - release and adjust

l - - L - - ._ _- - - . l - - _ - - - l
TABLE 9.3 - MISALIGNMENT REPAIR

Detail Repair standard Remarks

r---------------+---------------..-+----------
Position of scallop When d < 75 nun, web plate to be
cut between scallop and slot, and
collar plate to be fitted

b (min. 50mm)

l F-~
,
,-j---
- .... I
I

I
I
r--- I f
I
,+---
OR fit smal collar over scallop

,~
I
--
,
I

,+---

OR fit collar plate over scallop

,
I

r----:

When 2 mm < s s 5 mm
Gap around stiffener cut-out
weld leg length to be increased as much
as increase in gap opening over 2 mm

When 5 mm < s ~ 10 mm
nib to be chamfered and built up by
I
welding

Whens> 10mm
cut off nib and fit collar plate with
same height as nib
b
:--------~~--r
II--- -I :
I
, I
I ,
I-- __ I
,

20 mm s b So 50 mm
I
TABLE 9.4 - TYPICAL BUTT WELD PLATE EDGE PREPARATION REPAIR (MANUAL WELDING)

Detail Repair standard Remarks

Square butt WhenGs:: 10mm

chamfer to 45° and build up by
welding

When G> lOmm

build up with backing strip; remove,
back gouge and seal weld;
G
I.- or, insert plate, min. width 300 mm

Single bevel butt

Double bevel butt

When 3 mm < G.::;; 3t/2 mm (maximum

25mm)

build up gap with welding on

one or both sides of preparation, with
~ G
I+- possible use of backing strip as
necessary, to maximum t/2.
-----------------+
where a backing strip is used, the backing strip
Double vee butt, uniform bevels is to be removed, the weld back gouged, and a
sealing weld made

When G > 25 mm or 3t/2

an insert plate, of minimum width
300mm, to welded in place

Double vee butt, non-uniform bevel

300mm
TABLE 9.5 - TYPICAL BUTT WELD PLATE EDGE PREPARATION REPAIR (MANUAL WELDING)

Detail Repair Standard Remarks

Single vee butt, one side welding

When G s:: 25 mm or G " ti2
with backing strip
build up edge preparation on one or
both sides, grind edge preparation,
eO weld with backing strip, remove
backing strip, back gouge,
and back weld

WhenG>25 mm
insert plate, min. width 300mm

Single vee butt, one side welding

eO

When 3 mm < G s: 3ti2 mm (maximum

25mm)
build up gap with welding on
one or both sides of preparation, with
possible use of backing strip as
necessary, to maximum ti2.

Where a backing strip is used, the backing

strip is to be removed, the weld back gouged,
and a sealing weld made

Single vee butt

When G > 25 mm or ti2
eO an insert plate, of minimum width
300mm, to welded in place

300mm
TABLE 9.6 - TYPICAL FILLET WELD PLATE EDGE PREPARATION REPAIR (MANUAL WELDING)

Detail Repair standard Remarks

Tee Fillet 2 mm < G s 5 mm - leg length

increased to Rule leg + (G - 2)

5 mm < G :5: 16 mm - chamfer to

30° to 45°, build up with welding,
on one side, with or without backing
strip, grind and weld

30°_ 45°

G> 16 mm or G > 1.5t - new plate

to be inserted (min. 300mm)

300mm
minimum

Liner treatment

t, ::;: t.:5: t, Not to be used in

Gs2mm cargo area or areas
a = 5 mm + fillet leg length of tensile stress
perpendicular to
liner
TABLE 9.7 - TYPICAL FILLET WELD PLATE EDGE PREPARATION REPAIR (MANUAL WELDING)

Detail Repair standard Remarks

Single bevel tee 3 mm<Gs:5 mm

build up weld

5 mm < G s: 16 mm - build up with

welding, with or without backing
strip, remove backing strip if used,
back gouge and back weld

G> 16 mm - new plate to be

inserted of minimum width 300mm

300mm
minimum
TABLE 9.8 -TYPICAL FILLET WELD PLATE EDGE PREPARATION REPAIR (MANUAL WELDING)

Detail Repair standard Remarks

Single' J' tee as single bevel tee

Double bevel tee symmetrical

When 3 mm < G::;, 16 mm

build up with welding using ceramic
or other approved backing bar,
remove, back gouge and back weld

Double bevel tee assymetrical

When G > 16 mm - insert plate of

minimum height 300mm to be fitted

Double J bevel symmetrical

300mm
min.
TABLE 9.9 - TYPICALFILLET AND BUTT WELD PROFILE REPAIR (MANUAL WELDING)

Detail Repair standard Remarks

Fillet weld leg length

Increase leg or throat by

welding over

Fillet weld toe angle

e > 90° grinding, and welding,

where necessary, to make
e < 90° Short beads, less than
50 mm, to be avoided
in higher tensile steel

Butt weld toe angle

Microgrooves of ground
e > 90° grinding, and welding, edge to be parallel to main
where necessary, to make stress direction
e < 90°

Butt weld undercut

Where 0.5 < D :::::. 1 mm

undercut to be ground smooth
(localised only)

Fillet weld undercut WhereD> 1 mm

undercut to be filled by welding
TABLE 9.10 - DISTANCE BETWEEN WELDS REPAIR

Detail Repair standard Remarks

Scallops over weld seams

Hole to be cut and ground smooth to

obtain distance
TABLE 9.11 - ERRONEOUS HOLE REPAIR

Detail Repair standard Remarks

Holes made erroneously D < 200 mm Strength members

open hole to minimum 75 mm dia.,
fit and weld spigot piece

Fillet weld to be made

after butt weld

e =30° - 40°
G=4-6mm
l/2t ..... t l --e:;t
l=50mm

OR The fiting of spigot pieces

open hole to over 300 mm and fit in areas of high stress
insert plate concentration or fatigue
is to be approved by the
Other members Classification Society

open hole to over 300 mm and fit

insert plate
OR fit lap plate

tl = t, L = 50 mm, min

Holes made erroneously D > 200 mm Strength members

open hole to over 300 mm and fit
insert plate

Other members
open hole to over 300 mm and fit
insert plate
OR fit lap plate

t l = t, L = 50 mm, min
I

~ABLE 9.12 - REPAIR BY INSERT PLATE

Repair standard Remarks
Detail

Repair by insert plate

(2)
L = 300 mm minimum
(2)
B B = 300 mm minimum

R=5tmm
100 mm minimum

(1) seam with insert piece is to be

(2)
welded first

(2) (2) original seam is to be released

B and welded over for a minimum
of 100 mm

Repair of built section by insert plate

(3)~ Loru_.n_~~1 ~)3)

1..-"_ _

L min 2 300 mm

Welding sequence

(1)--. (2) -. (3) -+(4)

Web butt weld scallop to be

filled during final pass (4)
(4) (4)
~ /
TABLE 9.13 - WELD SURFACE REPAIR

Detail Repair standard Remarks

Weld spatter
1. Remove spatter observed before
In principal, no
blasting with scraper or chipping
grinding is applied
hammer, etc.
to weld surface
2. For spatter observed after blasting:
a) Remove with a chipping hammer,
scraper, etc.
b) For spatter not easily removed
with a chipping hammer, scraper,
etc., grind the sharp angle of
spatter to make it obtuse

Irregularity of manual weld

When the surface irregularity exceeds This repair standard

3mm, apply grinding until the is applicable to fillet
irregularity becomes less than 3mm welds also

Arc strike
Remove the hardened zone by grinding
Part B Repair Quality Standard
for Existing Ships
 PART B -SHIPBUILDING AND REPAIR QUALITY STANDARD FOR EXISTING SHIPS

CONTENTS:

1. Scope
2. General requirements to repairs and repairers
3. Qualification of personnel
3.1 Qualification of welders
3.2 Qualification of welding procedures
3.3 Qualification of NDE operators
4. Materials
4.1 General requirements to materials
4.2 Equivalency of material grades
5. General requirements to welding
5.1 Correlation of welding consumables to hull structural steels
5.2 General requirements to preheating and drying out
5.3 Dry welding on hull plating below the waterline of vessels afloat
6. Repair quality standard
6.1 Welding, general
6.2 Renewal of plates
6.3 Doubler on plates
6.4 Renewal of internals/stiffeners
6.5 Renewal of internals/stiffeners - transitions inverted angles/bulb profiles
6.6 Termination of straps
6.7 Welding of pitting corrosion
6.8 Welding repairs of cracks
6.9 Grinding of shallow cracks

REFERENCES

1. lACS "Bulk Carriers - Guidelines for Surveys, Assessment and Repair of Hull Structure"
2. TSCF "Guidelines for the inspection and maintenance of double hull tanker structures"
3. TSCF "Guidance manual for the inspection and condition assessment of tanker structures"
4. lACS DR W 11 "Normal and higher strength hull structural steels"
5. lACS DR W 13 "Allowable under thickness tolerances of steel plates and wide flats"
6. lACS DR W 17 "Approval of consumables for welding normal and higher strength hull structural steels"
7. lACS Z 10.1 "Hull surveys of oil tankers" and Z 10.2 "Hull surveys of bulk carriers" Table IV
8. lACS DR Z 13 "Voyage repairs and maintenance"
9. lACS Recommendation 12 "Guidelines for surface finish of hot rolled steel plates and wide flats"
10. lACS Recommendation 20 "Guide for inspection of ship hull welds"

1. Scope

1.1 This standard provides guidance on quality of repair of hull structures. The standard covers permanent
repairs of existing ships.

Whereas the standard generally applies to

- conventional ship types,
- parts of hull covered by the rules of the Classification Society,
- hull structures constructed from normal and higher strength hull structural steel,
the applicability of the standard is in each case to be agreed upon by the Classification Society.

The standard does generally not apply to repair of

- special types of ships as e.g. gas tankers
- structures fabricated from stainless steel or other, special types or grades of steel
1.2 The standard covers typical repair methods and gives guidance on quality standard on the most important
aspects of such repairs. Unless explicitly stated elsewhere in the standard, the level of workmanship reflected
herein will in principle be acceptable for primary and secondary structure of conventional design. A more
stringent standard may however be required for critical and highly stressed areas of the hull, and is to be agreed
with the Classification Society in each case. In assessing the criticality of hull structure and structural
components, reference is made to ref. 1,2 and 3.

1.3 Restoration of structure to the original standard may not constitute durable repairs of damages originating
from insufficient strength or inadequate detail design. In such cases strengthening or improvements beyond the
original design may be required. Such improvements are not covered by this standard, however it is referred to
ref. 1,2 and 3.

2. General requirements for repairs and repairers

2.1 In general, when hull structure covered by classification is to be subjected to repairs, the work is to be carried
out under the supervision of the Surveyor to the Classification Society. Such repairs are to be agreed prior to
commencement of the work.

2.2 Repairs are to be carried out by workshops, repair yards or personnel who have demonstrated their capability
to carry out hull repairs of adequate quality in accordance with the Classification Society's requirements and this
standard.

2.3 Repairs are to be carried out under working conditions that facilitate sound repairs. Provisions are to be made
for proper accessibility, staging, lighting and ventilation. Welding operations are to be carried out under shelter
from rain, snow and wind.

2.4 Welding of hull structures is to be carried out by qualified welders, according to approved and qualified
welding procedures and with welding consumables approved by the Classification Society, see Section 3. Welding
operations are to be carried out under proper supervision of the repair yard.

2.5 Where repairs to hull which affect or may affect classification are intended to be carried out during a voyage,
complete repair procedure including the extent and sequence of repair is to be submitted to and agreed upon by
the Surveyor to the Classification Society reasonably in advance of the repairs. See Ref. 8.

3. Qualification of personnel

3.1 Qualification of welders

3.1.1 Welders are to be qualified in accordance with the procedures of the Classification Society or to a recognised
national or international standard, e.g. EN 287, ISO 9606, ASME Section IX, ANSI/AWS D1.1. Recognition of
other standards is subject to submission to the Classification Society for evaluation. Repair yards and workshops
are to keep records of welders qualification and, when required, furnish valid approval test certificates.

3.1.2 Welding operators using fully mechanised of fully automatic processes need generally not pass approval
testing, provided that production welds made by the operators are of the required quality. However, operators are
to receive adequate training in setting or programming and operating the equipment. Records of training and
production test results shall be maintained on individual operator's files and records, and be made available to the
Classification Society for inspection when requested.

3.2 Qualification of welding procedures

Welding procedures are to be qualified in accordance with the procedures of the Classification Society or a
recognised national or international standard, e.g. EN288, ISO 9956, ASME Section IX, ANSI!AWS D1.1.
Recognition of other standards is subject to submission to the Classification Society for evaluation. The welding
procedure should be supported by a welding procedure qualification record. The specification is to include the
welding proce~s, types of electrodes, weld shape, edge preparation, welding techniques and positions
 3.3 Qualification of NDE operators
3.3.1 Personnel performing non destructive examination for the purpose of assessing quality of welds in
connection with repairs covered by this standard, are to be qualified in accordance with the Classification Society
rules or to a recognised international or national qualification scheme. Records of operators and their current
certificates are to be kept and made available to the Surveyor for inspection.

4. Materials

4.1. General requirements for materials

4.1.1 The requirements for materials used in repairs are in general the same as the requirements for materials
specified in the Classification Society's rules for new constructions, (ref. 5)

4.1.2 Replacement material is in general to be of the same grade as the original approved material. Alternatively,
material grades complying with recognised national or international standards may be accepted by the
Classification Societies provided such standards give equivalence to the requirements of the original grade or are
agreed by the Classification Society. For assessment of equivalency between steel grades, the general requirements
and guidelines in Section 4.2 apply.

4.1.3 Higher tensile steel is not to be replaced by steel of a lesser strength unless specially approved by the
Classification Society.

4.1.4 Normal and higher strength hull structural steels are to be manufactured at works approved by the
Classification Society for the type and grade being supplied.

4.1.5 Materials used in repairs are to be certified by the Classification Society applying the procedures and
requirements in the rules for new constructions. In special cases, and normally limited to small quantities,
materials may be accepted on the basis of alternative procedures for verification of the material's properties. Such
procedures are subject to agreement by the Classification Society in each separate case.

4.2. Equivalency of material grades

4.2.1 Assessment of equivalency between material grades should at least include the following aspects;
- heat treatmenUdelivery condition
- chemical composition
- mechanical properties
- tolerances

4.2.2 When assessing the equivalence between grades of normal or higher strength hull structural steels up to
and including grade E40 in thickness limited to 50 mm, the general requirements in Table 4.1 apply.

4.2.3 Guidance on selection of steel grades to certain recognised standards equivalent to hull structural steel
grades specified in Classification Societies' rules is given in Table 4.2

5. General requirements to welding

5.1 Correlation of welding consumables with hull structural steels

5.1.1 For the different hull structural steel grades welding consummables are to be selected in accordance with
lACS DR WI7 (see Ref.5).

5.2 General requirements to preheating and drying out

5.2.1 The need for preheating is to be determined based on the chemical composition of the materials, welding
process and procedure and degree of joint restraint.
1-
5.2.2 A minimum preheat of 50° C is to be applied when ambient temperature is below O°c. Dryness of the
welding zone is in all cases to be ensured.
5.2.3 Guidance on recommended minimum preheating temperature for higher strength steel is given in Table 5.1.
For automatic welding processes utilising higher heat input e.g. submerged arc welding, the temperatures may be
reduced by 50° C. For re-welding or repair of welds, the stipulated values are to be increased by 25 ° C.

Items to be Requirements Comments

considered
Chemical - C; equal or lower The sum of the elements, e.g. Cu, Ni, Cr and Mo
composition - P and S; equal or lower should not exceed 0.8%
- Mn; approximately the same but
not exceeding 1.6%
- Fine grain elements; in same
amount
- Deoxidation practice

Mechanical - Tensile strength; equal or higher Actual yield strength should notexceed
properties - Yield strength; equal or higher Classification Society Rule minimum
- Elongation; equal or higher requirements by more than 80 N/mm2
- Impact energy; equal or higher at
same or lower temperature, where
applicable

Condition of Same or better Heat treatment in increasing order;

supply - as rolled (AR)
- controlled rolled (CR)
- normalised (N)
- thermo-mechanically rolled (TM)I)
- quenched and tempered (QT)l)
1) TM- and QT-steels are not suitable for
hot forming
Tolerances - Same or stricter Permissible under thickness tolerances;
- plates: 0.3 mm .
- sections: according to recognised
standards

Table 4.1 Minimum extent and requirements to assessment of equivalency between normal or higher
strength hull structural steel grades

5.3 Dry welding on hull plating below the waterline of vessels afloat

5.3.1. Welding on hull plating below the waterline of vessels afloat is acceptable only on normal and higher
strength steels with specified yield strength not exceeding 355 MPa and only for local repairs. Welding involving
other high strength steels or more extensive repairs against water backing is subject to special consideration and
approval by the Classification Society of the welding procedure.

5.3.2. Low-hydrogen electrodes or welding processes are to be used when welding on hull plating against water
backing. Coated low-hydrogen electrodes used for manual metal arc welding should be properly conditioned to
ensure a minimum of moisture content.

5.3.3 In order to ensure dryness and to reduce the cooling rate, the structure is to be preheated by a torch or
similar prior to welding, to a temperature of minimum 5°C or as specified in the welding procedure.
 Table 4.2 Guidance on steel grades comparable to the normal and high strength hull structural steel grades given in Classification Society rules

Steel grades according to Classification Societies' rules (ref. 5) Comparable steel grades

Yield Tensile Elongation Average impact ISO EN ASTM JIS

stress strength energy 630-80
Grade ReH Rm As Temp. J, min. 4950/2/3 EN 10025-93 A 131 G 3106
mIll. min. 1981 EN 10113-93
2
N/mm 2 N/mm % °C L T
A +20 - - Fe 360B S235JRG2 A SM41B
B 0 27 20 Fe 360C S235JO B SM41B
235 400 - 502 22
D -20 27 20 Fe 360D S235J2G3 D (SM41C)
E -40 27 20 - S275NLIML E -

~27
D 27 265 400 - 530 22
0
-20 27 20
Fe 430C
Fe 430D
S275JOG3
S275NIM
-
-
-
-
E 27 -40 - S275NLIML - -
A 32 0 - - AH32 SM50B
D 32 -20 - - DH32 (SM50C)
315 440 - 590 22 31 22
E 32 -40 - - EH32 -
A 36 0 Fe 510C S355NIM AH36 SM53B
D 36 -20 Fe 510D S355NIM DH36 (SM53C)
355 490 - 620 21 34 24
E 36 -40 E355E S355NLIML EH36 -
A40 0 E390CC S420NIM AH40 (SM58)
D40 -20 E390DD S420NIM DH40 -
E40
390 1510 -650 20
-40
41 27
E390E S420NLIML EH40 -

Note: In selecting comparable steels from this table, attention should be given to the requirements of Table 4.1 and the dimension requirements of the product with respect
to Classification Society rules.
Carbon equivalent Recommended minimum preheat temperature ( 0 C )
I)
tcomb .,; 50 mm 2) 50 mm<t comb < 70 mm 2) tcomb >70 mm 2)
Ceq"; 0.39 - - fl
Ceq"; 0.41 - - j I
Ceq"; 0.43 - 50 100
Ceq"; 0.45 50 100 125
Ceq"; 0.47 100 125 150
Ceq"; 0.50 I 125 150 175

Table 5.1 Preheating temperature

NOTES
Mn Cr + Mo + V Ni + Cu
1) Ceq =C + - + + (%)
6 5 15
2) Combined thickness tcomb =tl + t2 + t3 + t4 , see figure
6. Repair quality standard

6.1 Welding, general

Fig. 6.1 Groove roughness

Item Standard Limit Remarks

Material Grade Same as original or See Section 4
higher

Welding Consumables lACS DR-WI7 Approval according. to

(ref. 6) equivalent
international standard
Groove / roughness See note and Fig. 6.1 d < 1.5 mm Grind smooth

Pre-Heating See Table 5.1 Steel temperature not

lower than 5°C
Welding with water on See Section 5.3 Acceptable for normal -Moisture to be
the outside and high strength removed by a heating
steels torch
Alignment As for new
construction

Weld finish lACS guide for

inspection of ship hull
welds (ref. 10)
NDE lACS guide (ref. 10) At random with extent
to be agreed with
attending surveyors

NOTE:
Slag, grease, loose mill scale, rust and paint, other than primer, to be removed.
6.2 Renewal of plates

I~ I~

R = 5 x plate thickness 4
100mm 100mm
min.100mm

Fig 6.2 Welding sequence for inserts

Item Standard Limit Remarks

Size insert Min. 300x300mm Min. 200x200mm
R = 5 x thickness Min R = 100 mm
Circular inserts:
D min =200mm

Material grade Same as original or See Section 4.

higher

Edge Preparation As for new In case of non

construction compliance increase
the amount of NDE
Welding sequence See fig.6.2 For primary members
Weld sequence is sequence I and 2
1~2-d~4 transverse to the main
stress direction
Alignment As for new
construction

Weld finish lACS guide for

inspection of ship hull
welds (ref. 10)
NDE lACS guide (ref. 10)
6.3 Doublers on plating

Local doublers are normally only allowed as temporary repairs, except as original compensation for openings,
within the main hull structure.

I~ ~I

Slot weld throat

R

Pitch
I~

Ic=J
~

Size of
slot

Fig. 6.3 Doublers on plates

Item Standard Limit Remarks

Existing plating General: t ~ 5 mm For areas where
existing plating is less
than 5mm plating .!!
permanent repair by
insert is to be carried
out.
Extent/size Rounded off comers. min 300x300mm
R~50mm

Thickness of doubler (td) td S; tp (tp = original td> tp/3

thickness of existing
plating)
Material grade Same as original plate See Section 4

Edge preparation As for [newbuilding] Doublers welded on

new construction
Welding As for [newbuilding]
new construction
Weld size(throat thickness) Circumferencial and in
slots: 0.6 x td
Slot welding Normal size of slot:
(80-100) x 2 td
Distance from doubler
edge and between slots:
d < 15 td
NDE lACS
Recommendation 20
(Ref. 10)
primary strength
members: (Le: leg
length)
when t > Le + 5mm,
the edge to be tapered
(l :4)
Welding sequence
similar to insert plates.
Max pitch between For doubler extended
slots 200mm over several supporting
elements, see figure 6.3
dmax =500mm
,
t

6.4 Renewal of internals/stiffeners

Min. size of insert

Release fillet weld over

a distance d prior to "'"
welding sector 3

d d
~ ~

Fig 6.4 Welding sequence for inserts of stiffeners

Item Standard Limit Remarks

Size insert Min. 300 mm Min.200mm

Material grade Same as original or See Section 4.

higher

Edge Preparation As for new

construction.
Fillet weld stiffener
web/plate to be released
over min. d = 150 mm

Welding sequence See fig.6.4 .

Weld sequence is
1--72--73

Alignment As for new

construction

Weld finish lACS guide for

inspection of ship hull
welds (ref. 10)
NDE lACS guide (ref. 10)
6.5 Renewal of internals/stiffeners - transitions inverted angle/bulb profile

The application of the transition is allowed for secondary structural elements.

I~ ~I

t,

~V
15°
1\
~

~I
/I

o Trn""tion angle

Fig. 6.5 Transition between inverted angle and bulb profile

Item Standard Limit Remarks

(hi - h2) ::;O.25xbl

1 tI - t2 1 2mm Without tapering

transition.
Transition angle 15 degrees At any arbitrary section

Flanges tf = tf2
bf= bf?
Length of flatbar 4 x hi

Material See Section 4.

6.6 Termination of straps

Assymmetrical arrangement
f
14 ~I

Strap ~'<e"'ed
b tbmat
thickness
Taper fib ~ 3
Symmetrical arrangement
f Increased throat
14 ~I thickness

Strap
______ b~pe,llb"3
Fig. 6.6 Termination of straps

Item Standard Limit Remarks

Tapering Ib > 3 Special consideration
to be drawn to design
of strap terminations in
Radius 0.1 x b min 30mm fatigue sensitive areas.
Material See paragraph 2.0
General requirement to
materials.
Weld size Depending on number
and function of straps.
Throat thickness to be
increased 15 % toward
ends.
Welding Welding sequence See sketch. For
from middle towards welding of lengths>
the free ends 1000mm step welding
to be applied.
6.7 Welding of pitting corrosion

NOTES:
Shallow pits may be filled by applying coating or pit filler. Pits can be defined as shallow when their depth is less
than 1/3 of the orginal plate thickness.

Welding direction

Fig. 6.7 Welding of pits

Item Standard Limit Remarks

Extent/depth Pits/grooves are to be If deep pits or grooves See also IACS
welded flush with the are clustered together Recommendation 12
original surface. or remaining thickness ( Ref.9)
is less than 6 mm, the
plate should be
renewed.
Cleaning Heavy rust to be
removed
Pre-Heating See Table 5.1 Required when Always use propane
ambient torch or similar to
temperature < 5°C remove any moisture
Welding sequence Reverse direction for See also lACS guide
each layer no. 12
Weld finish lACS guide for
inspection of ship hull
welds (ref. 10)
NDE lACS guide (ref. 10) Min. 10% extent Preferably MPI

Reference is made to TSCF Guidelines, Ref. 2 & 3.

6. 8 Welding repairs for cracks

o /
Tab

Fig. 6.8.a Step back technique Fig 6.8.b End crack termination

Fig 6.8.c Welding sequence for cracks with length less than 300 mm
eo

Fig. 6.8.d Groove preparation

(D-groove left and V-groove right)

Item Standard Limit Remarks

Groove preparation 6=45-60° For through plate cracks as
r=5mm for newbuilding. Else see
fig 6.9.d
Termination Termination to have For cracks ending on edges
slope 1:3 weld to be terminated on a
tab see Fig 6.9.b
Extent On plate max. 400 mm On plate max 500
length. Vee out 50 mm mm. Linear crack,
past end of crack not branched
Welding sequence See fig 6.9.c for For cracks longer Always use low hydrogen
sequence and direction than 300 mm step- welding consumables
back technique
should be used Fig
6.9.a
Weld finish lACS guide for
inspection of ship hull
welds (ref. 10)
NDE lACS guide (ref.10) 100 % MP or PE of 100 % surface crack
groove detection + DE or RE for
butt joints
6.9 Grinding of shallow cracks

Disk grinder Rotary burr grinder

\
+

Main stress direction

..
Final grinding direction
..

Fig 6.9 Grinding

Item Standard Limit Remarks

Extent For short cracks only See also lACS
max. 4 t Max. length recommendation 12,
t = Plate thickness 100mm (ref. 9)

Grinding direction Final grinding Grinding always to be

microgrooves parallel finished by a rotating
to main stress direction burr and not a disk
grinder

Grinding depth Max. 0.2 t Always smOoth

t = Plate thickness transition
NDE lACS guide for 100 % MPI
inspection of ship hull
welds (ref. 10)