Professional Documents
Culture Documents
Design and Construction of Large Tankers - NKK 1998
Design and Construction of Large Tankers - NKK 1998
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
follows:
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
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
in Fig. 1.
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
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
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
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
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.
3
CD New oi I tankers of 600DWT and above but less than 5.000DWT shall have
(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
CID New oil tankers of 5.000DWT and above but less than 20,OOODWT shall have
ilil the required mid-height deck construction and wing tank/space such
construction,
The above tanks. spaces and/or construction shat I be provided along the ent ire
@ New oil tankers of 20.000DWT and above shall have the tank/space arrangement
the wing tanks. double bottom tanks. forepeak tanks and afterpeak tanks. The
damage assumption for damage stabi lity assessment shall be supplemented by the
(a) for which the bui lding contracts/major conversion contracts are placed
(b) in the absence of these contracts. the keels of which are laid or which
(c) the del iveries of which are on or after 6 July 1996/which are completed
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
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
into force on 6 July 1993 unless the members of the contracting part ies
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
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.
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
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. .
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
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
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.
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
possible mis-assembling.
6
2.2.2 Optimum structual design by computer
The computer technology and analysis technic typified by Finite Element Method
methods such as the beam theory for simplified models. In this case, the
scantlings involve the safety factors obtained by empirical results and margins
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.
Ii
f
mitigation of the margins for analytical unknown factors and contribute to the
I However, it can be said that the above methods are generally adopted in the area
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
7
i) Al teration of the shape at the front surface of accomodation spaces from flat
of both specified yield stresses of HT steel and mild steel or its square
roo t.
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
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
problems which had been solved in conventional tanker structures. having good
il Fatigue strength
It can be said that the structural safety factors playa role to keep the
achieved by the fact that the local stress concentration may be kept
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.
,
;
c r i tic a I . For the above matters, consideration is given
9
I
\
with avoidance of excessive overlap/undercut of welds. misalignment of
i j) Carras i on
The reduced scant I ings wi th HT steel might lead to that the thickness
t hes amea s that of mil d steel. Therefore. further cor r as ion pro t ec t ion and
coatings wi th anticorrnsive paints of good qual fty are required for the entire
spaces.
Even though paints of good quality such as tar epoxy are used. paints might
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
coating. adequate paint work and recommended back-up anodes are important for
The analysis condi tion of direct calculation methods by which the scantlings are
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
However, recent calculations are made for such members with three-dimensional
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
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
1 1
• !
This type of damage can be considered solved by the above countermeasures. For
such as collar plates fitted in way of slots may avoid serious damages. Further.
deflecti6n of deep girders based on the results of total assessment of the level
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
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
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
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
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.
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
13
accompanied by inadequate work environments. fabricating and welding work are
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
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.
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
genera I:
inspection)
iv) Visual inspection thro~gh assembly and erection stages ( scantlings and
v) Non-destructive inspection
APPENDIX X.
14
5. Concluding remarks
The design and construction of recently built tankers are outlined from the view
their characteristics.
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
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
I 5
FIGURE AND TABLE LIST OF
" DESIGN AND CONSTRUCTION OF RECENTLY BUILT TANKERS II
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 >< .-/
~Ouble hull
-------------------------------_/
/--------------------------------
~~ingle hull
17
double hull
mid-deck tanker
H..c
'M· ·
PI
I !.B.D.
JI.'~
I
o
o
o
o
0
0~
0
0
Type I Type II Type .III
HT-STEEL . . 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
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
1 9
Fig. 7 Example of appendages for improved propulsive efficiency
AH
EH
AH 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
Fig. 11 Flux Copper Backing (FCB) and Flux Asbestos Backing (FAB) welding
tab plate
welding seam
wire
consummable nOzz-le----~ nozzle
.-='''''---'-L
welding bead
23
SIDE LONGL
/of I DS/llrsECT.
~ vacuum pump
air hose
rubber packing
1iquidsoag ~
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.
~)
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
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_
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.
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.
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.
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
* 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
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.
ANNEX 6
RESOLUTION MEPC.52(32}
adopted on 6 March 1992
W/6725D/EWP
MEPC 32/20
ANNEX 6
Page 2
W/6725D/EWP
MEPC 32120
ANNEX 6
Page 3
ANNEX
Regulation 1
Definitions
The following new regulations 13F and 13G are inserted after the
existing regulation 13E:
(1) This regulation shall apply to oil tankers of 600 tons deadweight and
above:
(2) Every oil tanker of 5,000 tons deadweight and above shall:
W/6725D/EWP
MEPC 32120
ANNEX 6
Page 4
(3) The entire cargo tank length shall be protected by ballast tanks or
spaces other than cargo and fuel oil tanks as follows:
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
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.
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
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.
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:
(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) 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:
(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:
(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.
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
W/6725D/EWP
MEPC 32/20
ANNEX 6
Page 9
base line
Figure 3
W/6725D/EWP
MEPC 32/20
ANNEX 6
Page 10
(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.
(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.
(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.
Regulation 24(4)
"(4) The length of each cargo tank shall not exceed 10 metres or one of the
following values, whichever is the greater:
(0.5 Qi + 0.1) L
B
(0.25 Qi + 0.15) L
B
(c) Where two or more longitudinal bulkheads are provided inside the
cargo tanks:
0.2 L
W/6725D/EWP
MEPC 32120
ANNEX 6
Page 12
(0.5 hi + O.l) 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."
W/6725D/EWP
APPENDIX ill Precautionary Points of New Tanker Designs
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.
2.1 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.
2.5 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.
3.2 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
""'"
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
-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
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.
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'.
10. The oil outflow index under the modified assumption of paragraph 2(3) (e') IS
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
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
------>
h
iNNER GOTTC/
I Z GOnOhi
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OJ
C
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98. 000 D\n' TYPE
l\H
HO' COT HOI, COT H05 COT HOL COT H03 COT 1102 C01" He, COT
n L
I I
//" /
;< "-
"-,
Dmld 21. 35
----
r
/ dr:l! d 14. 00 (m)
"
T
=1
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Di sp. 115,000 ( tons)
S. G.
(t a ( CARGO O. 829 (tim')
I
- 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.
1-'-'?'-"6,>-;,4'_-'j""·-'-'
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A.P, JJ r 0
- 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
~
M
dmld 21. 50 (m)
Dis p. 330. 000 (lon:;)
sa. 0
c
u. G.
of CARGO C.832 (lim' )
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 •
y. 10'
20 -r,--------:-----:----:-:----:----:-----,
. .:-.....
(a) Tidal fall 0 m 1B ....... -: -. ,', ,', .
.. : - - Double bollom type:
........: : : ;. - . - Mid deck type .
. . . . ... .: ~ : : : : "': ~
. . . .
5 12 .. - ":" ':' -; :' ":' .: , .
':: 10
;:J B
< -;
:~
:
: : : : :
, : : : -;
~
-;
a .
6- : : : : ; : : ;
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-'-'-'-".
. .
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)
- 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. ~ •
;
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
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
5
Jd
12
X 10'
.. ... -
. .
.
. . ..
:
..
..
..
.
..
"ft --
20 -r.--~--:---:-----:--~---:---_:_-__:1
Double
.
.
bottom
_-_ ~II d deck lype
ty;>e
. .-
.
..
~
4-
......
10
····E··
.............................................
.
I
l, - -
:::J B
- 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 •
>; 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
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 __ ~
_
- 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- \ .
'\
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
.
.......;
.
, : : ; ;. : ,
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 '.
~
~ --'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""
":"-','
- 15 -
1-,-----..,-----------------,
oc_~B-
M
C
Q) ".'\-
1L
-.<::
..... \ . \ - - DOLillie b011o~ lyl'('
;:J C1l
Co
CIISE 1: -Co
.......c
;:J
10-
0
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- ' - - - - ,
- 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 .'
..... . .
~ 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
X 10'
SO . , . , - - : - - - - : - - - : - - - - : - - - - - : - - - : - - - - - ,
(c) Tidal fall 6 m
~
M dO
E
~ 30
.....
~ 20-· .......:
a
10
a
- 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)
X 10'
so
(a) Tidal f it II 0 m
~
dO ....
'"c: - - D~\; bi ~b~; lu,~
"
lypc
~
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
-,
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)
- 18 -
...
.c:
bD 0.9 -
1-.--------------------,
c:: O. B " .
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.
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
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
- 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
- .
..c
~~.~~
~~.~~:==:.
Ship speed = 15 kt ..... (J?
o
Damage not involving
L. BIID -0
.......
cd
o
...... Q.2-
0.1-
o.
.
: . . . . . : .. ....
P:::
. X 10'
40..".--------:----:---:----:----:----:'1
(a) Tidal fall 0 m
~
X 10'
- 10
Cl
1'---.
l '-------
X 10'
40 -r.--------:----:-----:--:----:--~
(c) Tidal fall 6 m ~
-.5 30 .......
- - Doubl~ botto~ type:
..,.
o _.- ~:id deck type :
..... 20 - ....... -
.....
Cl
- 10 ..
Cl
- 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
x 10'
dO ,..,..-------:----:---:---_:_---;------:-\
(b) Tidal fall 2 m
~
..=. JO ...................... : . . . . . .. . ~ . . .
: - - Double' bottom lype :
3: : - - - Mid deck lype
o ·
....... ·- .. .
..... 20 ·· ..
......
::l
o
10- h
o
x 10'
dO,..,..---------------------,
(c) Tidal fall 6 m - - Double bollom type
- - - loll d deck lyp
_ 30 .
2 6
Height of damage (m)
- 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
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
x 10'
40...,----:------:--------------.,
(b) Tidal fall 2 m ~
~ 30
--': Doubl~ ·botlO~·l;~~'
3: --- ~Iid deck type
a
~ 20 .
-+-'
::J
=
10
=
f _
X 10'
sO...,-r-------------------
(c) Tidal fall 6 m
-"-''-" 'Daubl', 'b~lto", type:
_.- M:d deck type
~ 30
......
.....,
::J 20
Cl
'- 10-
o
:I
- 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 ~
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
Cl
- 10
Cl
- 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 •
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 ...... .: ; : ~ -: : ,~
..,~
6
He i ght of damage (m)
X 10'
o
dO
30
20
10
-ts······················..L
6
Height of damage (m)
- 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 - .: : '. ~
.: .:
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,..,..·~·~~
._._-_.-,-._ .. - - ..... - - --
~
>; 10 l
80
..•...•.•••• ~. =:::b;:,:':::;""
(C) Tidal fall 6m 70
~
'"<: 60
?: 50
0
"- 40 . j .
-'
=' JO
0
20 . . . .". ' - - - - - - - - ' . 1_
0 10
- 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
>: 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
- 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)
:.,;............ . .
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
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 ·· .. .. .. .
"-'-'~ '- - ~ -
- 27 -
Table 1 Comparison of cXflccted oil outflow between double Ill;!J ?nd mid deck
tankers
- 29 .-
Table 3 Comflilrlson of expected 011 oulfloh' bctWCi:: uoubi(: hull a/ld mid decr.
tankers
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
- 30 -
Talde 4 Comparison of expecled oil oulfloh' lJel\~ecfl double huJI :..no mid der!.
lankers
- 31 -
Table l ' Comparlson of expected oil outflm: between douule hull i;nd IlIld ded
tankers
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
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
- 33 -
Table 3' Comparison of expcc,8d OJ] outiJOk uc,l,een douLJlt~ hu!: ::l](i ~;Ici dcCl:
tankers
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
:!: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
*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
- :. . - · . . . . . . ..
-~ . :. : :......... . .
.
. ,
, .
. ..,'
..
. , . . '
. , .
"
. .
..,
.
,
..
. , . ,
.
. - .. -
~
,
·
~ - . - . . . .. _
.,
.
-:
,
- :
.;. . ..
I
. ... . .
.
•
.,,
,
I
. .
.
. ,,.
. ,
.
. , ..
. ,, .
.
. ,
, .
. , '
. . ,
.
. ,
. .., . ,
......................................................................... _ ... -
- ~ .. . .. . .. . . : ..
··· .'
.
0.000 I l
DH MD DH MD DH MD DH MD DH MD DH MO
(LBHD) (LBHD) (LBHD) (LBHD) (Ll3HO) (LBHD)
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
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 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 '
0.005 .~.
~
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
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)
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-
.
::
.
,
: :
"
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3=
0.020 · ~ --- ; . . . . . . .. . ;.. - ; - - .:. . . . . . . .. . ~ ~ - ~ -.
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., I .. . . ,
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0.015 · --...
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.-: - . _ ~ .. : :. . . . . .. . .. . -. . ~ .-
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...... :: : : : : : :
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. :,
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:::.0.010 • ••• _:• • • • • • • • • ;• • • 0,- •• •• • •• _ .... , • • • • • • • • •:
·· . .
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.
~ ~ ~ • ~ • _ -:_ ~ ~ • ~ ~ • •• • ••••• ~. • •••••••
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: : .
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. 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)
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 • • • • • •
..
.
..
. . ...
..
I
. .
.
. • • •
.
• •
...
•
.
0.005
0.000 .I ..
DH MD DH MD DH MD DH MD DH MD DH MD
(LBHD) (LBHD) (LBHD) (LBHD) (LBHD) (LBHDl
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
0.030
'-
.....
::J
0
0.010 ..... : : :.. -- :- .; .
" , .
" . ,
" . ,
Cl .,
"
" ..
"
' . .
..
, .
.
"
" .,
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)
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'
..
' .. ': , . . "," "0" 0' -. .
...
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.
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,
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·· .
. .
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.•... · . . ..•.•..•. -.....•...
Eo-
0.020 •••..••. -: .•...... < - ;- .•... - .. - .
···,· . .
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0.010 · ~
.
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.
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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)
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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.
;
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,;. . - . .
E- 0.020 .
.,
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. '
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.............................. . . . . .- - ~ -.
0.015 ·· .
,
.. ... .. .. ..
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• • • I • • •
.
-<
3:
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·· .. . .. ., ..
...... ·· .'
• 1 . ' I '
0.005
0.000
DH MD DH MD DH MD DH MD DH MD DH MD
(LBHD) (LBHD) (LBHD) (LBHD) (LBHD) (LBHD)
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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.
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......... : . :
.;. :- : . ....... ~ ..........
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0.010 . ..
~ ~ ~
.~ .
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. . . .
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...
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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)
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 . .
~ ~
. . . . .
~
3: .
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.
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...
I
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..................................................................................... -- _ -.. -
:
0.015 . .· . . . . .
.
3=
0
--<
··· "
, . . "
' "
..
...... ··, .
. , .. . ". .. .
.......
::J · .. .,
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)
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
0.030
. . . : -:.
.
0.025 .~
.
. .
.
:
~ ~ ~
" "
- ;
.... ..
~ ..
• •
I •
•
•
I
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•
•
.
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:: : : : : : :
0.020 -
.
...
.
:- '·0 .. ~ .. .. .. .. .. .. •
'...
_:. _ _ . : .. __ ;_ ............. • ~ .. .. .. .. .. .. .. .. _ ~
..
.. _ .. .. .. .. .. -: ..
..,
E-
.
... ...
3;
.
.. ....
" " ...
0 .
.. ..,. .
. --..
" "
" "
.......... - "
_ .
3:
0.015 ..
0
'+-
.......
....... .. :
. .. . . . . . -: :- :. .. .. .. . . .. ..
.. . . . . . ..
:::l
0 0.010 ..
"
~ .. _. .
....
I .
;
I .
. ~
.
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. :
.
•
..
..
.
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...
. .
• I • • • • •
..
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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)
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
' "
.
e- 0.020 ....... .. ;
... .
- ~ .. ; ; -; ~ ..
.
~
..
' "
.
~ ; ..
3=
"
" . ,
' "
0 . •
. •
....
• I • • '
' "
"
.........
0.015
: :: .. .. .. . .. ..
......... ~ _
::
-:- : :
.. :- .. .. .. . .. . .. .. .. . .. ..
- ~ . ::: ~ .
3: · . . .
·· .. .. ..
I • • •
0
4-
· .
• • I •
.......
::J
...... ..:
•
..;. •
.. . :
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>
.
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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
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)
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)
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
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)
0.03
....... .:
· . . .:
0.025 ·· ;
... ..; .. .;
.: .,:
.. ;
... ...
.
... .
c::l
· .. . .
......... ··· .
. .
.
.
...
.".. ·· ... .
. .
, .
.§ 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
o. 03 -.---~---:--r---:---~..,.----:-----:-----.-~---:--.....,
.
0.025 _ ~ ; :. : : :. .
.
3:
Cl
0.02 - ~ : < ~ ····i ..···········:··.···..
.
........
3: . , .
o 0.015 - : ~ ~ ~ ~ _ ~ .
't-o : : : : :
""'-' : : :• :• :•
o:::J • •
. , . .
..... 0.01 - ········1..··········· : ·,·····~··············i······ j !. .
·
.
.
.
,
, . "
' " .
. ..
. ,
' "
,. .. .
0.005 - ~ ~ ..-'---, : ~ ~ .
·
··
... .. "
"
o -L1z~..L...r-~~~~ea-.L-r--l.~z=.-l.~W~~~{LLLIL-,-LJI
I I I I I I I I
DH MD. DR MD DH MD DH MD
(40,000DWn (98-,000DWn (150,000DWn (280,000DWn
0.03
; .. . . .. . ......
0.025 · ~
. .,. : ~ . ;.
..:...... . ; :
...
.
...
·
·· .
.
.. .
. ...
··· .. . ...
E-
·· .. .
.
. .
.
.. . .. .. ... ..
=== ..:· ....... . . . . . :.
0.02 · "
·· . ..; .:.. . .. ... . : .
.....
~ ~ ~
. .. ..
··· ..... ... ...
Cl
. . ...
........ .. . ...
·· .. . ... ... .
5 0.015 .. , -- ··
· ... .. .., . .
.
... ....- .
·· .. .. .. ...
.
...
.
... ...
...... ·· ... ... .....
..... ·· .. .. ... ... ... .
...
· .:.. .. ... . .. .. .. .. .
:::J
0
· · .
0.01 :
·· ..:- ~
... ..
: .
····· .
.. ...
.. ..
...
.
.. ... ...
..
Cl
· .. .. .. ... .. ..
....... :· :. : :. :. ..
r-----"............,
0.005 · ..
~
··· . ... .
·· ..
.
0 I
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
0.03
. . , , . . . .
E- 0.025 _. _.,_ 0,- ,."""" , f "." -,_ ", ..
c:l
'- 0.02 .
.. .. .. .. '. .. .. .. .. .. .. ..... .. .. .. .. .. .. .' .. .. .. .. .. .. ..
, . .
~ .. .... ......
.
~ .. .. .. .. .. .. .. 'oo ..
. .. ..
.
.. ...... '.. .. .. ..
.
.. .. .. .. .. .. .. ..
3:
o
~ 0.015 .. .. .. .. • .. .. .. .. .. .. .. .. • .. .. .. .. .. • .. .. .. • .. .. 0'" ..
::J
o
.. .. .
.......................................... . _
.. ..
:::
o
0.01
0.005
a
DH MD DH MD OH MD OH MO
(40,000DWT) (98,OOOD\\'T) (l50,OOOOWT) (280,0000WT)
I • , ' • , ' ,
. .. . .. :. .. .. .. . .. .... :.. .. .. .. .. .. .. ..: .. .. .. .. .. .... ~ .. .... .... .. ;............ .. :......... ...... :.............. -: .. .. .. ..
I , • •
c:l 0.02 . . .. ..
· ..
'. .. .. .. .. .. ..'.. .. ..
. .. .. .. .. ..'..
. .. .. .. .. .. ..
..
~ .. .. .. .. .. ~ • .. .. .. .. .. .. '.. .. .. .. .. .. .. .. I . .
,
.. .. .. .. .. .. .'
, .. .. .. ..
'-
3: , ,
o , '
..........................................................
~
....., 0.015 ......... _ •••••••• a. _
, . .
, '
::J
o
. . - . ·,- .- . . . . . . -.. - . . . . . , ...
'I' ' ,
. .. .
::: 0.01 - - " - ~
o . . . .
. . . ,
···········0·n~n
0.005
o
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
0.03
0.025 - : : -: ; . ..... I
· -,_
. .
".-
.
", - ..
Eo- • • • •
.
0.02 - ; : :
.
: .
,
o ..... L
· . 'O'
. '
. ' ..
3:
o .
:::0.015 - .... ~ : ~ : ...
.....
::J
o
~ 0.01 - ; ; ; ~ . .... - r
· -,-
. . .
-.- ..
0.005 -
.
:
.:- ;
.
: . ..
·
L
.'
.'
.
' _
o I . I I
DH MD DH MD OH MD OH MD
(40,0000wn (98,OOODWT) 050.000DWT) (280,000DWT)
0.03
,o O. 02 - : : -: : . .. .... ~
•
.. .. .. .. - .. .. 'O'
I
.. .. .. • . . . . . '.. .. .. .. • - .. ...... -
• •
..
3:
o
::: 0.015 - .
.....
::J
o
::: 0.01 - : - .:- : ; . · . . .
o
..... r .. O' -.-
.
".-
.
", ..
r--=----, ~ I : I
o J I I I I
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
29.1 General having a flash point above 61 DC, the preceding re-
quirements may be suitably modified.
29.1.1 Application (2) Cofferdams specified in (1) may be used as pump
1 The construction and equipment of ships intended to rooms.
be registered and classed as "tanker" and intended to car- (3) Fuel oil or ballast water tanks may be concurrently
ry crude oil, petroleum products having a vapour pressure used as the cofferdams to be provided between cargo
(absolute pressure) less than 0.28 MPa at 37.8 DC or other oil tanks and fuel oil or ballast water tanks, subject
similar liquid cargoes in bulk are to be in accordance to the approval by the Society.
with the requirements in this Chapter. 3 Passageways leading to cargo areas ("Cargo Area"
2 The construction, equipment and scantlings of ships in- specified in I.I.3M in Part R, hereafter the same in this
tended to carry liquid cargoes having a vapour pressure Chapter) are to be provided in accordance with the follow-
(absolute pressure) less than 0.28 MPa at 37.8 DC in bulk ing (1) through (4) :
other than crude oil and petroleum products are to be the (1) Access to cofferdams, ballast tanks, cargo oil tanks
satisfaction of the Society, having regard to the properties and other spaces in the cargo area are to be direct
of the cargoes to be carried. from the open deck and such as to ensure their com-
3 The requirements in this Chapter are framed for plete inspection. Access to double bottom spaces may
tankers with machinery aft having one or more longitudi- be through a cargo pump room, pump room, deep
nal bulkheads and single decks with double bottom or cofferdam, pipe tunnel or similar compartments, sub-
with double hull structures or mid-deck. ject to consideration of ventilation aspects.
4 In case where the construction differs from that speci- (2) For access through horizontal openings, hatches or
fied in -3 and the requirements in this Chapter are consid- manholes, the dimensions are to be sufficient to al-
ered to be not applicable, matters are to be determined as low a person wearing a self-contained air breathing
deemed appropriate by the Society. apparatus and protective equipment to ascend or de-
5 As regards matters not specifically provided for in this scend any ladder without obstruction and also to
Chapter, the general requirements for the construction provide a clear opening to facilitate the hoisting of
and equipment of steel ships are to be applied. an injured person from the bottom of the space. The
6 In addition to the requirements specified in -5, require- minimum clear opening is not to be less than 600
ments in Chapter 14 in Part D, Chapter 4 in Part H, and mm x 600 mm.
Chapter 3 and 5 in Part R as applicable according to (3) For access through vertical openings, or manholes
ship's size, navigating area and cargoes carried are to be providing passage through the length and breadth of
applied to ships specified in -1. the space, the minimum clear opening should be not
less than 600 mm x 800 mm at a height of not more
29.1.2 Location and Separation of Spaces than 600 mm from the bottom shell plating unless
1 In cargo oil spaces, the standard arrangement of bulk- gratings or other footholds are provided.
heads is to be such that the interval between longitudinal (4) For tankers with a deadweight tonnage of less than
bulkheads or transverse bulkheads does not exceed 5,000 tons, smaller dimensions of minimum clear
1.2VL (m). opening specified in (2) and (3) may be approved by
2 Cofferdams are to be provided in accordance with the the Society in special circumstances, if the ability to
following (1) to (3) : traverse such openings or to remove an injured per-
(1) Cofferdams of air-tight construction with a suffi- son can be proved to the satisfaction of the Society.
cient width for access are to be provided at fore and 4 All areas, where cargo oil pumps and cargo oil piping
aft terminations of cargo oil spaces and the space be- are provided, are to be segregated by an air-tight bulk-
tween cargo space and accommodation space. Where, head from areas where stoves, boilers, propelling machin-
however, for oil tankers intended to carry cargo oil 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.
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- and the longitudinal bulkhead on the
mula according to the each location in the cargo centreline of the hull at the top of the
oil tank : inner bottom plating at the midship
part (m).
K : As specified in 29.4.1-1.
where: (bl Type C tankers
S : Distance between the centres of two adja- The thickness obtained from the following for-
cent spaces from side girder under considera- mula according to the each location in cargo oil
tion to the adjacent girders or the inner end tank:
of tank side brackets (m).
hB : the values obtained from the following for-
mulae, whichever is the greater where:
O.6d + O.026L (m) S : Distance between the centres of two adja-
hi - (d - O.026L) (m) cent spaces from the centre girder or side
hi : Vertical distance from the top of the inner girder under consideration to the adjacent
bottom plating to the top of hatches (m). girders (m).
do : Depth of side girder under consideration do: Depth of centre girders or side girder under
(m). consideration (m).
d1 : Depth of opening at the point under consid- x: Longitudinal distance between the centre of
eration (m). Where vertical webs attached IT of each cargo oil tank and the point un-
the transverse bulkhead are provided in the der consideration (m). Where vertical webs
cargo oil tank, openings in girders provided attached the transverse bulkhead are provid-
within the range between the transverse ed in the cargo oil tank, x may be calculated
bulkhead and the inner end of bracket of the as the distance up to the inner end of the
lower vertical webs under consideration may bracket attached the lower vertical webs
be omitted except when the Society consid- And where x is under 0.25 IT, x is to be tak-
ers it to be necessary. en as 0.25 IT.
x: Longitudinal distance between the centre of C1 : Coefficient obtained from Table C29.4 de-
IT of each cargo oil tank and the point un- pending on b/I T . For intermediate values of
der consideration (m). Where vertical webs b/I T , C, is to be obtained by linear interpola-
attached the transverse bulkhead are provid- tion.
ed in the cargo oil tank, x may be calculated b : Distance between the inner ends of the longi-
as the distance up to the inner end of the tudinal bulkheads (when bilge hopper tanks
bracket attached the lower vertical webs. are provided, between the inner ends of hop-
And where x is under 0.25 IT, x is to be tak- pers) of the hull at the top of the inner bot-
en as 0.25 IT' tom platingat the midship part (m).
IT : Length of the cargo oil tank under con- hB, d 1 and IT are to be in accordance with the
sideration (m). requirements of (al.
C1 Coefficient obtained from Table C29.3 de- K : As specified in 29.4.1-1.
pending on b/IT. For intermediate values of (e) Type D tankers
b/IT , C, is to be obtained by linear interpo- The thickness obtained from the following for-
lation. mula according to the each location in the cargo
b : Distance between the side shell plating
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.
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)
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
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)
- 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)
J4.0~~ -1.0
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. where d1/S' is 0.5 or less, the multiplier is to be
C3: Coefficient which is to be taken as follows : taken as 1.0.
(1) Where the web of girders situated above the position where:
of approximately 0.25D below the lower edge of deck. dl : Depth of slots (m).
at ship's sides, Ca is determined according to the ratio ii) Where openings are provided on webs with
of S' to do as follows, where S' is the spacing of stiffn- no reinforcement, aI, a2 and a3 are to be
ers provided on web plates in the depthwise direction multiplied by the following factor
(m) :
1 + 0.5!
5' a
Where do 2: 1.0 ; C 3 = 11.0
where:
a: Length at the longer side of the panel sur-
5' > 1.0 : OJ
Where -d - , = 11.0 ~'
d- rounded by the web stiffners (m).
(2) Where the°web of girders and tran~verses other than ¢ : Diameter of openings (m). Where openings
those specified in (1), C a is given in Table C29.18, ac- are oblong, ¢ is to be the length of the
cording to the ratio of S' to do. For the intermediate longer diameter (m).
value of S'/do, Ca is to be obtained by interpolation. 4 Effective steel plates used for calculating actual mo-
Where the web of girders situated higher than D/3 ment of inertia of girders and section modulus are to be
above the top of keel or the lower edge of face plate as specified in 1.1.13-3. In case where stiffeners are provid-
at the lower side of the second <;ross tie from deck, ed within the effective width, they may be included in the
whichever is the lower, C3 may be given in Table effective steel plates.
C29.l8 multiplied by 0.85, subject to the requirments 5 The thickness of webs at the root of struts for girders
in i) and ii) below : and transverses, in case where struts are provided, is not
Ca) Where no stiffners is provided in parallel with to be less than that obtained from the following formula.
the face plates: al Where slots are provided in webs at the root of struts,
However, slots are provided, al is also to be they are to be covered effectively with collar plates.
used and is not to be less than that obtained by
-1
applying the requirment in i) t- 6yjC 5bs h1
A s51 (mm)
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 right or nearly right angle and both face plates
plates of transverses at the portion where cross ties are connected with brackets and further, stiffen-
are connected (m). ers are provided on the web plate of transverses
A : Sectional area effective to support the axial force on the extended lines of face plates of cross tie,
from cross tie (em 2), which is to be taken as fol- A is the total sum of the sectional area of the
lows: web plate of transverse at the portion between
(a) Where the face plates of cross ties are continu- the mid-points of the intersections of the exten-
ous to the face plates of transverses in an arc sions of lines of inner surface of face plates of
form or a similar form, A is the total sum of the both cross tie and transverse with the lines mak-
sectional area of the web plate of transverse at ing an angle of 45° to the direction of cross tie
the portion between the contact points of the tan- in contact with the free edge lines of brackets,
gents to the arc or similar curve making an an- and that of the stiffeners provided as mentioned
gle of 45° to the direction of cross tie, that of the above (See Fig. C29.1 (el).
stiffener provided in the axial direction of cross 6 The thickness of face plates forming a girder is to be
tie on the web plate between the contact points, greater doln the thickness of web, and the total width is
and 0.50 times that of the face plates at the con- not to be less than that obtained from the following for-
tact points (See Fig. C29.1 (al). mula:
(b) Where the face plates of cross ties are continu- 85.4~ (mm)
ous to the face plates of transverses in the form where :
of straight line with rounded corners, A is the to- do: Depth of girders (m).
tal sum of the sectional area of the web plate of l : Distance between supporting points of girders (m).
transverse at the portion between the mid-points Where, however, if effective tripping brackets are pro-
of the intersections of the extensions of the lines vided, they may be regarded as supporting points.
of inner surface· of face plates of both cross tie
and transverse with the lines making an angle of 29.6.6 Girders of Ships without Double Side Hull
45 ° to the direction of cross tie in contact with 1 In addition to the requirements in 29.6.5-1, depth of
the inner surface plates at the transforming side transverse d and section modulus of transverse Z are
parts, that of the stiffener provided in the axial not to be less than that obtained from the following for-
direction of cross tie on the web plate between mulae :
the above-montioned mid - points and 0.50 d = a.15l (m)
times that of the face plates at the mid-points Z = 8.7K8hl o2 (cm 3 )
(See Fig. C29.1 (bl). where:
(el Where the face plates of cross ties are joined di- l : Total length of side transverses, and if they are contin-
rectly to the face plates of transverses with a uous with other transverses, distance to the inner sur
( a) ( b) ( c)
face of the transverses (m). S, bs , C'1: As specified in 29.6.5-5.
10 : As given below; h : hs where cross ties are provided in wing cargo oil
10 = kl (m) tanks, vertical distance from mid-point of bs to top
k: As specified in 29.6.5-1 of hatchways of adjacent cargo oil tanks where struts
S : Spacing of Transverses (m) are provided in centre cargo oil tanks (m).
h Distance from mid-point of 10 to the following point K : As specified in 29.4.1-1.
above top of keel C'2: Coefficient obtained from the following formula;
d + 0.038L' (m) where Ilk> 0.6;
L': As specified in 29.5.1-1. C' _ 0.77
K : As specified in 29.4.1-1 2 - I
1-0.5--
2 The scantlings of deck transverses are to be as given in kVK
(1) and (2) below : where Ilk < 0.6;
(1) Section modulus Z of deck transverses of a ship with- Cz = l.l
out trunks is not to be less than that obtained from I : Length of cross ties meaured between the inner
the following formula : edges of the vertical webs on longitudinal bulk-
2 3
Z = 3KSVLl 0 (em ) heads (m).
S, K, 10 : As specified in -1. k: As given below
(2) For ships with trunks, the construction of providing
continuous deck transverses across the trunks is to be
k= 1* (em).
considered as the standard. In this case, the depth of I : The least moment of inertia of cross ties (em 4 )
the deck transverses that can be regarded as those sup- A: Sectional area of cross ties (em Z)
ported by trunks may be 0.03B.
(3) For transverses provided on the centreline bulkhead, 29.7 Structural Details
the requirements for side transverses specified in -1
are to be applied correspondingly. In no case, are the 29.7.1 General
scantlings to be less than the value obtained by 0.8 1 The principal structural members are to be arranged
times the coefficient in each formula. so that continuity of strength can be secured throughout
the cargo area. In forward and afterward parts of the car-
29.6.7 Stiffeners Attached to Girders in Cargo Oil go area, the structures are to be effectively strengthened
Tanks and Deep Tanks so that continuity of strength is not impaired sharply.
The thickness of flat bar stiffeners and tripping brackets 2 For the principal structural members, sufficient consid-
provided on girders and transverses, and stiffeners at- eration is to be given for fixity at ends, supporting and
tached to bulkhead is not to be less than that obtained stiffening systems against out-of-plane deflections, and
from the following formula. It needs not exceed the thick- the construction is to minimize local stress concentra-
ness of webs of the girder to which they are provided. tions.
t = 0.5VL + 3.5 (mm)
29.7.2 Frames and Stiffeners
Longitudinal beams, frames and stiffeners are to be of
29.6.8 Cross Ties
continuous structures, or to be connected securely so that
1 Cross ties in ships having two or more rows of longitu-
their sectional areas at ends can be properly maintained
dinal bulkheads, where they are effectively connected with
providing sufficient resistance against bending moments.
longitudinal bulkhead transverses in cargo oil tanks are
to be in accordance with the requirements in 29.6.8.
29.7.3 Girders and Cross Ties
2 The sectional area of cross ties interconnecting longitu-
1 Girders provided within the same plane are to be ar-
dinal bulkhead transverses in cargo oil tanks is not to be
ranged to avoid sharp changes in strength and rigidity,
less than that obtained from the following formula
and brackets in suitable size are to be provided at the
A = C t C 2 KSb s h (em 2 )
ends of girders, and bracket toes are to be sufficiently
where :
rounded.
2 In case where the depth of longitudinal girders is 29.8.3 Thickness of Tank top Plating
large, stiffeners are to be arranged in parallel with face 1 The thickness of tank top plating in cargo oil tanks
plates. and deep tanks is not to be less than the thickness corre-
3 Brackets are to be provided at the ends of cross ties to sponding to that obtained from the formula given in
connect to transverses or girders. 29.4.1 added by 1.0 mm. Such an addition, however, is not
4 Transverses and vertical webs are to be provided with required for the thickness of the inner bottom plating.
tripping brackets at the junctions with cross ties.
5 Where the breadth of face plates forming cross ties ex- 29.8.4 Section Moduli of Longitudinal Beams,
ceeds 150 mm on one side of the web, stiffeners are to be Frames and Stiffeners
provided at proper intervals to support the face plates as 1 The section modulus of longitudinal beams provided
well. on deck plating in spaces carrying cargo oil is not to be
6 Tripping brackets are to be provided on the web plate less than 1.1 times that calculated according to the re-
transverses at the inner edge of end brackets and at the quirements of 10.3.3.
connecting part of cross ties, etc. and also at the proper in- 2 The section modulus of frames and stiffeners provided
tervals in order to support transverses effectively. In case on shell plating and· bulkheads forming cargo oil tanks
where the width of face plates of each girder exceeds 180 planned to carry ballast water, except the tank to carry
mm on one side, the tripping brackets shown above are to ballast only in heavy weather conditions, is not to be less
support face places as well. than 1.1 times that calculated in accordance with the re-
7 Webs for the upper and lower end brackets of side quirements in 29.5.1 and 29.5.2.
transverses and longitudinal bulkhead transverses and ar-
eas in the vicinity of their inner ends and those in the 29.8.5 Thickness of Plate Members in Ballast Tanks
vicinity of the roots of cross ties are to be stiffened specifi- Adjacent to Cargo Oil Tanks
cally with closer spacing. 1 The thickness of bulkhead plating at the boundaries be-
tween ballast tanks and cargo oil tanks is not to be less
29.8 Special Requirements for Corrosion than the thickness specified in 29.2 added by 1.0 mm.
2 In case where the adjacent cargo oil tanks are
29.8.1 Thickness of Shell Plating equipped with heating systems, the thickness of bulkhead
1 The thickness of shell plating forming casing of cargo plating at the boundaries between ballast tanks and cargo
oil tanks planned to carry ballast water, except the tank oil tanks is not to be less than the thickness determined
to carry ballast water only in heavy weather conditions, from -1 added by 1.0 mm.
in ships without double side hull is not to be less than a
thickness added with 0.5 mm to that obtained from the 29.8.6 Thickness of Deck Plating in Cargo Oil Tanks
formula given in 29.3.2 in applying the requirements in 1 The thickness of deck plating in cargo oil tanks is not
Chapter 16. to be less than the thickness specified in 29.2 added by 1.0
2 0.5 mm may be reduced for the thickness of shell plat- mm.
ing when applying the requirements of this Chapter from
the thickness obtained from the formula given in 29.4.1. 29.8.7 Thickness of Inner Bottom Plating in Cargo
Oil Tanks
29.8.2 Thickness of Deck Plating 1 The thickness of inner bottom plating of cargo oil
1 0.5 mm may be reduced for the thickness of freeboard tanks is to be sufficient considering the effects of pitting
deck plating when applying the requirements of this Chap- corrosion.
ter from the thickness obtained from the formula given in 2 The thickness of inner bottom plating in the vicinity
29.4.1. of suction bellmouths in cargo oil tanks, and the thick-
2 The thickness 'of the freeboard deck plating in spaces ness of suction wells, when provided, are not to be less
carrying cargo oil when applying the requirements in than the thickness obtained by the requirements in
Chapter 17, the thickness obtained from the formula 29.4.1-1 for the appropriate area of application added by
given in 17.3 is to be added at least by 0.5 mm. 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)
ered to ships having an unusually large freeboard. or to have other effective freeing arrangements. The up-
per edge of sheer strake is to be kept as low as practicable.
29.12.2 Hatchways to Cargo Oil Tanks 2 Where superstructures are connected by trunks, open
1 The thickness of coaming plates is not to be less than rails are to be provided for the whole length of exposed
10 mm. Where the length and coaming height of a hatch- parts of freeboard deck.
way exceed 1.25 metres and 760 mm respectively, vertical
stiffeners are to be provided to the side or end coamings, 29.13 Welding
and the upper edge of coamings is to be suitably stiffened.
2 Hatch covers are to be of steel or other approved mate- 29.13.1 Application
rials. The construction of steel hatch covers is to comply The welding in tankers is to be accordance with the re-
with the following requirements. The construction of quirements given in Table Cl.6 except where specially pre-
hatch covers of materials other than steel is to be in accor- scribed in 29.7.1.
dance with the discretion of the Society.
(1) The thickness of cover plates is not to be less than 12 29.13.2 Fillet Welding
mm. 1 The application of fillet welding to structural mem-
(2) Where the area of a hatchway exceeds 1 m 2 but does bers within the cargo areas is to be as given in Table
not exceed 2.5 m 2 , cover plates are to be stiffened by C29.20.
flat bars of 100 mm in depth spaced not more than 2 The leg length of fillet welds in areas given in (0 and
610 mm apart. Where the cover plates are 15 mm or (2) below is to be at least 0.7 times the plate thickness as
more in thickness, the stiffeners may be dispensed specified in the requirements in this Chapter.
with. (1) Fillet welding at the connected parts between the out-
(3) Where the area of a hatchway exceeds 2.5 m 2, cover ermost girders in the double bottom and floors.
plates are to be stiffened by flat bars of 125 mm in (2) Fillet welding at the connected parts between the low-
depth spaced not more than 610 mm apart. ermost girders in the double side hull and transvers-
(3) Divisions between compartments defined as coffer- (2) The strength of side walls and after wall are to be
dams and other compartments (except cargo oil tanks equivalent to that of front wall of the poop.
and fuel oil tanks) are not to have any openings with (3) The height of doorway coamings is not to be less
the exception of bolted watertight manholes provided than 600 mm above the freeboard deck. However, the
in chain locker bulkheads, etc. (no watertight door is height may be reduced to not less than 450 mm for
permitted). ships with a class notation of Coasting Service.
(4) Electrical equipment is to be dealt with referring to
3.7 and 3.8, Part H of the Rules. C29.3 Direct Strength Calculation
5 Airtight bulkheads
(1) Cofferdams which are not utilized as main or auxil- C29.3.1 Direct Strength Calculation
iary pump rooms and compartments utilized as cof- Long-term prediction of loads and stress acting on each
ferdams under the freeboard deck are to meet the re- part of the hull is carried out using the response ampli-
quirements for the strength of deep tanks. The bulk- tude operator in regular waves obtained by the strip
head between the main pump room and engine room method or an equivalent method, wave spectrum and
is to have structural scantlings of watertight bulk- long-term wave data on an irregular sea surface. Then
heads in ships of not less than 100m in length and of scantlings of various structural members can be deter-
airtight bulkheads in ships of less than lOO m in mined by consistent analysis of strength based on yield
length. mode, buckling strength and fatigue strength using the
(2) The scantlings of airtight bulkheads for which no hy- loads or the stress and their corresponding probability of
drostatic tests are required are to comply with the fol- occurrence obtained from such long-term prediction. In
lowing standards. Airtightness tests may be replaced applying this procedure, approval is to be obtained before-
by hose tests. The plate thickness is not to· be less hand from the Society on the calculation method of re-
than 6 mm, which may, however, be reduced to 4.5 sponse amplitude operator in regular waves, wave spectra,
mm in ships of less than 100 m in length. The section long-term wave data, structural analysis method to be em-
modulus of stiffeners and girders is to be 50% of the ployed, and acceptance criteria for strength based on yield
Rule requirements for watertight bulkheads. Where mode, buckling strength and fatigue strength.
connected to shell and decks, however, these stiffen-
ing members are to be of such an effectiveness as is C29.4 Bulkhead Plating
equivalent to frames and beams.
6 Superstructures and deckhouses C29.4.1 Bulkhead Plating in Cargo Oil Tanks and
The deckhouse protecting the entrance to pump rooms is Deep Tanks
to be in accordance with the following requirements: 1 "Bulkhead plating" referred to in this Chapter means
(I) The strength of front wall is to be equivalent to that those plate members used in the boundaries of cargo oil
of wall of the bridge. tanks and deep tanks where longitudinal bulkheads, trans-
verse bulkheads, decks plates, side shell and inner bottom heads are to be provided in cargo oil tanks. Where, howev-
plates are included. er, this requirement may be dispensed with if special con-
2 Distribution of b.h in double hull structures and mea- sideration is given to sloshing.
surement of b are to be in accordance with Fig. C29.4.1-1 (1) The breadth and thickness of the uppermost and low-
or Fig. C29.4.1-2. est strakes of the centreline swash bulkhead may be
90% of those required by the Rules for the upper-
Fig. C29.4.1-1 Case of L-type of Tanks
most and lowest strakes, respectively, of the longitudi-
b
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.
h
In no case is it to be less than 2.0.
- - - - - L...---'-_--'-_-'----1'----'-_...L-_'-----' :~
CSh l 2 ~m3)
s
where:
S : Spacing of stiffeners (m)
h I : Span of stiffener between supports (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
C29.4.2 Swash Bulkheads no case is it to be less than 2.0.
1 Arrangements of swash bulkheads
0.025 )
In case where the length or breadth of a cargo oil tank ex- ( 0.176 - -100
- L (1 - a)lt
ceeds' 15 m or O.IL(m), whichever is greater, swash bulk-
!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
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) :
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 -
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
\
\ 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.
0.80
0.70
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
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
- 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). plating of cargo oil tanks or deep tanks im-
Oi, OJ : Differential displacements at the posi- mediately above the inner bottom longitudi-
tions of side longitudinals in close proximity nals under consideration.
of direction i and direction j of side trans- C : Coefficient obtained from the following for-
verse girders of the ship under consideration mula. However, in no case is it to be less
determined by direct strength calculation than 1.43.
considering loads at the crest and trough of C= 1
waves in full load condition and condition 1 - O.5if
in ballast respectively (mm). is : Length of section strut (m).
i, j : Forward of transverse bulkhead, afterward k: The minimum radius of gyration of sec-
of transverse bulkhead. tion strut obtained from the following
2 In case where section struts are provided in an inter formula:
mediate space between floors in double bottom, the fol-
lowing requirements (l) and (2) are to be complied with:
k= f{ (em)
(1) Section struts, where provided, are to be sections oth- where:
er than flat bars or bulb plates, and are to be ar- I : The least moment of inertia of section strut
ranged so that they are sufficiently overlapped with (em 4 ).
webs of the bottom and inner bottom longitudinals A: Sectional area of section strut (em 2 ).
(See C6.4.4). The sectional area A of the section (2) In case where section struts specified in (1) above are
struts is not to be less than the value obtained from provided at the centre between floors, the section
the following formula: module of bottom longitudinals and inner bottom
2 longitudinals may be a value obtained by multiplying
A = 1.8CSbh (em )
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
~
=
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)
••
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)
'"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
Fig. C29.6.4-1
Fig. C29.6.3-2
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
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
-\
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.
(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
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.
(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
Opening
in deck
'" Upper deck
~-
Table Cl.l Application of High Tensile Steels for Various Stuctural Members(to be continued)
Bilge strake 0
= ships of Ll ;:;;: 150, having double AH DH EH
:£
.~ bottom structures
1.1 General . the structure model may, as a rule, not be taken into
consideration. When these loads are taken into con-
1.1.1 General sideration, however, the allowable stress to be applied
1. Application to the results of calculations is to be determined at
(1) When determining the scantlings of structural mem- the directions of the Society.
bers of the hull by direct calculations, the kinds of (2) The design loads to be taken into consideration are,
members of which the scantlings can be determined as a rule, to be the loads due to cargo and water bal-
as well as the ranges of application of formulae, in last loaded on board, hydrostatic pressure and wave
the Rules and Guidances, for determining scantlings loads.
of such members are, as a rule, to be previously ap- (3) The load due to the inertia force of cargo is to be con-
proved by the Society. sidered in addition to those specified in (2) above,
(2) Even when the scantlings of structural members of when the Society considers it is necessary.
the hull are determined by direct calculations, the re- (4) The cargo holds where dynamic impact loads, such as
quirements in Chapter 1S,Part C of the Rules are to sloshing loads are predicted, are to be specially con-
be complied with. sidered and proper data in this connection are to be
(3) Even when the plate thickness of structural members submitted.
are determined by direct calculations, the minimum (5) The loads for oil tankers, ore carriers and bulk carri-
thicknesses specified in the Rules are to be main- ers are to be in accordance with the requirements
tained. specified in C29.1.12, C30.1.3 and C31.1.3 of the Guid-
2. Analysis Methods ance respectively, in addition to those in this 1.2.
(1) The analysis methods and programs are to be such
that the influences of bending, shearing, axial and tor- 1.2.2 Loads due to Cargo and Water Ballast
sional deflections can be effectively taken into consid- 1. Loads due to Ore Cargo, Grain Cargo, etc.
eration. (l) The density, loading height and surface of the cargo
(2) The analysis methods and programs are to be such are to be determined by giving reference to the pre-
that the behaviours of plane or space structures can liminary trim calculations, etc.
be effectively expressed and or displayed under rea- (2) The density, loading height and repose angle of cargo
sonable boundary conditions. used in the calculations are to be clearly indicated. If
(3) The analysis programs are to be such as to be recog- considered necessary, the angle of internal friction of
nized to have a sufficient analysing accuracy. When the cargo and the angle of friction between the cargo
considered necessary, the Society may require submis- and wall surface are to be indicated.
sion of data on the details of the analysis methods, 2. Loads due to Liquid Cargo, Water Ballast, etc.
verification of accuracy, etc. (I) The upper end of water head for a tank is to be the
(4) When direct calculations were executed for determi- mid-point of the distance between the top of tank
nation of scantlings, the materials and data specify- and the top of overflow pipe.
ing the conditions of calculations and data summariz- (2) For the water head of large deep tanks, proper addi-
ing their results are to be submitted to the Society. tional water head corresponding to the dynamical in-
fluence is to be considered in addition to the water
1.2 Design Loads head specified in (1) above.
(3) for the liquid cargo and water ballast to be loaded in
1.2.1 General harbours or similar quiet waters, the water head cor-
1. Classification of Loads responding to the actual loading height may be used
(1) The loads due to longitudinal bending moment of as the water head.
hull girder at the forward and aft end boundaries of (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-
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- width equal to 1/10 of the span does not exceed half
mensional structure by using beam elements, shell ele- of the distance to the neighbouring member.
ments or hybrid elements. The modelling is to be (2) When modelling by using beam elements, rigid mem-
such that any proper elements chosen from among bers are to be provided where constructions of high
plate bending elements, membrane elements, beam ele- rigidity such as bracketed constructions at the con-
ments, bar elements, etc. can reproduce the be- nections of member corners are employed.
haviours of the structure with the highest possible fi- (3) When modelling by using beam elements, attention is
delity. to be paid to the position of neutral axis. Particularly
(3) The scantlings including corrosion allowances which when modelling on hybrid structure of beam and
are shown on the plans may be used for modelling. shell elements, offset beam elements are to be used.
(4) When the degree of division of a member into model
elements is insufficient for the determination of scant- 1.4 Allowable Stress
lings by direct calculation, the member concerned is
to be subject to the calculation by remeshing with 1.4.1 General
fine meshes to enable further study on the basis of 1. Allowable Stress
the results of the analysis. (1) When the loads specified in 1.2.1.-1. are to be applied
(5) the structural models of tankers, ore carriers and to the structural model according to the 1.3 above,
bulk carriers are to comply with the requirements in the scantlings of members are to be determined so
C29.6.2, C30.1.3 and C31.1.3 of the Guidance respec- that the values of stress in each of them may not ex-
tively, in addition to those specified in this 1.3. ceed the values given below.
2. Modelling by using Shell Elements (a) Allowable stress for mild steel members
(l) Side shell, longitudinal bulkheads and other similar For tankers, ore carriers and bulk carriers, val-
members subjected to large shearing force are prefer- ues specified in C29.6.2, C30.1.3 and C31.1.3 of
ably to be modelled into two or three dimensional the Guidance respectively, are to be applied.
structure by using shell elements. Where nothing particular is provided for, the val-
(2) In meshing, proper sizes of meshes are to be selected ues are to be left to the Society's directions.
in accordance with the stress distribution in the mod- (b) Allowable stress for high tensile steel members
el which can be predicted and abnormally large as- Values according to (a) above divided by the coef-
pect ratios of meshes are to be avoided. ficient k specified below may be used.
(3) Girders and similar members having stress gradients For high tensile steel KA32, KD32 and KE32
along their depth are to be so meshed as to enable as specified in Chapter 3,Part K of the Rules
their discrimination. k=O.78
3. Modelling by using Beam Elements For high tensile steel KA36, KD36 and KE36
(l) When modelling into beam element, the plate of a as specified in Chapter 3, Part K of the Rules
width equal to 1/10 of span of the member on its k=O.72
each side may, as a rule, be included, provided that (2) When the section modulus of hull girder contains a
the plate to be included is effectively reinforced by fair margin, the permissible value of normal stress in
other members or is recognized by the Society to the lengthwise is to be left to the directions of the So-
have a sufficient thickness, and, in addition, this ciety.
Annex Cl.l.22-2 GUIDANCE FOR BUCKLING STRENGTH CALCULATION
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
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
( 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
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
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
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 (b) Navigating condition
(1) In case where scantlings of girders (including plate The loading conditions for consideration are, in
members connected thereto) are determined by direct principle, to be the full load condition and bal-
strength calculation, necessary documents and data last condition. In case where special loading con-
on the calculation method are to be submitted to the dition such as two-ports loading is predicted,
Society for obtaining approval beforehand. such a special case is to be included. Examples
(2) Except for those specifically provided for in this part, are shown in Table C29.6.2-1 to -3.
Guidance for Direct Strength Calculation is to be ap- i) Water head h' at each position in cargo oil
plied. tanks is to be obtained from the following
2 Structural modelling formula;
(0 The range of analysis hi = p(h + ~h) (m)
The range of structure to be analyzed is, one side of where:
the two adjacent cargo oil tanks in the parallel body p : Maximum designed specific gravity of
part, including whole length or half length of each cargo as given in the Loading'Manual.
cargo oil tank and transverse bulkhead between these h : Vertical distance measured from the po-
two tanks. However, this range is to be extended if sition under consideration to the top of
necessary so that every condition can be reproduced hatch (m). However, for lower cargo oil
considering the arrangement of ballast tanks in dou- tanks in tankers having mid-decks, ver-
ble hull structures, loading patterns of cargo oil and tical distance measured from theposi-
ballast, and longitudinal and transverse symmetries tion under consideration on the level of
of the bulkheads and girders attached thereto. mid-deck (m).
(2) Structural modelling ~h : As specified In the provisions of
Structural modelling is, in principle, to be of shell ele- 29.4.1, Part C of the Rules.
ments, and the following standards (a) to (c) apply to ii) Water head h' at each position in ballast
divisions in meshing : tanks is to be obtained from the following
(a) In meshing, proper sizes of meshes are to be se- formula:
lected by predicting the stress distribution in the hi = ph (m)
model, and meshes with abnormally large aspect where:
ratios are to be avoided. p: 1.025
(b) Girders and similar members having stress gradi- h : Vertical distance measured from the po-
ents along their depth are to be so meshed as to sition under consideration to the mid-
enable their discrimination. point of distance between the top of
(c) The length of the short side of each mesh is to be tanks and the top of overflow pipes (m).
restricted to frame spacing or thereabouts. iii) Requirements prescribed in (ii) also apply to
3 Load cargo oil tanks which possibly utilized as bal-
Load to be applied to structural models are to be a combi- last tanks at sea.
nation of internal loads and external loads specified be- iv) For water head in ships in harbour or simi-
low. In case where, however, another combination of lar quiet waters, ~h may not be considered.
loads is clearly severer than that specified, the latter may (2) External loads
be omitted. (a) Hydrostatic test condition
(1) Internal loads The water pressure at the bottom and sides un-
(a) Hydrostatic test condition der the condition of hydraulic pressure test is to
The water head is to be the vertical distance (m) be the hydrostatic pressure corresponding to a
from each point to a point 2.45 m above the deck draught equal to 1/3 of the designed maximum
at side (m). Examples are shown in Tables load draught.
C29.6.2-1 to -3.
(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
• •
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
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)
...
~ 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)
""=
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
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.
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.
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.
II
,
LOCATION
WING CARGO OIL AND BALLAST TANKS
NOTE
Number of ships found damaged: 17
FIGURE FIGURE
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
BHD
NOTE
Number of ship found damaged : 1
FIGURE FIGURE
STRUT ...<>..
STRUT
\ ':
\ \
\
\ ':
\ \
\ \
\ \
\ \
\ \
\ \
\ \
\
~
r~ r "\
l~ l~
}
I
NOTE
Number of ships found damaged : 2
FIGURE FIGURE
NOTE
Number of ships found damaged: 17
FIGURE FIGURE
LOCATION
WING CARGO OIL AND BALLAST TANKS
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
FIGURE FIGURE
STIFFENER STIFFENER
T-- DOUBLl NG
" SCALLOP HORIZONTAL GIRDER HORIZONTAL GIRDER
FIGURE FIGURE
NOTE
Number of ship found damaged : 1
FIGURE FIGURE
LOCATION
WING CARGO OIL AND BALLAST TANKS
\ 'I
~
'\
\
\ '\
. \ ~
\ \
\
~
\.
\ ~
\~
~ G'I ~
~
~ ( (
{
( )
I
BOTTOM LONGITUDINALS BOTTOM LONGITUDINALS
NOTE
Number of ships found damaged : 2
FIGURE PIGURE
( I
NOTE :
See the former page.
FIGURE FIGURE
LOCATION
CENTER CARGO OIL TANKS
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
HORIZONTAL GIRDER
HORIZONTAL GIRDER ~ ~.
~U V U V
NOTE
Number of ships found damaged : 3
FIGURE FIGURE
"-
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
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
NOTE :
Number of ships found damaged : 2
FIGURE FIGURE
c!
SWASH BULKHEAD
c'!
SWASH BULKHEAD
NOTE
Number of ships found damaged : 1
FIGURE FIGURE
NOTE
Number of ships found damaged: 1
FIGURE FIGURE
\ }i"r-----....~
-, I
j
"----
~~ /
NOTE
Number of ships found damaged : 1
I
1
j
}
FIGURE FIGURE
!
1
! 1. 15 SUBJECT STRUCTURAL PROBLEMS OF RECENTLY BUILT TANKERS 1. 16
LOCATION
CENTER CARGO OIL TANKS
NOTE
Number of ship found damaged : 1
FIGURE FIGURE
I
II - - - - 1 - - - - ---
BOTTOM SHELL
- - . - - - - - - ---
BOTTOM SHELL
I
t
NOTE :
Number of ships found damaged : 2
r
i
I
I
II 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
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
NIPPON KAlJI KYOKAI
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.
3
NIPPON KAIJI KYOKAI
r .
*3 :Soft brackets should be arranged at the reverse side.
co}
I
Tb < . 2
1. <"36
*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.
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.
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.
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.
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.
(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.
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".
J
f
rI
I
f
f
[
r
APPENDIX X Shipbuilding and Repair Quality Standard
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.
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.
2.1 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
3.1.1 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.
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.
3.3.1 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
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.
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
Minor imperfections, in accordance with the limits described in Table 1, are permissible and may be left
unrepaired.
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.
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.
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
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)
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
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:
Others
Standard Limit
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.
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:
The tolerances for manual cutting are to be agreed by the Classification Society concerned.
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
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:
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
Breadth of flange
b
±3mrn ±5mrn
~l
I ±3mrn ±5mm per 100 mrn of a
compared to template
.---a-,----.t·1 ~
d
1
d ~3 + a/IOO mm d ~5 + a/100 mm
Mechanical bending
Depth of corrugation
±3mm ±6mm
±.3mm ±6mm
Breadth of corrugation
±3mm ±6mm
-ti-tt-
P :±6mm P:±9mm
4mm 6mm
±D/200mm ±D1150mm
a 5:.t/2 mm max.8mm
+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
NOTE:
Mn Cr + Mo +V Ni + Cu
Ceq = C + - - + + (%)
6 5 15
TABLE 6 6 - BLOCK ASSEMBLY
±15mm
±30mm
- 1
f
Cocking-up of aft-body
±20mm
±15 mm
11
r
TABLE 6 9 - SHAPE
-
1.
t
ri
TABLE 6 10 - FAIRNESS OF PLATING BETWEEN FRAMES
i
Item Standard Limit Remarks
Longl. bulkhead
Bulkhead Trans. bulkhead
Swash bulkhead 6mm
=t l
lm
=span of frame
r=
(minimum l =3 m)
l
f ft=l
TABLE 7.1 - ALIGNMENT
a ~ O.1St strength
a::;3.0mm
a ~ O.2t other
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
al ~ (2t l - ~)12
measured on the
heel line
a ~ t/3 measured
on the median
b) other
L \ d~Ll50
a" 2.0 mm
TABLE 7.3 - ALIGNMENT
~--------------_._--,----------r---------'---------~
Detail Standard Limit Remarks
a
~
a~2.0mm
~;:
I
I
I
I
I
I
I
I
I
I
Position of scallop
-,..
,. f - - -
d~75 mm
,,
,
'. f - - -
H--
d
s ~2.0mm
TABLE 8.1 -TYPICAL BUTT WELD PLATE EDGE PREPARATION (MANUAL WELDING)
Square butt
t~5 rnm
G=3mm see Note 1
t >5rnm
G~3rnm
see Note 1
R~ 3mm
8 =50° - 70°
t > 19 mm
G~3mm
see Note 1
Rs::.3rnm
e =50° - 70°
Gs;.3mm
see Notel
R~3mm
8 = 50° _70°
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)
G=3-9mm
see Note I
=
e 30° - 45°
G ~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)
Tee Fillet
a =50° - 70°
~ =70° - 90° see Note 1
G~2mm
G~4-6mm
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
G =2.5 - 4 mm
r =12 - 15 mm
R=3mm see Note 1
e ~ 35°
t> 19 mm
G~3mm
see Note 1
Rs:3mm
e =50°
t > 19 mm
G~3mm see Notel
R~3mm
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)
e ~60° maximum
h~O.2R h6mm
D=Omm O.5mm
over short
weld lengths
in areas of stress
concentration and fatigue,
the Class Society may
require a lesser angle
D=Omm O.5mm
TABLE 8.6 -TYPICAL LAP, PLUG AND SLOT WELDING (MANUAL WELDING)
b =2t 2 + 25
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
forr;;;" 30 mm
d;;;,,5mm
d2.0mm
fr I d210mm
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
see Note 1
TABLE 9.1 - TYPICAL MISALIGNMENT REPAIR
Others
a> 0.2t, or a> 3 mm
release and adjust
----'-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
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
,
,
t :, t,
,
~ --- ---_:
~b~~ I
l - - L - - ._ _- - - . l - - _ - - - l
TABLE 9.3 - MISALIGNMENT REPAIR
b (min. 50mm)
l F-~
,
,-j---
- .... I
I
I
I
r--- I f
I
,+---
OR fit smal collar over scallop
,~
I
--
,
I
,+---
,
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)
300mm
TABLE 9.5 - TYPICAL BUTT WELD PLATE EDGE PREPARATION REPAIR (MANUAL WELDING)
WhenG>25 mm
insert plate, min. width 300mm
eO
300mm
TABLE 9.6 - TYPICAL FILLET WELD PLATE EDGE PREPARATION REPAIR (MANUAL WELDING)
30°_ 45°
300mm
minimum
Liner treatment
300mm
minimum
TABLE 9.8 -TYPICAL FILLET WELD PLATE EDGE PREPARATION REPAIR (MANUAL WELDING)
300mm
min.
TABLE 9.9 - TYPICALFILLET AND BUTT WELD PROFILE REPAIR (MANUAL WELDING)
Microgrooves of ground
e > 90° grinding, and welding, edge to be parallel to main
where necessary, to make stress direction
e < 90°
e =30° - 40°
G=4-6mm
l/2t ..... t l --e:;t
l=50mm
tl = t, L = 50 mm, min
Other members
open hole to over 300 mm and fit
insert plate
OR fit lap plate
t l = t, L = 50 mm, min
I
(2)
L = 300 mm minimum
(2)
B B = 300 mm minimum
R=5tmm
100 mm minimum
L min 2 300 mm
Welding sequence
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
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.
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.
2.1 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
3.1.2 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.
4. Materials
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.
4.2.1 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
5.1.1 For the different hull structural steel grades welding consummables are to be selected in accordance with
lACS DR WI7 (see Ref.5).
5.2.1 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.
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
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
~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
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
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
Local doublers are normally only allowed as temporary repairs, except as original compensation for openings,
within the main hull structure.
I~ ~I
Pitch
I~
Ic=J
~
Size of
slot
d d
~ ~
I~ ~I
t,
~V
15°
1\
~
~I
/I
o Trn""tion angle
Flanges tf = tf2
bf= bf?
Length of flatbar 4 x hi
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
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
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
\
+