SECTION 5 - STRUCTURAL ARRANGEMENT COMMON STRUCTURAL RULES FOR OIL TANKERS

1 GENERAL
1.1 Introduction

1.1.1 Scope
1.1.1.1 This section covers the general structural arrangement requirements for the ship,
which are based or derived from National and International regulations, see Sections
2/2.1.1 and 3/3.3.

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2 WATERTIGHT SUBDIVISION
2.1 Watertight Bulkhead Arrangement

2.1.1 General
2.1.1.1 All ships are to be provided with watertight bulkheads arranged to subdivide the
hull into watertight compartments in accordance with the following requirements.

2.1.2 Minimum number and disposition of watertight bulkheads

2.1.2.1 The following watertight bulkheads are to be fitted on all ships:
(a) a collision bulkhead, see 2.2.1.1
(b) an aft peak bulkhead
(c) a bulkhead at each end of the machinery space.
2.1.2.2 The bulkheads in the cargo tank region are to be spaced at uniform intervals so far
as practicable.
2.1.2.3 The applicable number and disposition of bulkheads are to be arranged to suit the
requirements for subdivision, floodability and damage stability, and are to be in
accordance with the requirements of National regulations.
2.1.2.4 The number of openings in watertight bulkheads is to be kept to a minimum. Where
penetrations of watertight bulkheads and internal decks are necessary for access,
piping, ventilation, electrical cables, etc., arrangements are to be made to maintain
the watertight integrity. Additional requirements apply to collision bulkheads in
Section 8/3.6.2.

2.2 Position of Collision Bulkhead

2.2.1 General
2.2.1.1 A collision bulkhead is to be fitted on all ships and is to extend to the freeboard
deck. It is to be located between 0.05LL or 10m, whichever is less, and 0.08LL aft of
the reference point, where the load line length, LL, is as defined in Section 4/1.1.2.1
and the reference point is as defined in 2.2.1.2. Proposals for location of the collision
bulkhead aft of 0.08LL will be specially considered.
2.2.1.2 For ships without bulbous bows the reference point is to be taken where the
forward end of LL coincides with the forward side of the stem, on the waterline
which LL is measured. For ships with bulbous bows, it is to be measured from the
forward end of LL a distance x forward; where x is to be taken as the lesser of the
following:
(a) half the distance, from the forward end of LL and the extreme forward end of the
bulb extension
(b) 0.015LL
(c) 3.0m.
2.2.1.3 In general, the collision bulkhead is to be in one plane, however, the bulkhead may
have steps or recesses provided they are in compliance with the limits prescribed in
2.2.1.1 and 2.2.1.2.

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SECTION 5 - STRUCTURAL ARRANGEMENT COMMON STRUCTURAL RULES FOR OIL TANKERS

2.3 Position of Aft Peak Bulkhead

2.3.1 General
2.3.1.1 An aft peak bulkhead, enclosing the stern tube and rudder trunk in a watertight
compartment, is to be provided. Where the shafting arrangements make enclosure
of the stern tube in a watertight compartment impractical, alternative arrangements
will be specially considered. The aft peak bulkhead location on ships powered
and/or controlled by equipment that do not require the fitting of a stern tube
and/or rudder trunk will also be subject to special consideration.
2.3.1.2 The aft peak bulkhead may terminate at the first deck above the summer load
waterline, provided that this deck is made watertight to the stern or to a watertight
transom floor.

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SECTION 5 - STRUCTURAL ARRANGEMENT COMMON STRUCTURAL RULES FOR OIL TANKERS

3 DOUBLE HULL ARRANGEMENT

3.1 General

3.1.1 Protection of cargo tanks

3.1.1.1 Every tanker is to be provided with double bottom tanks and spaces, and double
side tanks and spaces, in accordance with 3.2 and 3.3. The double bottom and
double side tanks and spaces, protect the cargo tanks or spaces, and are not to be
used for the carriage of oil cargoes.

3.1.2 Capacity of ballast tanks

3.1.2.1 The capacity of the segregated ballast tanks shall be so determined that the ship
may operate safely on ballast voyages without recourses to the use of cargo tanks
for water ballast. The capacity of ballast shall be at least such that, in any ballast
condition at any part of the voyage, including the conditions consisting of
lightweight plus segregated ballast only, the ships draught and trim can meet the
requirements in 3.1.2.2 to 3.1.2.4.
3.1.2.2 The moulded draught amidships, Tmid, excluding any hogging or sagging correction,
is not to be less than:

Tmid = 2.0 + 0.02 L m

Where:

L rule length, as defined in Section 4/1.1.1.1, in m

3.1.2.3 The draughts at the F.P. and A.P. are to correspond to those determined by the
draught amidships, as given in 3.1.2.2, and in association with a trim by the stern
not greater than 0.015L (m).
3.1.2.4 The draught at the A.P. is not to be less than that required to obtain full immersion
of the propeller(s).

3.1.3 Limitation of size and arrangement of cargo tanks

3.1.3.1 Cargo tanks are to be of a size and arrangement that hypothetical oil outflow from
side and bottom damage, anywhere in the length of the ship, is limited.

3.2 Double Bottom

3.2.1 Double bottom depth

3.2.1.1 The minimum double bottom depth, ddb, is to be taken as the lesser of:
B
d db = m, but not less than 1.0m
15
d db = 2.0 m
Where:
B moulded breadth, in m, as defined in Section 4/1.1.3.1

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3.3 Double Side

3.3.1 Double side width

3.3.1.1 The minimum double side width, wds, is to be taken as the lesser of:
DWT
w ds = 0.5 + m, but not less than 1.0m
20 000
w ds = 2.0 m
Where:
DWT deadweight of the ship, in tonnes, as defined in Section
4/1.1.14.1

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SECTION 5 - STRUCTURAL ARRANGEMENT COMMON STRUCTURAL RULES FOR OIL TANKERS

4 SEPARATION OF SPACES
4.1 Separation of Cargo Tanks

4.1.1 General
4.1.1.1 The cargo pump room, cargo tanks, slop tanks and cofferdams are to be positioned
forward of machinery spaces. Main cargo control stations, control stations,
accommodation and service spaces are to be positioned aft of cargo tanks, slop
tanks, and spaces which isolate cargo or slop tanks from machinery spaces, but not
necessarily aft of the oil fuel bunker tanks and ballast tanks.

4.2 Cofferdam Spaces

4.2.1 General
4.2.1.1 Cofferdam spaces are to be kept gas-tight. Where applicable, access requirements to
permit internal inspections, are to be in accordance with 5.3.

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5 ACCESS ARRANGEMENTS
5.1 Access Into and Within Spaces in, and Forward of, the Cargo Tank Region

5.1.1 General
5.1.1.1 Access into and within spaces in, and forward of, the cargo tank region is to satisfy
the International Convention for the Safety of Life at Sea, 1974, as amended, Chapter II-1,
Part A-1, Regulation 3-6, as required by the Flag Administration, for details and
arrangements of openings and attachments to the hull structure. This will be
reviewed in conjunction with the structural requirements. In addition, the
requirements of 5.1.1.2 to 5.1.1.5 are to be complied with.
5.1.1.2 Where a duct keel or pipe tunnel is fitted provision is to be made for at least two
exits to the open deck arranged at a maximum distance from each other. The duct
keel or pipe tunnel is not to pass into machinery spaces. The aft access may lead
from the pump room to the duct keel. Where an aft access is provided from the
pump room to the duct keel, the access opening from the pump room to the duct
keel is to be provided with an oil-tight cover plate or a watertight door. Mechanical
ventilation is to be provided and such spaces are to be sufficiently ventilated prior
to entry. A notice board is to be fitted at each entrance to the pipe tunnel stating that
before any attempt is made to enter, the ventilating fan must have been in operation
for a sufficient period. In addition, the atmosphere in the tunnel is to be sampled by
a gas monitor, and where an inert gas system is fitted in cargo tanks, an oxygen
monitor is to be provided.
5.1.1.3 Where a watertight door is fitted in the pump room for access to the duct keel, the
scantlings of the watertight door are to comply with the requirements of the
individual Classification Society and the following additional requirements:
(a) the watertight door is to be capable of being manually closed from outside the
main pump room entrance, in addition to bridge operation. A means of
indicating whether the door is open or closed is to be provided locally and on
the bridge.
(b) a notice is to be affixed at each operating position to the effect that the
watertight door is to be kept closed during normal operations of the ship,
except when access to the pipe tunnel is required.
5.1.1.4 At least one horizontal access opening of 600mm by 800mm clear opening is to be
fitted in each horizontal girder in the vertical wing ballast space and weather deck
to assist in rescue operations. Where an opening of 600mm by 800mm is not
permitted due to structural arrangements, a 600mm by 600mm clear opening will be
accepted.
5.1.1.5 Special consideration will be given to any proposals to fit permanent
repair/maintenance access openings with oil-tight covers in cargo tank bulkheads.
Attention is drawn to the relevant National regulations concerning load line and oil
outflow aspects of such arrangements.

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