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By Soumya Chakraborty | April 24, 2021 | Naval Architecture

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The safety of a ship in damaged condition is majorly dependent on the strength and integrity of its
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watertight bulkheads. There are a lot of factors that go into deciding the position of watertight
bulkheads in a ship, and designing them structurally.

Watertight bulkheads are vertically designed watertight divisions/walls within the ship’s structure to
avoid ingress of water in the compartment if the adjacent compartment is flooded due to damage in
ship’s hull.

The position of the bulkheads along the length of the ship is primarily decided by the results of flood-
able length calculations during the assessment of damaged stability of the ship. However, once their
positions are fixed, there are a lot of factors coming into play, for example: types of watertight
bulkheads, their uniqueness based on their position, structural design, etc.

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Real Life Incident:

Collision Bulkhead Collision With Tug

A collision bulkhead is the forward-most bulkhead in a ship. There are two factors that determine the
position of a forward collision bulkhead. The final position of the collision bulkhead is so decided that
it takes into consideration both the factors listed below: 10 Important Facts
About The Cape Of Good
Hope

Replay

Factor 1: Position based on flood-able length calculations.

Factor 2: Position based on the classification society code books. Most of the classification society
rules have an allowable range of distance at which the collision bulkhead can be placed from the
forward-most point of the ship’s hull. This distance is usually a function of the length of the ship and
factors related to the shape of its bow.

Factor 3: Position based on SOLAS rule, which states that the collision bulkhead should be located
aft of the forward perpendicular at a distance not less than 5 percent of the ship’s length of the ship
or 10 meters (whichever is less). The distance must also not exceed 8 percent of the ship’s length.

However, the position of the collision bulkhead should be such that maximum cargo storage volume is
achieved.

The collision bulkhead is a heavily strengthened structure, its main purpose being limiting the damage
of a head-on collision to the part of the bow forward to it. To limit the damage to its forward region
also means that the collision bulkhead is watertight bulkhead. It is usually vertically stiffened with
sections of scantlings higher than those on the surrounding structures. It is also stiffened by
triangular stringers of higher scantling, called panting stringers. Panting stringers are usually provided
at every 2 meters from the bottom, forward of the collision bulkhead.

Related Reading: 12 Maritime Books All Seafarers Must Have

Figure 1: Collision Bulkhead (profile and transverse view).

Replay

As per SOLAS rules,

The collision bulkhead must be watertight upto the bulkhead deck. A bulkhead deck is basically
the deck level upto which all the watertight bulkheads are extended.

For providing access to chain locker room and the forward part of the bulkhead, steps may be
provided on the collision bulkhead. However, this must not violate Factor 3.

There must be no doors, manholes, access hatches, ventilation ducts or any openings on the
collision bulkhead below the bulkhead deck. However, the bulkhead can be allowed to have only
one piercing below the bulkhead deck for the passage of one pipe to cater to the fluid flow to the
forepeak ballast tank. The passage of the pipe must be flanged and must be fitted with a screw-
down valve which can be remotely operated from above the bulkhead deck. This valve is usually
located forward of the collision bulkhead. However, the classification society certifying the ship
may authorise a valve aft of the bulkhead provided it is easily serviceable at any condition, and is
not located in the cargo area.

In case of ships having superstructures at the forward region, the collision bulkhead is not
terminated at the bulkhead deck. It must be extended to the deck level next to the weather deck.
This would ensure sufficient structural continuity and keep the shear forces within safe limits.

If the collision bulkhead is extended above the freeboard deck, the number of openings on the
bulkhead should be restricted to a minimum in order to ensure sufficient buckling strength. All
the openings should be watertight.

Related Reading:

Replay

What makes a ship unstable?

Understanding curves of static stability

Construction of Watertight Bulkheads

The primary function of watertight bulkheads is to divide a ship into a number of watertight
compartments. Though most watertight bulkheads are transverse in orientation, some ships also have
longitudinal watertight bulkheads within a compartment for longitudinal compartmentalisation within a
compartment. Other than watertightness, the transverse bulkheads also add to the transverse
strength of the ship. We will look into that aspect a little later.

In small ships, a transverse bulkhead may be constructed from a single plate. However, for larger
ships, the plating of a transverse bulkhead usually consists of a series of horizontal strakes welded
together. But what’s interesting here is that, the thickness of these strakes increase with depth, in
order to strengthen the bulkhead against the maximum hydrostatic pressure in case the compartment
is fully flooded. So prior to erection, two dimensional strakes are first cut out from plates of different
thicknesses.

The bulkhead plate itself is not resistant enough against large scale transverse forces like shear
forces. So they are stiffened, either vertically or horizontally. But we usually go for the vertical
stiffening instead of the horizontal. Why? Because horizontal stiffening in ships with high beam would
require stiffeners of long span, which would also increase the scantling and weight of the stiffener,
affecting usable cargo volume. However, with vertical stiffening, the span (and hence, the scantling)
of the stiffener can be kept low by introducing a stringer at mid-depth (a stringer acts as a fixed end,
therefore reducing the span).

Figure 2: Vertical stiffening of a transverse watertight bulkhead.

The sections used for stiffening the bulkheads are usually flat bars, angles or bulb bars, depending
upon the required section modulus. An important aspect of the design of bulkhead stiffeners is
meeting the end conditions. In order to meet the boundary conditions so that the stiffeners respond
as per the theoretical calculations, their end supports must be designed accordingly. At the upper
end, they are attached to the underside of the deck plating with brackets, providing a hinged
boundary condition. To achieve fixed ends, they are welded directly to the deck plate and the stringer.

Most modern day ships use an advanced technology to achieve the required strength of bulkhead
plates. They use corrugated bulkheads instead of stiffened ones. The corrugations are in the vertical
direction, except when the breadth of the bulkhead is significantly low. However, there is one trade-
off that needs to be made here. Since the corrugations are provided on the bulkhead plate right in the
early fabrication stage, corrugated bulkheads are made of plates having uniform thickness (which is,
the thickness equal to the lower most strake in case of a conventional bulkhead). This increases the
weight of the bulkhead when compared to a conventionally stiffened bulkhead. In spite of this, usage
of corrugated bulkheads come handy due to ease in fabrication and reduction of welded joints on the
bulkhead.

Figure 3: Elevation of a corrugated bulkhead.

The above figure shows the elevation of a corrugated bulkhead from the side. In case of bulk carriers,
in order to prevent accumulation of cargo at the base of the corrugations, the lower end of the
bulkheads are provided with angular plates called shredder plates, which help in shredding the dry
cargo to the tank top. The bulkhead is connected to the tank top by a bulkhead stool, which is fillet
welded to the tank top plate. The two forward and aft ends of the stool is to be in line with the
transverse plate floors. This ensures proper stress flow from the bulkhead to the plate floors.

Figure 4: Corrugated bulkhead. (Source: https://www.pinterest.com/pin/81909286950837361/)

Figure 5: Corner plates in a transverse watertight bulkhead).

Replay

As shown above, the corners, where the bulkhead plate is welded to the side shell and the deck plate,
or the tank top, separate corner plates are welded to complete the joint after welding the remaining
bulkhead plate to the hull. These corner plates are provided for the following reasons:

1. Fitting the entire bulkhead panel (with the corners) would be difficult from a production point of
view since every structure is first fabricated with certain amount of green material. Before final
installation, the green material is removed, and structures as huge as bulkheads require repeated
checks for proper dimensional adherence. Eliminating the corners from this stage would reduce
the complexity of maintaining dimensional precision at the corners.

2. Stress concentration occurs at corners due to discontinuity of structure. In order to prevent this,
corner plates are provided with additional thickness than the adjacent bulkhead plating.

Pressure Testing of Watertight Bulkheads

After installation of the bulkheads, they are to be tested for their integrity and water tightness. Since it
is not feasible to fill all the cargo holds or compartments with water for this purpose, the test is done
by a pressure hose. In this process, the bulkhead is subjected to a prerequisite water pressure from a
hose for a fixed period of time, after which, the structural integrity of the bulkhead is inspected
(checks are done for buckling and other deformations). Leak tests can also be done by pressurising
the air in a compartment and checking for leakage of air to the other compartment.

Watertight Doors
Intactness is the primary purpose to be maintained by a watertight bulkhead. But in most ships, there
are situations unavoidable where access from one compartment to another is a necessity. For
example, an under-deck access from one cargo hold to another or from one compartment to another
in case of passenger ships. In most ships, access to the shaft tunnel is necessary especially to
monitor shaft oil temperatures or for repairs in the region. This purpose is solved by the use of
watertight doors.

The bulkhead panel is usually cut out in a rectangular shape accommodating a watertight door.
However, special incorporations are made in the structural design of the region around the door
opening:

The dimensions of the opening are kept to the minimum.

An opening results in a major structural discontinuity, resulting in stress concentration around the
opening. To maintain stress levels below safety limits, the opening is strengthened by doubler
plates to increase the thickness of the bulkhead plate around the opening.
If a vertical bulkhead stiffener comes in the way of the opening, it is terminated at the upper and
lower edges of the opening. However, designers might choose to increase the stiffener spacing
to avoid this. In that case, the scantling of the stiffeners adjacent to the opening are increased
from the remaining stiffeners.

Figure 6: Opening for watertight door on a bulkhead plate.

Replay

Watertight doors are usually hydraulically or electrically operated, and are either horizontally or
vertically sliding. The reason why swinging doors are not provided in watertight bulkheads is because
it would be impossible to close a swinging door in case of flooding. It must be easily operable even
when the ship has listed to 15 degrees to either side, and the control system should be so designed
that the door can be operated from the vicinity as well as remotely, i.e. from a position above the
bulkhead deck. In all ships, visual indicators are provided at the remote control location to denote
whether the door is open or closed.

Watertight doors are also subjected to pressure tests after installation to check for their structural
integrity at design hydrostatic pressure in case of complete flooding up to the bulkhead deck.

SOLAS Rules Pertaining to Watertight Bulkheads

One of the most important regulations to be complied with during the design of watertight bulkheads
and doors are that of SOLAS, and some important ones are discussed below:

The number of openings for pipes and access should be kept to minimum in order to retain the
strength of the bulkhead. In case such openings are provided, proper reinforcement must be
provided so as to prevent stress concentration, and retain water tightness of the structure.
Proper flanging must be incorporated in openings for pipelines and cables.

Not more than one watertight door is allowed per watertight bulkhead. However, in case of ships
having twin shafts, there may be two watertight doors, each providing access to the two shaft
tunnels on either side. The mechanical gears required for manual operation of these doors must
be located outside the machinery spaces.

The time required to close or open any watertight door when triggered from the control room or
navigation deck should not exceed 60 seconds when the ship is in upright condition.

The transverse location of the watertight doors should be such that they must be easily operable
even when the damage to the ship is within one fifth of the ship’s breadth from its side shell.

Every watertight door should be equipped with an audible alarm distinct from all other alarms in
the area. In case the door is being operated remotely, the alarm should start sounding at least 5
seconds before the door begins to slide either way, and must continue till it has completely
opened or closed. However, if operated in situ, the alarm must sound only when the door is
sliding. In case of passenger ships, the audible alarm must be accompanied by a visual alarm.

All watertight doors that are accessible during voyage must be locked via an authorised
unlocking system.

Access doors and hatches on watertight bulkheads must remain closed when the ship is at sea.
Visual indicators must be provided for every access hatch to indicate their status at the location
and the navigation bridge.

Fire Class of Bulkheads

In order to prevent the propagation of fire from one compartment to another, all watertight bulkheads
are also provided with fire-resistant paneling. However, depending on the extent to which bulkheads
can retain the fire and smoke to the affected side, they are classified into three categories:

Class-A Panel: All watertight bulkheads are Class-A type. Bulkheads of Class A must be constructed
of steel or equivalent material and should pass the standard fire test, preventing the passage of fire or
smoke to the unaffected side for at least one hour. With Class A bulkheads in use, the average
temperature on the unaffected side must not exceed 120 degree Celsius. Added to that, there are
three categories of Class A panels depending on the time up to which the temperature at any point on
the bulkhead must not rise above 160 degree Celsius:
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A-60 Panel: 60 minutes.

A-30 Panel: 30 minutes.

A-15 Panel: 15 minutes.

A-0 panel: 0 minutes.

Class-B Panel: Bulkheads of Class B are constructed of materials that are approved by SOLAS and
classification societies as incombustible materials. And should pass the standard fire test, preventing
the passage of fire or smoke to the unaffected side for at least thirty minutes. With Class B bulkheads
in use, the average temperature on the unaffected side must not exceed 120 degree Celsius. There
are two types of Class B panels depending on the time up to which the temperature at any point on
the bulkhead must not rise above 206 degree Celsius:

B-15 Panel: 15 minutes.

B-0 panel: 0 minutes.

Class-C Panel: Class C bulkheads and decks are constructed of materials that are approved by
SOLAS and classification societies as incombustible, but they are not required to meet any
requirements related to rise in temperature or passage of smoke and flame to the unaffected side.

Class A and B panels are used adjacent to most of the enclosed spaces within the ship, for example:
cargo holds, control stations, stairways, lifeboat embarkation stations, galleys, machinery spaces,
tanks, public spaces and accommodation areas. Class C panels are mostly used in open decks and
promenades, where requirement of fire safety is minimum. They can also be used between two similar
spaces if they are not separated by a watertight bulkhead, in which case a Class A panel is
mandatory.

Disclaimer: The authors’ views expressed in this article do not necessarily reflect the views of Marine
Insight. Data and charts, if used, in the article have been sourced from available information and have
not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be
accurate nor accept any responsibility for the same. The views constitute only the opinions and do
not constitute any guidelines or recommendation on any course of action to be followed by the
reader.

The article or images cannot be reproduced, copied, shared or used in any form without the
permission of the author and Marine Insight.

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#Design process

Soumya Chakraborty

Soumya is pursuing Naval Architecture and Ocean Engineering at IMU,

Visakhapatnam, India. Passionate about marine design, he believes in the
importance of sharing maritime technical knowhow among industry
personnel and students. He is also the Co-Founder and Editor-in-Chief of
Learn Ship Design- A Student Initiative.

5 Comments

Peter says:
December 25, 2014 at 12:26 pm

Very informative article. thanks, Peter

dhaval modi says:

April 23, 2015 at 2:07 am

Nice diagram with prompt informations

scab says:
July 5, 2016 at 2:26 pm

its thus illustrative

Zaki says:
June 14, 2017 at 6:56 pm

Very informative article, but I didnt find that info anywhere in the book I read. So can I get book references for
corrugated bulkhead?

allwin2511 says:
December 11, 2019 at 8:28 am

The class A and B bulkhead should have a temperature rise of 140 degree celsius and not 120 degree celsius
and at a joint or place for class A bulkhead the maximum temperature rise is 180 degree celsius and for class
B Bulkhead is 225 degree celsius.

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