Section 12 - Tank Structures A 12 - 1

Section 12
Tank Structures
A. General
1. Subdivision of tanks
1.1 In tanks extending over the full breadth of the ship
intended to be used for partial filling, (e.g. oil fuel and fresh
water tanks), at least one longitudinal bulkhead is to be
fitted, which may be a swash bulkhead.
1.2 Where the forepeak is intended to be used as tank,
at least one complete or partial longitudinal swash bulkhead
is to be fitted, if the tank breadth exceeds 0,5 B or 6 m,
whichever is the greater.
When the afterpeak is intended to be used as tank, at least
one complete or partial longitudinal swash bulkhead is to
be fitted. The largest breadth of the liquid surface should
not exceed 0,3 B in the aft peak.
1.3 Peak tanks exceeding 0,06 L or 6 m in length,
whichever is greater, shall be provided with a transverse
swash bulkhead.
2. Air, overflow and sounding pipes
Each tank is to be fitted with air pipes, overflow pipes and
sounding pipes. The air pipes are to be led to above the
exposed deck. The arrangement is to be such as to allow
complete filling of the tanks. The height from upper surface
of deck to their openings is to be at least 760 mm on the
freeboard deck and 450 mm on a superstructure deck. See
also Section 21, E.
The sounding pipes are to be led to the bottom of the tanks
(see also Rules for Machinery Installations, Volume III,
Section 11).
3. Forepeak tank
Oil is not to be carried in a forepeak tank or a tank forward
of the collision bulkhead . See also SOLAS 74, Chapter
II-2, Reg. 15.6 and MARPOL 73/78, Annex I, Reg. 14.4.
4. Cross references
4.1 Where a tank bulkhead forms part of a watertight
bulkhead, its strength is not to be less than required by
Section 11.
4.2 For pumping and piping, see also Rules for
Machinery Installations, Volume III, Section 11. For Oil
fuel tanks see also Rules for Machinery Installations,
Volume III, Section 10. For tanks in the double bottom,
see Section 8, B.5.
4.3 For cargo oil tanks see Section 24.
4.4 For dry cargo holds which are also intended to be
used as ballast water tanks, see C.2.
4.5 For testing of tanks, see H.
4.6 Where tanks are provided with cross flooding
arrangements the increase of the pressure head is to be taken
into consideration (see also Section 29-I, J. and
Section 36, G.).
5. Separation of fuel oil tanks from tanks for other
liquids
5.1 Fuel oil tanks are to be separated from tanks for
lubricating oil, hydraulic oil, thermal oil, vegetable oil,
feedwater, condensate water and potable water by
cofferdams
1)
.
5.2 Upon special approval on small ships the
arrangement of cofferdams between oil fuel and lubricating
oil tanks may be dispensed with provided that:
.1 the common boundary is continuous, i.e. it does not
abut at the adjacent tank boundaries, see Fig. 12.1
Where the common boundary cannot be constructed
continuously according to Fig. 12.1, the fillet welds
on both sides of the common boundary are to be
welded in two layers and the throat thickness is
not to be less than 0,5 t (t = plate thickness);
Fig. 12.1 Continuous common boundary
replacing a cofferdam
.2 stiffeners or pipes do not penetrate the common
boundary;
.3 the corrosion allowance t
K
for the common boundary
is not less than 2,5 mm.
1)
For Indonesian flag ship, the cofferdams are also
required between accommodation spaces and oil tanks.
Section 12 - Tank Structures A 12 - 2
5.3 Fuel oil tanks adjacent to lubricating oil circulation
tanks are subject to the provisions of Rules for Machinery
Installations, Volume III, Section 10, B.2.1.5 in addition
to the requirements stipulated in 5.2 above.
5.4 Fuel oil tanks and lubrication oil tanks adjacent to
refrigerated spaces to comply with Rules for the
Construction of Refrigerating Installation, Volume VIII,
M.2.8.
5.5 For fuel tanks which are heated up to a temperature
which is higher than the flash point 10 C of the relevant
fuel, Rules for Machinery Installations, Rules for Machinery
Installations, Volume III, Section.10, B.5. must be observed
specifically.
6. Tanks for heated liquids
6.1 Where heated liquids are intended to be carried in
tanks, a calculation of thermal stresses is required, if the
carriage temperature of the liquid exceeds the following
values:
T = 65 C in case of longitudinal framing,
= 80 C in case of transverse framing.
6.2 The calculations are to be carried out for both
temperatures, the actual carriage temperature and the limit
temperature T according to 6.1.
The calculations are to give the resultant stresses in the
hull structure based on a sea water temperature of 0 C
and an air temperature of 5 C.
Constructional measures and/or strengthenings will be
required on the basis of the results of the calculation for
both temperatures.
7. Minimum thickness
7.1 The thickness of all tank structures is not to be less
than the following minimum value:
t
min
= 5,5 + 0,02 L [mm]
7.2 For fuel oil, lubrication oil and fresh water tanks
t
min
need not be taken greater than 7,5 mm
7.3 For ballast tanks of dry cargo ships t
min
need not
be taken greater than 9,0 mm.
7.4 For oil tankers see Section 24, A.13.
8. Plating and stiffeners in the propeller area
and in the engine room
8.1 General
From a vibration point of view shell and tank
structures in the vicinity of the propeller and the
main engine should be designed such that the design
criteria defined in 8.3 to 8.5 are fulfilled.
8.2 Definitions
f
plate
2)
= lowest natural frequency of isotropic plate field
under consideration of additional outfitting and
hydrodynamic masses [Hz]
f
stiff

2)
= lowest natural frequency of stiffener under
consideration of additional outfitting and
hydrodynamic masses [Hz]
d
p
= propeller diameter [m]
r = distance of plate field or stiffener to 12 o'clock
propeller blade tip position [m]
d
r
= ratio
r
d
p

= flare angle of frame section in propeller plane
measured between a vertical line and the tangent
to the bottom shell plating
n = maximum propeller shaft revolution rate [1/min]
z = number of propeller blades
fblade = propeller blade passage excitation frequency
at n [Hz]
=
1
60
n z [Hz]
ne = maximum main engine revolution rate [1/min]
nc = number of cylinders of main engine
kstroke = number indicating the type of main engine
= 1,0 for 2-stroke (slow-running) main engines
= 0,5 for 4-stroke (medium speed) main
engines
fignition = main engine ignition frequency at ne
=
1
60
k
stroke
n z [Hz]
8.3 Shell structures in propeller area
Plate fields and stiffeners of shell structures in vicinity of
the propeller(s) within dr = 3 should fulfil the following
frequency criteria:
for 60
o
f
plate
>
4,6
d
r
f
blade
f
stiff
>
4,6
d
r
f
blade
for < 60
o
f
plate
>
2,3
d
r
f
blade
d
r
needs not to be taken less than 1,0.
2)
The natural frequencies of plate fields and stiffeners can be
estimated by approved computer program
Section 12 - Tank Structures A 12 - 3
8.4 Tank structures in propeller area
Plate fields and stiffeners of tank structures in vicinity of
the propeller(s) within d
r
= 5 should fulfil the following
frequency criteria:
for 60
o
f
plate
>
6,3
d
r
f
blade
f
stiff
>
6,3
d
r
f
blade
for < 60
o
f
plate
>
3,15
d
r
f
blade
d
r
needs not to be taken less than 1,3.
8.5 Tank structures in main engine area
Plate fields and stiffeners of tanks located in the engine
room should at all filling states fulfil the frequency criteria
as summarised in Table 12.1.
Generally, direct connections between transverse engine
top bracings and tank structures shall be avoided. Pipe
fittings at tank walls etc. shall be designed in such a way
that the same frequency criteria as given for plates are
fulfilled.
Table 12.1 Frequency criteria
Engine type Mounting type Application area Frequency criteria
Slow speed Rigid Tanks within engine room
f
plate
> 1,2 . F
ignition
f
stiff
> 1,2 . F
ignition
and
f
plate
< 1,8 . F
ignition
or
f
plate
> 2,2 . F
ignition
Medium speed
Rigid or semi-resilient Tanks within engine room
f
plate
< 0,8 . F
ignition
or
f
plate
> 1,2 . F
ignition
and
f
stiff
< 0,8 . F
ignition
or
f
stiff
> 1,2 . F
ignition
Resilient
Tanks within engine
length up to next platform
deck above inner bottom
f
plate
< 0,9 . F
ignition
or
f
plate
< 1,1 . F
ignition

Section 12 - Tank Structures B 12 - 4
B. Scantlings
1. Definitions
k = material factor according to Section 2, B.2.
a = spacing of stiffeners or load width in [m]
= unsupported span in [m] according to Section
3, C.
p = load p
1
or p
d
in [kN/m
2
] according to Section
4, D.; the greater load to be taken.
For tank structures of tanks adjacent to the shell the pressure
p below T
min
need not be larger than:
p = [kN/m
2
] p
1
10 (T
min
z) p
0
c
f
1
z
T
min
T
min
= smallest design ballast draught [m]
z = distance of structural member above base
line.[m]
p
2
= load in [kN/m
2
] according to Section 4, D.1.
t
K
= corrosion allowance according to Section 3, K.1.
h = filling height of tank in [m]
e
t
= characteristic tank dimension
t
or b
t
in [m]
t
= tank length in [m]
b
t
= tank breadth in [m]

p
= [N/mm
2
]
235
k
2
S 3
2
L
S 0,89
L

L
= design hull girder bending stress at the position
considered in [N/mm
2
] according to Section
5,D.1

L
= shear stress due to longitudinal hull girder
bending in [N/mm
2
] at the position considered
see also Section 5,D.1.
n
f
= 1,0 for transverse stiffening
= 0,83 for longitudinal stiffening
For the terms "constraint" and "simply supported" see
Section 3, D.
2. Plating
2.1 The plate thickness is not to be less than:
t
1
= 1,1 a + t
K
[mm] p k
t
2
= 0,9 a + t
K
[mm]. p
2
k
2.2 Above the requirements specified in 2.1 above the
thickness of tank boundaries (including deck and inner
bottom) carrying also normal and shear stresses due to
longitudinal hull girder bending is not to be less than:
t = [mm] 16,8 n
f
a
p

p
t
K
2.3 Proof of buckling strength of longitudinal and
transverse bulkheads is to be carried out according to
Section 3, F. For longitudinal bulkheads the design stresses
according to Section 5, D.1. and the stresses due to local
loads are to be considered.
3. Stiffeners and girders
3.1 Stiffeners and girders, which are not considered
as longitudinal strength members
3.1.1 The section modulus of stiffeners and girders
constrained at their ends, is not to be less than:
W
1
= 0,55 a
2
p k [cm
3
]
W
2
= 0,44 a
2
p
2
k [cm
3
].
Where one or both ends are simply supported, the section
moduli are to be increased by 50 percent.
The cross sectional area of the girder webs is not to be less
than:
A
w1
= 0.05 a p k [cm
2
]
A
w2
= 0,04 a p
2
k [cm
2
].
A
w2
is to be increased by 50 percent at the position of
constraint for a length of 0,1 .
The buckling strength of the webs is to be checked
according to Section 3, F.
3.1.2 Where the scantlings of stiffeners and girders are
determined according to strength calculations, the following
permissible stress values apply:
S if subjected to load p:

b
= [N/mm
2
]
150
k
= [N/mm
2
]
100
k

v
= [N/mm
2
]
b
2
3
2
180
k
S if subjected to load p
2
:

b
= [N/mm
2
]
180
k
= [N/mm
2
]
115
k

v
= [N/mm
2
]
b
2
3
2
200
k
3.2 Stiffeners and girders, which are to be considered
as longitudinal strength members
3.2.1 The section moduli and shear areas of horizontal
stiffeners and girders are to be determined according to
Section 9, B. as for longitudinals. In this case for girders
supporting transverse stiffeners the factors m = 1 and m
a
.=.0
are to be used.
Section 12 - Tank Structures B 12 - 5
3.2.2 Regarding buckling strength of girders the
requirements of 2.3 are to be observed.
3.3 The scantlings of beams and girders of tank decks
are also to comply with the requirements of Section 10.
3.4 For frames in tanks, see Section 9, A.2.2.
3.5 The stiffeners of tank bulkheads are to be attached
at their ends by brackets according to Section 3, D.2. The
scantlings of the brackets are to be determined according
to the section modulus of the stiffeners. Brackets must be
fitted where the length of the stiffeners exceeds 2 m.
The brackets of stiffeners are to extend to the next beam,
the next floor, the next frame, or are to be otherwise
supported at their ends.
3.6 Where stringers of transverse bulkheads are
supported at longitudinal bulkheads or at the side shell,
the supporting forces of these stringers are to be considered
when determining the shear stress in the longitudinal
bulkheads. Likewise, where vertical girders of transverse
bulkheads are supported at deck or inner bottom, the
supporting forces of these vertical girders are to be
considered when determining the shear stresses in the deck
or inner bottom respectively.
The shear stress introduced by the stringer into the
longitudinal bulkhead or side shell may be determined by
the following formula:
= [N/mm
2
]
St
P
St
2 b
St
t
P
st
= supporting force of stringer or vertical girder
[kN]
b
St
= breadth of stringer or depth of vertical girder
including end bracket (if any) [m] at the
supporting point
t = see 2.2
The additional shear stress is to be added to the shear
St
stress
L
due to longitudinal bending according to Section
5, D.1. in the following area:
0,5 m on both sides of the stringer in the ship's
longitudinal direction
0,25 . b
St
above and below the stringer
Thereby the following requirement must be satisfied.
4. Corrugated bulkheads
4.1 The plate thicknesses of corrugated bulkheads as
well as the required section moduli of corrugated bulkhead
elements are to be determined according to 2. and 3.,
proceeding analogously to Section 11, B.4.
The plate thickness is not to be less than t
min
, according
to A.7, or
S if subjected to load p
1
t
crit
= [mm]
b
905

D
t
K
S if subjected load p
2
t
crit
= [mm]
b
960

D
t
K

D
= compressive stress [N/mm
2
]
b = breadth of face plate strip in [mm]
4.2 For the end attachment Section 3, D.4. is to be
observed.
5. Thickness of clad plating
5.1 Where the yield point of the cladding is not less than
that of the base material the plate thickness is to be
determined according to 2.1.
5.2 Where the yield point of the cladding is less than
that of the base material the plate thickness is not to be less
than:
t
1
= 0,55 a [mm] p
k
A
t
K
t
2
= 0,45 a [mm] p
2
k
A
t
K
for one side clad steel:
A = 0,25 S
t
p
2 t
1 S r S
t
p
2 t
1 S r
2
for both side clad steel:
A = 0,25 S
t
p
t
1 S
t
p
t
1 S r
t = plate thickness including cladding in [mm]
t
p
= thickness of the cladding in [mm]
r =
R
ep
R
eH
R
ep
= minimum nominal upper yield point of the
cladding in [N/mm
2
] at service temperature
R
eH
= minimum nominal upper yield point of the base
material in [N/mm
2
] according to Section 2, B.2.
5.3 The plate thicknesses determined in accordance with
5.1 and 5.2 respectively may be reduced by 0,5 mm. For
chemical tankers the reductions as per Rules for Ships
Carrying Dangerous Chemicals in Bulk, Volume X,
Section.4, 4 0.1.3 apply.
Section 12 - Tank Structures E 12 - 6
C. Tanks with Large Lengths or Breadths
1. General
Tanks with lengths
t
> 0,1 L or breadths b
t
> 0,6 B (e.g.
hold spaces for ballast water) which are intended to be
partially filled, are to be investigated to avoid resonance
between the liquid motion and the pitch or roll motion of
the ship. If necessary, critical tank filling ratios are to be
avoided. The ship's periods of pitch and roll motion as well
as the natural periods of the liquid in the tank may be
determined by the following formulae:
Natural period of liquid in tank :
T
,b
= [s] 1,132
e
t
f
f = hyperbolic function as follows:
= tanh
h
e
t
Period of wave excited maximum pitch motion :
T
s
= [s]
L
1,17 L 0,15 v
o
= ahead speed of ship [kn] as defined in v
0
Section 1, H.5.
Period of roll motion :
T
r
= [s]
c
r
B
GM
c
r
= 0,78 in general
= 0,70 for tankers in ballast
0,07 B in general GM
0,12 B for tankers and bulk carriers.
2. Hold spaces for ballast water
In addition to the requirements specified under 1. above
for hold spaces of dry cargo ships and bulk carriers, which
are intended to be filled with ballast water, the following
is to be observed:
.1 For hold spaces only permitted to be completely
filled, a relevant notice will be entered into the
Certificate.
.2 Adequate venting of the hold spaces and of the
hatchway trunks is to be provided.
.3 For frames also Section 9, A.2.2 is to be observed.
D. Vegetable Oil Tanks
1. Further to the regulations stipulated under A. and
B. for vegetable oil tanks, the following requirements are
to be observed.
2. Tanks carrying vegetable oil or similar liquids, the
scantlings of which are determined according to B., are
to be either fully loaded or empty. A corresponding note
will be entered into the Certificate.
These tanks may be partially filled provided they are
subdivided according to A.1.2. Filling ratios between 70
and 90 percent should be avoided.
3. In tanks carrying vegetable oil or similar liquids
sufficient air pipes are to be fitted for pressure equalizing.
Expansion trunks of about 1 per cent of the tank volume
are to be provided. Where the tank is subdivided by at least
one centre line bulkhead, 3 per cent of the tank may remain
empty and be used as expansion space.
E. Detached Tanks
1. General
1.1 Detached tanks are to be adequately secured against
forces due to the ship's motions.
1.2 Detached tanks in hold spaces are also to be provided
with anti floatation devices. It is to be assumed that the
hold spaces are flooded to the load water line. The stresses
in the anti floatation devices caused by the floatation forces
are not to exceed the material's yield stress.
1.3 Detached oil fuel tanks should not be installed in
cargo holds. Where such an arrangement cannot be avoided,
provision is to be made to ensure that the cargo cannot be
damaged by leakage oil.
1.4 Fittings and pipings on detached tanks are to be
protected by battens, and gutterways are to be fitted on the
outside of tanks for draining any leakage oil.
2. Scantlings
2.1 The thickness of plating of detached tanks is to be
determined according to B.2.1 using the formula for t
1
and
the pressure p as defined in 2.2.
2.2 The section modulus of stiffeners of detached tanks
is not to be less than:
W = c a
2
p k [cm
3
]
c = 0,36 if stiffeners are constrained at both ends
= 0,54 if one or both ends are simply supported
p = 9,81 h [kN/m
2
]
h = head measured from the load centre of plate
panel or stiffener respectively to the top of
overflow; the height of overflow is not to be
taken less than 2,5 m.
2.3 For minimum thickness the requirements of A.7
apply in general.
Section 12 - Tank Structures H 12 - 7
F. Potable Water Tanks
1. Potable water tanks shall be separated from tanks
containing liquids other than potable water, ballast water,
distillate or feed water.
2. In no case sanitary arrangement or corresponding
piping are to be fitted directly above the potable water tanks.
3. Manholes arranged in the tank top are to have sills.
4. If pipes carrying liquids other than potable water
are to be led through potable water tanks, they are to be
fitted in a pipe tunnel.
5. Air and overflow pipes of potable water tanks are
to be separated from pipes of other tanks.
G. Swash Bulkheads
1. The total area of perforation shall not be less than
5% and should not exceed 10% of the total bulkhead area.
2. The plate thickness shall, in general, be equal to
the minimum thickness according to A.7. Strengthenings
may be required for load bearing structural parts.
The free lower edge of a wash bulkhead is to be adequately
stiffened.
3. The section modulus of the stiffeners and girders
is not to be less than W
1
as per B.3., however, in lieu of
p the load p
d
according to Section 4, D.2., but disregarding
p
v
is to be taken.
4. For swash bulkheads in oil tankers see also
Section 24, D.
H. Testing for Tightness
1. Testing of oil fuel, ballast, trimming, feed water,
fresh water and anti-rolling tanks is to be effected by a
combination of a leak test by means of air pressure and
an operational test by means of water or the liquid for which
the tank is intended to be used. The air pressure is not to
exceed 0,2 bar gauge. The increased risk of accident while
the tanks are subjected to the air pressure is to be observed.
Butt welds made by approved automatic or semiautomatic
processes on erection welds need not be tested, provided
that these welds are carefully visually examined and are
free of repairs. The results of the non-destructive
examinations made at random to the satisfaction of the
Surveyor shall not reveal significant defects. If there is
evidence from inspection results that the quality of these
welds has been downgraded significantly, the extent of
the leak testing may be increased to the Surveyor's
discretion.
2. Where one tank boundary is formed by the ship's
shell, the leak test is to be carried out before launching.
For all other tanks leak testing may be carried out after
launching. Erection welds as well as welds of assembly
openings are to be coated
3)
after the leak test is carried
out. This applies also to manual weld connections of
bulkheads with the other tanks boundaries and of collaring
arrangements at intersections of tank boundaries and e.g.
frames, beams, girders, pipes etc. If it is ensured that in
adjacent tanks the same type of liquid is carried, e.g. in
adjacent ballast tanks, the above mentioned weld
connections may be coated
3)
prior to the leak test.
All other welded connections in tank boundaries may be
coated prior to the leak test if it is ensured by suitable means
(e.g. by visual examination of the welded connections) that
the connections are completely welded and the surfaces
of the welds do not exhibit cracks or pores.
3. Where the tanks are not subjected to-the leak test
as per 2. but are leak tested with water the bulkheads area
in general, to be tested from one side. The testing should
be carried out prior to launching or in the dock. Subject
to approval by the Society, the test may also be carried out
after launching. Water testing may be carried out after
application of a coating
3)
, provided that during the visual
inspection as per 2. above deficiencies are not noted. The
test head must correspond to a head of water of 2,5 m above
the top of tank or to the top of overflow or air pipe,
whichever is the greater.
4. The operational test may be carried out when the
ship is afloat or during the trial trip. For all tanks the proper
functioning of filling and suction lines and of the valves
as well as functioning and tightness of the vent, sounding
and overflow pipes is to be tested.
5. For testing of cargo tanks see Section 24, A.15.
3)
Shop primers are not regarded as a coating within the
scope of these requirements.