GENERAL DESCRIPTION OF THE PROJECT

DEFINITION
The requirements of this chapter apply to sea going self-propelled ships
having integral tanks and intended to carry crude oil or petroleum products in bulk
having a flash point, F.P. (closed cup test) not exceeding 60C and whose Reid
vapour pressure is below the atmospheric pressure. These requirements are
supplementary to those given for the assignment of main characters of class. The list
of oils and petroleum products which can be carried in such vessels is given in
Appendix A.

DOUBLE HULL CRUDE OIL TANKER:

It is a tank vessel having full depth wing water ballast tank or other non-cargo
spaces, and full breadth double bottom tanks for fuel oil or water ballast, throughout
the cargo area, intended to prevent or at least reduce the liquid cargo outflow in an
accidental stranding or collision.
The double hull Crude Oil Tankers can be defined as a sea going selfpropelled ships having integral tanks and intended to carry crude oil or petroleum
products in bulk having a flash point, F.P. (closed cup test) not exceeding 60C and
whose Reid vapour pressure is below the atmospheric pressure.
Assignment of class notation ESP (Enhanced Survey Program) is mandatory
for oil tankers, ore or oil carriers and oil or bulk carriers. Oil tankers complying with
above requirements will be eligible to be assigned class notation "OIL TANKER,
ESP".
The requirements of the following statutory regulation (as amended) are to be
complied with in so far as they are applicable:
a) SOlAS 1974; for general safety measures (construction, subdivision and stability,
machinery and electrical installations);
b) SOlAS 1974; for fire safety measures;
c) MARPOl; Annex (I) - for ship arrangement and pollution prevention;
for the carriage of MARPOL Annex I cargoes, where the cargo area is protected
from the environment by a double hull consisting of double side and double
bottom spaces dedicated to the carriage of ballast water for ships of 5,000 dwt and
above. These ballast spaces extend for the full length of the cargo area.

In response to continuing oil spills, double hull construction for oil tankers became
mandatory in 1993 by order of the maritime environmental protection committee of
the international maritime organization (IMO). Compared to single hull tankers, the
use of double hull construction has resulted in a distinct reduction in the probability of
oil spills resulting from collision or grounding
As a part of the academic schedule, preliminary Design of double hull Crude Oil
Tanker with 50,000 Tonnes (approximate) deadweight and 15 knots service speed is
under taken.
In this design the necessary facilities and the requirements that fulfill the
specifications of owners, the rules of classification and statutory requirements of the
National and International Authorities have been implemented.

Ship Description:
General
The vessel is a single screw all welded ship with machinery aft. The ship has
forecastle and with sheer and camber.

Small tankers not exceeding 75 metres in length, involved principally in the coastal
trade have a single longitudinal bulkhead on the centre line providing two athwartships
tanks. The machinery is aft, and an expansion trunk, if fitted, is on the centre line in
way of the tank spaces.

Fig : Midship

section of coastal tanker of less than 5000 tonnes deadweight with trunk.

Cargo area: Cargo area is that part of the vessel that contains cargo tanks, slop
tanks and cargo pump-rooms including, cofferdams, ballast and void spaces adjacent
to cargo tanks and also deck areas throughout the entire length and breadth of the part
of the ship over the above mentioned spaces.
The aggregated capacity of wing tanks, double bottom tanks, forepeak tanks and aft
tanks intended to carry water ballast is more than the capacity of segregated ballast
tank necessary to meet required of MARPOL regulation.
Access to cofferdams, ballast and cargo tank and other spaces in cargo area is direct
from the open deck.
SlopTank
Slop tank means a tank specifically designated for the collection of tank drainings,
tank washings and other oily mixtures.
Stability
This oil tanker if of deadweight above 5000 tonnes and hence it is in accordance
with the requirements of intact stability during liquid transfer operations given in
MARPOL, Annex I, Reg.25A, where applicable.
For any operating draught reflecting actual, partial or full load conditions,
including the intermediate stages of liquid transfer operations the following intact
stability criteria is to be complied with:
a)

In port (see note below), the initial metacentric height GMo is not to be less

than 0.15 [m]. Positive intact stability is to extend from the initial equilibrium position
at which GMo is calculated over a range of at atleast 20 degrees to port and to
starboard.
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b)

At sea, the intact stability criteria contained in paragraphs Chapter 3 of

IMO resolution A.749 (18), the Intact Stability Code, or the criteria contained in the
national requirements of the flag administration

if

the

national

stability

requirements provide at least an equivalent degree of safety is to be complied

with.
Note: At some port locations where the environmental conditions are similar to
those at sea, the requirements given in para (b) are to be applied.
For all loading conditions in port and at sea, including intermediate stages of
liquid transfer operations, the initial metacentric height and the righting lever curve
are corrected for the effect of free surfaces of liquids in tanks.

Ship arrangement:
Location and separation of cargo spaces from machinery, accommodation,
service spaces, and control stations are discussed in General Arrangement chapter.
All dry spaces and tanks intended for water ballast which can remain empty in
loaded condition are to be so arranged that they cannot be used for any other purpose.
Slop tanks are designed for efficient decantation. Positions of inlets, outlets, baffles
and weirs where fitted, are located to ensure minimum turbulence and entrainment of
oil or emulsion with water.
Cargo tanks are segregated from machinery spaces, accommodation spaces and
other spaces of electrical hazard by means of cofferdams at least 760 [mm] in length
and covering the whole area of the end bulkheads of cargo tanks. A pump room,
oil fuel bunker or water-ballast tank is accepted in lieu of a cofferdam. Oil engines or
electrical equipment of potential fire hazard are not sited in these pump rooms or
cofferdams.
In case of a corner-to-corner situation between a safe space and a cargo tank, the
safe space is protected by a cofferdam. This protection is however obtained by
anangle bar or a diagonal plate across the corner. Such cofferdam, if accessible,
is ventilated and if not accessible, is filled with a suitable and compatible compound.
A cofferdam between the forward cargo tank and the forepeak is dispensed by
providing direct access to the forepeak from the open deck, the air and sounding pipes
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to the forepeak space are led to the open deck, and portable means are provided for
gas detection and inerting the forepeak compartment.
Tank Arrangement: The disposition of transverse bulkheads is in accordance with
the requirements of Pt.3, Ch.10: IRS 2003, as applicable to ships with machinery aft.
The arrangements of the spaces within the cargo region with respect to the
following features are in accordance with the MARPOL 73/78 (as amended), Annex I.

a)

b)
c)
d)
e)
f)
g)
h)
i)

j)

Feature
Protection of cargo
tank region with double
bottom and wing
ballast tank/spaces
Segregated ballast
tank (SBT)
Protective location
of SBT
Crude oil washing
(COW) (Crude
carriers only),
Segregation of fuel
oil/ballast water
Slop tanks and
oil/water interface
detectors
Sludge tank for fuel
oil
Minimization of
retention of oil on
board
Tank size limitation

Subdivision and
damage stability

Regulation

13(F)

13
13(E)
13(B)
14
15
17
18(4)&(5)
Reg.24, in
conjunction with
the Regs.22 and
23 on damage
assumption and
hypothetical
outflow
Reg.13F,
and Reg.25

The aggregate capacity of wing tanks, double bottom tanks, forepeak tanks
and aft peak tanks intended to carry water ballast is more than the capacity of
segregated ballast tanks necessary to meet the requirements of MARPOL Annex I,
Regulation 13.
Access to spaces in the cargo area
Access to cofferdams, ballast tanks, cargo tanks and other spaces in the cargo
area are direct from the open deck. A typical arrangement is incorporated to
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ensure their complete inspection. Every double bottom space is provided with
separate access without having to pass through other neighboring double bottom
space.
For access through horizontal openings, hatches or manholes, the dimensions shall
be sufficient to allow a person wearing a self-contained, air-breathing apparatus and
protective equipment to ascend or descend any ladder without obstruction and also
to provide a clear opening to facilitate the hoisting of an injured person from the
bottom of the space. The minimum clear opening not less than 600 mm x 600 mm
For access through vertical openings, or manholes providing passage through the
length and breadth of the space, the minimum clear opening should be not less than
600 mm x 800 mm, and at a height of not more than 600 mm from the bottom shell
plating unless gratings or other footholds are provided.
At least one horizontal access opening of 600 mm x 800 mm clear opening is
fitted in each horizontal girder in the wing ballast space and weather deck to assist in
rescue operations.
STRUCTURAL CONFIGURATION:
The bottom shell and inner bottom and side shell and deck are longitudinally
framed in the cargo tank region. Longitudinal framing is 1000 mm following IRS
rules. Aft peak, forward peak and engine room region are transversely framed (800
mm Frame Spacing).
Double Bottom structure: Longitudinal girder is provided at centerline of ship. Flat
keel is fitted at bottom at centerline of ship. Plate floors are arranged in way of
transverse bulkhead to divide the double bottom into tanks in addition to solid floors.
The continuity of side girders, which are provided, is maintained as far forward as
possible.
Safety of environment: Heavy penalties are levied for pollution, and for the longstanding practices of disposing the tank washing at sea. Hence the following
equipments are fitted in the ship to check environmental safety. The ship has in
operation oil discharge monitoring and control system, oily water separating

equipment, oily filtering system and other such installation such as sewage treatment
plant, incinerator etc.
Shell plating: The longitudinal are continuous between bulkheads. Vertical
Transverse webs are fitted to side shell to support the side longitudinals.
Bulkheads: Both Transverse and longitudinal bulkheads are fitted for subdivision of
ship, and are of corrugated type.
Pumping and piping system: Cargo pump room is located at forward of engine room
and totally enclosed and is to have no direct communication with machinery spaces.
Ballast piping does not pass through cargo tanks and is not connected to cargo oil
piping.
Cargo pumps are provided on tanks to load and discharge cargo, and also to
ballast some of the tanks which become necessary when making voyage in the ballast
condition. The cargo pumps are centrifugal type, motor driven and have a very high
capacity.
Safety of ship: The risk in transporting and handling of hazardous substances are
anticipated by appropriate design countermeasures to minimize the likelihood of
accidents and the consequences of such accidents. The measures are according to the
1974 SOLAS Convention.
Inert gas system: Inert gas systems are fitted to prevent explosive conditions, to
detect leakage, or to reduce heat transfer. Gases used for this purpose include argon,
helium, CO2, N2 or exhaust gases drawn from the stack or from an inert gas generator
and scrubbed to remove precipitated matter and acid-forming element. The gas is
applied to the cargo tanks with vents closed.
Tank cleaning by oil washing: This is a new system of cleaning the tank in which
cargo oil itself is used as the solvent for removing the residues from interior of the
tank surfaces. The oil is more effective than water in removing the clingings from the
tank interior surfaces and therefore produces a tank which, following discharge
contains less oil residue. The washing is conducted in port during the final stage of
discharging.