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Bulkheads-General
Vertical partitions in a ship arranged transversely or
longitudinally are referred to as bulkheads.

Bulkheads that are of greatest importance are the main

hull transverse and longitudinal bulkheads, dividing
the ship into a number of watertight compartments.

Lighter bulkheads, named minor bulkheads, which

act as screens further subdividing compartments into
small units of accommodation or stores, are of little
structural importance.
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 Bulkhead Types

The bulkheads are classified mainly into following

types:

Watertight
Non-watertight
Tank (Oil tight)

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 What are Watertight Bulkheads?

Watertight bulkheads are vertically designed

watertight divisions/walls within the ship s structure,
starting from ship s double bottom top until the upper
main deck. The bulkheads avoid ingress of water in a
compartment if the adjacent compartment is flooded
due to damage in ship s hull, structure etc.
Each of the main watertight hold bulkheads may
extend to the uppermost continuous deck, but in the
case where the freeboard is measured from the second
deck they need only be taken to that deck.

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 Advantages of Watertight Bulkheads
Subdivision: Divides the vessel into small compartments so
that in case of flooding after a collision or grounding etc. the
ingress of water will be restricted to a particular
compartment. Prevents progressive flooding and ultimate
foundering of the vessel.
Provides Strength: It helps in increasing the transverse
strength of the ship which helps in reducing raking stresses,
and are important in preserving the transverse shape of a
vessel. These are important contributors to the strength of
the hull girder. They resist the tendency to deform the shape
of the shell. In the case of longitudinal bulkheads, they
contribute to longitudinal strength of the hull.
Hull Stress Distribution: Help to spread hull stresses over
larger areas.
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 Fire sub-division: In case of fire in a compartment,
these bulkhead help to control the spread of fire to
neighboring compartments. They are specially
designed to withstand high temperatures for this
purpose.
Reduce FSE & Sloshing in tanks: In the case of
liquid carriers, the bulkheads divide the vessel into
tanks and reduce free surface effects on stability. This
is especially so in the case of longitudinal bulkheads in
tankers. Also, when the vessel is in motion in seaway,
liquid cargoes slosh in the tanks. The bulkheads
reduce the damage which could be caused due to
sloshing of cargo in an open unrestricted space.

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 Spacing of watertight bulkheads
cargo ships
The minimum number of transverse watertight bulkheads
that must be fitted in a dry cargo ship are stipulated.
A collision bulkhead must be fitted forward, an aft peak
bulkhead must be fitted, and watertight bulkheads must
be provided at either end of the machinery space.
This implies that for a vessel with machinery amidships
the minimum possible number of watertight bulkheads is
four.
With the machinery aft this minimum number may be
reduced to three, the aft peak bulkhead being at the aft
end of the machinery space.
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Spacing of watertight bulkheads
cargo ships
Length of ship (meters) Total number of bulkheads
Machinery
Above Not exceeding Machinery aft
midships
65 4 3
65 85 4 4
85 105 5 5
105 115 6 5
115 125 6 6
125 145 7 6
145 165 8 7
165 190 9 8
190 To be considered individually 8
 watertight bulkheads
General Spacing
A minimum number of watertight bulkheads will only be
found in smaller cargo ships.
As the size increases the classification society will
recommend additional bulkheads, partly to provide
greater transverse strength, and also to increase the
amount of subdivision.
These should be spaced at uniform intervals, but the
shipowner may require for a certain trade a longer hold,
which is permitted if additional approved transverse
stiffening is provided.
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 watertight bulkheads
General Spacing
It is possible to dispense with one watertight bulkhead
altogether, with classification society s approval, if
adequate approved structural compensation is introduced.

In container ships the spacing is arranged to suit the

standard length of containers carried.

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 watertight bulkheadsGeneral Spacing
In the case of bulk carriers a further consideration may
come into the spacing of the watertight bulkheads if a
shipowner desires to obtain a reduced freeboard.
It is possible with bulk carriers to obtain a reduced
freeboard under The International Load Line Convention
1966, if it is possible to flood one or more compartments
without loss of the vessel.
Additionally, SOLAS amendments now require that bulk
carriers constructed after 1 July 1999 and of 150 meters or
more in length of singleside skin construction and designed
to carry solid bulk cargoes of 1000 kg/cubic meter or more
when loaded to the summer load line must be able to
withstand flooding of any one cargo hold. 11
 watertight bulkheadsGeneral Spacing
Spacing of watertight bulkheadspassenger ships
Where a vessel requires a passenger certificate (carrying
more than 12 passengers), it is necessary for that vessel to
comply with the requirements of the International
Convention on Safety of Life at Sea. Under this convention
the subdivision of the passenger ship is strictly specified,
and controlled by the authorities of the maritime countries
who are signatories to the convention.

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Spacing of watertight bulkheads
cargo ships
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.
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.
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 watertight bulkheads
collision bulkhead
Of the watertight bulkheads, the most important is the
collision bulkhead forward.

It is a fact that the bow of at least one out of two ships

involved in a collision will be damaged.

For this reason a heavy bulkhead is specified and located

so that it is not so far forward as to be damaged on impact.
Neither should it be too far aft so that the compartment
flooded forward causes excessive trim by the bow.

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 collision bulkhead - position
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 LL is the
load line length,.

Proposals for location of the collision bulkhead aft of

0.08LL will be specially considered.

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 collision bulkhead - position
Reference Point
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) 0.015L
(c) 3.0m.
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 collision bulkhead - position
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
above.
As a rule this bulkhead is fitted at the minimum distance
in order to gain the maximum length for cargo stowage.
The collision bulkhead extends to the uppermost
continuous deck.
The collision bulkheads are 12% thicker than other
watertight bulkhead and stiffener spacing is reduced to
600 mm to give extra strength to sustain collision.

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 The load line length is measured on waterline "d1" at 85
percent (0.85D) of the least molded depth "D." The load
line length is either:
96 percent of the total waterline length, or
the waterline length from the FP (forward side of the
stem) to the axis of the rudder stock, whichever is
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longer.
 watertight bulkheads
aft peak bulkhead
The aft peak bulkhead is intended to enclose the stern
tubes in a watertight compartment, preventing any
emergency from leakage where the propeller shafts pierce
the hull.
It is located well aft so that the peak when flooded would
not cause excessive trim by the stern.
Aft peak bulkhead may terminate at the first deck above
the load waterline provided this is made watertight to the
stern, or to a watertight transom floor.

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 watertight bulkheads
machinery bulkheads
Machinery bulkheads provide a self-contained
compartment for engines and boilers, preventing damage
to these vital components of the ship by flooding in an
adjacent hold.

They also localize any fire originating in these spaces.

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Construction of watertight bulkheads
The plating of a flat transverse bulkhead is generally
welded in horizontal strakes.
It has always been the practice to use horizontal
strakes of plating since the plate thickness increases
with depth below the top of the bulkhead.
The reason for this is that the plate thickness is
directly related to the pressure exerted by the head of
water when a compartment on one side of the
bulkhead is flooded.
Apart from the depth, the plate thickness is also
influenced by the supporting stiffener spacing.

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Construction of watertight bulkheads
Vertical stiffeners are fitted to the transverse watertight
bulkheads of a ship, the span being less in this direction
and the stiffener therefore having less tendency to deflect
under load.
Stiffening is usually in the form of welded inverted
ordinary angle bars, or offset bulb plates, the size of the
stiffener being dependent on the unsupported length,
stiffener spacing, and rigidity of the end connections.
Rigidity of the end connections will depend on the form of
end connection, stiffeners in holds being bracketed or
simply directly welded to the tank top or underside of
deck, whilst upper tween stiffeners need not have any
connection at all.
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Construction of watertight bulkheads
Vertical stiffeners may be supported by horizontal
stringers, permitting a reduction in the stiffener
scantling as a result of the reduced span.
Horizontal stringers are mostly found on those
bulkheads forming the boundaries of a tank space.
It is not uncommon to find in present-day ships
swedged and corrugated bulk- heads.
The swedges like the troughs of a corrugated bulkhead
being so designed and spaced as to provide sufficient
rigidity to the plate bulkhead in order that
conventional stiffeners may be dispensed with.

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Construction of watertight bulkheads
Both swedges and corrugations are arranged in the
vertical direction like the stiffeners on transverse and
short longitudinal pillar bulkheads.
Since the plating is swedged or corrugated prior to its
fabrication, the bulkhead will be plated vertically with
a uniform thickness equivalent to that required at the
base of the bulkhead.
This implies that the actual plating will be somewhat
heavier than that for a conventional bulkhead, and this
will to a large extent offset any saving in weight gained
by not fitting stiffeners.

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Construction of watertight bulkheads
At the lower end of transverse hold bulkheads in bulk
carriers a bulkhead stool is generally fitted at the lower
end of the bulkhead.
This provides a shedder surface for cargo removal
rather than a tight corner at the bulkhead/tank top
interface. Inclined shedder plates or gussets are also
fitted between the corrugations directly above the
stool.
The addition of a vertical plate bracket under the
inclined shedder plate at the midpoint of the
corrugation stiffens and supports the corrugation
against collapse under load.
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Construction of watertight bulkheads
The boundaries of the bulkhead are double
continuously fillet welded directly to the shell, decks,
and tank top.
A bulkhead may be erected in the vertical position
prior to the fitting of decks during prefabrication on
the berth or assembly into a building block.
At the line of the tween decks a shelf plate is fitted to
the bulkhead and when erected the tween decks land
on this plate, which extends 300400 mm from the
bulkhead.

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Construction of watertight bulkheads
The deck is lap welded to the shelf plate with an
overlap of about 25 mm.
In the case of a corrugated bulkhead it becomes
necessary to fit filling pieces between the troughs in
way of the shelf plate.
If possible the passage of piping and ventilation trunks
through watertight bulk- heads is avoided.
However, in a number of cases this is impossible and to
maintain the integrity of the bulkhead the pipe is
flanged at the bulkhead. Where a ventilation trunk
passes through, a watertight shutter is provided.

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PLANE WATERTIGHT BULKHEAD

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CORRUGATED BULKHEAD

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Bulk Carrier Bulkhead Stool

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 Definitions
Margin Line: A line drawn parallel to the bulkhead deck at
side and at-least 76 millimeters below the upper surface of
that deck. The term is used in connection with the method
of subdividing merchant ships.
Bulkhead Deck: The uppermost continuous deck to which
all transverse watertight bulkheads are carried. The term is
used in connection with the method of subdividing
merchant ships.
Watertight means capable of preventing the passage of
water through the structure in any direction under a head of
water for which the surrounding structure is designed.

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 Swaged Bulkhead
Plate pressed to form bumps at spacing similar to
traditional stiffeners, also called swedged, pilaster, or
crimped
ADVANTAGES OF CORRUGATED OR SWAGED
BULKHEADS
Reduce overall cost of ship design, construction, and
life cycle maintenance
Reduced part count
Decreased welding
Improved paint application
Better paint adherence
Better accessibility 35
 Testing watertight bulkheads
(which do not form boundaries of tanks)
Both the collision bulkhead, as the fore peak bulkhead,
and the aft peak bulkhead, provided they do not form the
boundaries of tanks, are to be tested by filling the peaks
with water to the level of the load waterline.
All bulkheads, unless they form the boundaries of a tank
that is regularly subject to a head of liquid, are hose
tested. Since it is not considered prudent to test ordinary
watertight bulkheads by filling a cargo hold, the hose test
is considered satisfactory.

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 Testing watertight bulkheads
(which form boundaries of tanks)

Structure
Type of
to be Structural test pressure Remarks
testing
tested

The greater of the following:

Tank
Double boundaries
Structural
bottom tested from
testing head of water up to the top of overflow
tanks at least one
side
head of water up to the margin line
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 Testing watertight bulkheads
(which form boundaries of tanks)
Structure
Type of
to be Structural test pressure Remarks
testing
tested

The greater of the following: Tank

Double
boundaries
side tanks Structural
tested from
Structural testing
testing head of water up to the top of overflow at least one
side
2.4 m head of water above highest
point of tank

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 Testing watertight bulkheads
(which form boundaries of tanks)
Structure
Type of
to be Structural test pressure Remarks
testing
tested
Tank
bulkheads
,

The greater of the following:

deep Structural head of water up to the top of Tank
tanks testing overflow boundaries
tested from
2.4 m head of water above highest
at least one
point of tank
side
Fuel oil Structural setting pressure of the safety relief
bunkers testing valves, where relevant
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 Testing watertight bulkheads
(which form boundaries of tanks)
Structure
Type of
to be Structural test pressure Remarks
testing
tested

The greater of the following:

Ballast
holds in Structural head of water up to the top of overflow
bulk testing
carriers
0.90 m head of water above top of hatch

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 Testing watertight bulkheads
(which form boundaries of tanks)
Structure
Type of
to be Structural test pressure Remarks
testing
tested

The greater of the following:

Test of the
Fore peak head of water up to the top of after peak
and after Structural overflow carried after
peak used testing the stern
as tank tube has
2.4 m head of water above highest been fitted
point of tank

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 Testing watertight bulkheads
(which form boundaries of tanks)
Structure Type of
Structural test pressure Remarks
to be tested testing

The greater of the following:

Structural
Cofferdams head of water up to the top of overflow
testing
2.4 m head of water above highest point of
tank

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