MARPOL calculation

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The main purpose of the calculation is to find the minimum width and height of water ballast tanks. The rule
reference is the MARPOL Annex I.
An example is taken for calculation purpose. In this a 70,000 tons deadweight oil tanker is taken.
Contents
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1 Principal Particulars
2 Annexe I, Regulation 13: Segregated ballast tanks, dedicated clean ballast tanks and crude oil washing

2.1 2(a): For Segregated ballast tank capacity

2.2 2(b): For Trim

2.3 2(c): For Propeller immersion

3 Annexe I, Regulation 13F: Prevention of oil pollution

3.1 3(a) : Width of wing tanks or spaces (w)

3.2 3(b): Height of double bottom tanks or spaces (h)

3.3 6: Raking damage stability assumption.

4 Annexe I, Regulation 22: Damage assumptions
5 Annexe I, Regulation 23 : Hypothetical outflow of oil

5.1 1(a): For side damages:

5.2 1(b): For bottom damages:

6 Annexe I, Regulation 24 : Limitation of size and arrangement of cargo tanks
7 Annexe I, Regulation 25A : Intact Stability

Principal Particulars
LBP = 219.000 m L = 220.971 m - "rule length" is defined as: Annex I, Regulation 1(18) B = 32.200 m (moulded
breadth) DW (Deadweight at scantling draught) = 70,439 tonnes

Annexe I, Regulation 13: Segregated ballast tanks, dedicated clean ballast

tanks and crude oil washing
2(a): For Segregated ballast tank capacity
Required moulded draughts amidships, dm = 2.0 + 0.02 L
For L = 220.971 m , dm = 6.419 m
The displacement corresponding to this draft is 36,348 tonnes (from the hydrostatic tables / lines). The
estimated lightship (13,700 tonnes) is used to find the minimum segregated ballast tank (SBT) weight, ie.
22,648 tonnes. For density of 1.025 Kg/cu.cm (sea water), the SBT volume is 22,096 cu.m.
Now compare with the actual and see the margin. Here SBT volume is 28,436.4 tonnes and margin 6,340.4
cu.m. Note that the Aft peak and Fore peak tanks are not tanken in the volume calculation; only the water
ballast tanks (Port, Starboard and Center).

2(b): For Trim

Permissible trim of 0.015 L = 3.315 m
Compare with the actual trim for the vessel. Here 0.426 m by stern.

2(c): For Propeller immersion

states that the draught must be sufficient for propeller to be immersed.
in this case the height from base line to the propeller tip = 6.85 m. And the aft draught in SBT condition is 7.699
m

Annexe I, Regulation 13F: Prevention of oil pollution

3(a) : Width of wing tanks or spaces (w)
required width, w = 0.5 + DW / 20,000 (m), ie. w = 0.5 + 70,439 / 20,000, ie. w = 4.219 m, or

w = 2.0 m, whichever is the lesser. The minimum value of w = 1.0 m.

In this case w min is 2.075 m.

3(b): Height of double bottom tanks or spaces (h)

required height, h = B / 15 (m), ie. h = 32.2 / 15, ie. h = or 2.147 m, or

h = 2.0 m, whichever is the less. The minimum value of h = 1.0 m.

In this case the h min is 2.020 m.

6: Raking damage stability assumption.

The damage stability calculation is done for this particular condiiton in addition to the normal in Marpol,
Regulation 25(2)(b).

Annexe I, Regulation 22: Damage assumptions

1(a): Side damage
(i) Longitudinal extent (lc) = 1/3 L^(2/3) = 12.183 m or 14.5 m, which ever is less. Here lc = 12.183 m
(ii) Transverse extent (tc) = B / 5 = 32.2 / 5 = 6.44 m or 11.5 m , which ever is less. Here tc = 6.44 m
(iii) Vertical extent (vc) = from the baseline upwards without limit.
1(b): Bottom damage

For 0.3 L from F.P

Any other part

(i) Longitudinal extent (ls)

L / 10 = 22.097 m
L / 10 or 5 m whichever is less. Here ls = 5.0m

(i) Transverse extent (ts)

B / 6 or 10m, which ever is less than 5 m. Here ts = 5.367 m

5.0m

(i) Vertical extent from the base line (vs)

B / 15 or 6 m, whichever is less. Here vs = 2.147 m

Annexe I, Regulation 23 : Hypothetical outflow of oil

1(a): For side damages:
The most severe case is taken with the extent defined in regulation 22. All the possible combinations of
damages are calculated and the one with the maximum outflow is selected. Here the No.3 COT(S) and No.4
COT(S) is considered as breached.
Wi = 0
Ki = 1 - bi / tc, (bi < tc) = 1 - 2.075 / 6.440 = 0.678 bi = 2.075
Oc - hypothetical flow after side damage.
Oc = sum (Wi) + sum (Ki x Ci) = 0.678 x ( 7,481.1 + 7495.1 ) = 10,153.9 cu.m

1(b): For bottom damages:

Similarly, a two pair of tanks are chosen, calculated and the one with the maximum outflow is selected. Here
No.3 COT(P&S) and No.4 COT(P&S) is considered as breached.
Wi = 0
Zi = 1 - hi / vs, (hi < vs) = 1 - 2.040 / 2.147 = 0.050
Os - hypothetical flow after bottom damage.
Os = 1/3 {sum (Zi x Wi) + sum (Zi X Ci) = 1/3 x { 0.050 x {7,481.1 x 2 + 7481.1 + 7495.1) } = 499 cu.m

Annexe I, Regulation 24 : Limitation of size and arrangement of cargo tanks

(2) Cargo tanks size such that the hypothetical outflow Oc or Os calculated in accordance with the provisions of
Regulation 23 a nywhere in the lenght of the ship does not exceed 30,000 cubic meters or 400 (DW)^(1/3) ,
whichever is the greater, but subjected to a maximum of 40,000 cubic meters.
400 (DW)^(1/3) = 16,519.5 cu.m
So, the greater of the two is 30,000 cu.m. The outflow Oc and Os calculated are respectively 10,153.9 and 499
cu.m. These values a re less than the maximum outflow. So, the size of the tank is satisfactory.
(4) The length of each cargo tank shall not exceed 10 m ot one of the following values, whichever is the
greater:

(b) where a centerline longitudinal bulkhead is provided inside the cargo

tanks:
length limit = ( 0.25 x bi / B + 0.15 ) L , here bi = 2.075 and B =
32.2 m
= { 0.25 x 2.075 / 32.2 + 0.15 } x 220.971 = 36.681 m
Here the designed length is 27.84 m

Annexe I, Regulation 25A : Intact Stability

The stability calculation for the worst possible condition of cargo and ballast loading is checked. The details of
the worst case are as follows:
1) Cargo tank filling: A level corresponding to the maximum combined total of vertical moment of volume plus
free surface inertia moment at 0 deg heel, for each individual tank
2) Cargo density: Specific gravity of cargo corresponding to the available cargo deadweight at the displacement
at which transverse KM reaches a minimum value.
3) Consumable and water ballast: It is assuming that full departure comsumables and 1 % of the total water
ballast capacity. The maximum free surface moment should be assumed in all ballast tanks.
4) GMo: Liquid free surface corrections should be based on the appropriate upright free surface inertia
moment. The righting lever curve may be corrected based on liquid transfer moments.