Annex 9 – Guidelines for Technical
Assessment in Conjunction with the Planning of Enhanced Surveys for Single-Side Skin Bulk
Carriers – Renewal Survey Hullfootnote
1 Introduction
These Guidelines contain information and suggestions concerning
technical assessments which may be of use in conjunction with the planning of
enhanced renewal surveys of bulk carriers. As indicated in 5.1.5 of the Code, the
Guidelines are a recommended tool which may be invoked at the discretion of an
Administration, when considered necessary and appropriate, in conjunction with the
preparation of the required survey programme.
2 Purpose and principles
2.1
Purpose
2.1.1 The purpose of the technical assessments described in these
Guidelines is to assist in identifying critical structural areas, nominating
suspect areas and in focusing attention on structural elements or areas of
structural elements which may be particularly susceptible to, or evidence a
history of, wastage or damage. This information may be useful in nominating
locations, areas, holds and tanks for thickness measurement, close-up survey and
tank testing.
2.1.2 Critical structural areas are locations which have been
identified from calculations to require monitoring or from the service history of
the subject ship or from similar or sister ships (if available) to be sensitive to
cracking, buckling or corrosion which would impair the structural integrity of the
ship.
2.2
Timing
As with other aspects of survey planning, the technical assessments
described in these Guidelines should be carried out by the owner or operator in
cooperation with the Administration well in advance of the commencement of the
renewal survey, i.e. prior to commencing the survey and normally at least 12 to 15
months before the survey's completion due date.
2.3
Aspects to be considered
2.3.1 Technical assessments, which may include
quantitative or qualitative evaluation of relative risks of possible
deterioration, of the following aspects of a particular ship should be used as a
basis for the nomination of holds, tanks and areas for survey:
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.1 design features such as stress levels on
various structural elements, design details and extent of use of
high-tensile steel;
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.2 former history with respect to corrosion,
cracking, buckling, indents and repairs for the particular ship as well as
similar vessels, where available; and
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.3 information with respect to types of cargo
carried, protection of tanks, and condition of coating, if any, of holds and
tanks.
2.3.2 Technical assessments of the relative risks of
susceptibility to damage or deterioration of various structural elements and areas
should be judged and decided on the basis of recognized principles and practices,
such as may be found in reference 3.
3 Technical assessment
3.1
General
3.1.1 There are three basic types of possible failure
which should be the subject of technical assessment in connection with planning of
surveys: corrosion, cracks and buckling. Contact damages are not normally covered
by the survey plan since indents are usually noted in memoranda and assumed to be
dealt with as a normal routine by surveyors.
3.1.2 Technical assessments performed in conjunction
with the survey planning process should, in principle, be as shown schematically
in figure 1. The approach is basically an evaluation of the risk based on the
knowledge and experience related to design and corrosion.
3.1.3 The design should be considered with respect to
structural details which may be susceptible to buckling or cracking as a result of
vibration, high stress levels or fatigue.
3.1.4 Corrosion is related to the ageing process, and
is closely connected with the quality of corrosion prevention systems fitted at
new building, and subsequent maintenance during the service life. Corrosion may
also lead to cracking and/or buckling.
3.2
Methods
3.2.1
Design details
3.2.1.1 Damage experience related to the ship in
question and sister and/or similar ships, where available, should be the main
source of information used in the process of planning. In addition, a selection
of structural details from the design drawings should be included.
3.2.1.2 Typical damage experience which should be
considered will consist of:
3.2.1.3 This information should be found in the
survey reports and/or the owner's files, including the results of the owner's
own inspections. The defects should be analysed, noted and marked on
sketches.
3.2.1.4 In addition, general experience should be
utilized. For example, figure 2 shows typical locations in bulk carriers which
experience has shown may be susceptible to structural damage. Also, reference
should be made to reference 3 which contains a catalogue of typical damages and
proposed repair methods for various bulk carrier structural details.
3.2.1.5 Such figures should be used together with
a review of the main drawings, in order to compare with the actual structure
and search for similar details which may be susceptible to damage. An example
is shown in figure 3.
3.2.1.6 The review of the main structural
drawings, in addition to using the above-mentioned figures, should include
checking for typical design details where cracking has been experienced. The
factors contributing to damage should be carefully considered.
3.2.1.7 The use of high-tensile steel (HTS) is an
important factor. Details showing good service experience where ordinary, mild
steel has been used may be more susceptible to damage when HTS, and its higher
associated stresses, is utilized. There is extensive and, in general, good
experience with the use of HTS for longitudinal material in deck and bottom
structures. Experience in other locations, where the dynamic stresses may be
higher, is less favourable, e.g. side structures.
3.2.1.8 In this respect, stress calculations of
typical and important components and details, in accordance with relevant
methods, may prove useful and should be considered.
3.2.1.9 The selected areas of the structure
identified during this process should be recorded and marked on the structural
drawings which should be included in the survey programme.
3.2.2
Corrosion
3.2.2.1 In order to evaluate relative corrosion
risks, the following information should generally be considered:
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.1 usage of tanks, holds and spaces;
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.2 condition of coatings;
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.3 cleaning procedures;
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.4 previous corrosion damage;
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.5 ballast use and time for cargo holds;
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.6 risk of corrosion in cargo holds and ballast
tanks; and
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.7 location of ballast tanks adjacent to heated
fuel oil tanks.
3.2.2.2 Reference 2 gives definitive examples
which may be used for judging and describing coating condition, using typical
pictures of conditions.
3.2.2.3 For bulk carriers, reference 3 should be
used as the basis for the evaluation, together with the age of the ship and
relevant information on the anticipated condition of the ship as derived from
the information collected in order to prepare the survey programme.
3.2.2.4 The various tanks, holds and spaces should
be listed with the corrosion risks nominated accordingly.
3.2.3
Locations for close-up survey and thickness
measurement
3.2.3.1 On the basis of the table of corrosion
risks and the evaluation of design experience, the locations for initial
close-up survey and thickness measurement (areas and sections) should be
nominated.
3.2.3.2 The sections subject to thickness
measurement should normally be nominated in tanks, holds and spaces where
corrosion risk is judged to be highest.
3.2.3.3 The nomination of tanks, holds and spaces
for close-up survey should, initially, be based on where the corrosion risk is
judged to be highest, and should always include ballast tanks. The principle
for the selection should be that the extent is increased with age or where
information is insufficient or unreliable.
References
1 TSCF, Guidance Manual for the Inspection and Condition
Assessment of Tanker Structures, 1986.
2 TSCF, Condition Evaluation and Maintenance of Tanker
Structures, 1992.
3 IACS, Bulk Carriers: Guidelines for Surveys,
Assessment and Repair of Hull Structures, 2007.
Figure 1 Technical Assessment and the Survey Planning Process
Figure 2 Typical locations susceptible to structural damage or
corrosion
Figure 3 – Typical damage and repair example (reproduced from reference
3)
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