РОССИЙСКИЙ МОРСКОЙ РЕГИСТР СУДОХОДСТВА ROSSIAN MARITIME REGISTER OF SHIPPING

ПРИЛОЖЕНИЕ К ПРАВИЛАМ И РУКОВОДСТВАМ РОССИЙСКОГО МОРСКОГО РЕГИСТРА СУДОХОДСТВА

ПРОЦЕДУРНЫЕ ТРЕБОВАНИЯ, УНИФИЦИРОВАННЫЕ ИНТЕРПРЕТАЦИИ И РЕКОМЕНДАЦИИ МЕЖДУНАРОДНОЙ АССОЦИАЦИИ КЛАССИФИКАЦИОННЫХ ОБЩЕСТВ

SUPPLEMENT ТО RULES AND GUIDELINES OF RUSSIAN MARITIME REGISTER OF SHIPPING

I ACS PROCEDURAL REQUIREMENTS, UNIFIED INTERPRETATIONS AND RECOMMENDATIONS

НД № 2-020101-109-R-E

2018

Настоящее Приложение к правилам и руководствам Российского морского регистра судоходства содержит обязательные для применения процедурные требования и унифицированные интерпретации Международной ассоциации классификационных обществ (МАКО), а также рекомендации МАКО, ссылки на которые имеются в правилах и других нормативных документах Регистра.

Все материалы публикуются на английском языке.

Данный документ публикуется в электронном виде отдельным изданием и является обязательным Приложением к правилам Регистра.

The present Supplement to rules and guidelines of Russian Maritime Register of Shipping contains IACS Procedural Requirements and IACS Unified Interpretations compulsory for implementation, and IACS recommendations, which are referred to in the rules and other normative documents of the Register.

All materials are published in English.

The present document is published in electronic format as a separate edition and is a compulsory Supplement to the Register rules.

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2 Class survey requirements

2.1    Periodical classification surveys

2.1.1    General

For Class the programme of periodical hull surveys is of prime importance as far as structural assessment of the cargo holds, and the adjacent tanks is concerned. The programme of periodical hull surveys consists of Annual, Intermediate, and Special Surveys. The Purpose of the Annual and Intermediate Surveys is to confirm that the general condition of the vessel is maintained at a satisfactory level. The Special Surveys of the hull structure are carried out at five year intervals with the purpose of establishing the condition of the structure to confirm that the structural integrity is satisfactory in accordance with the Classification Requirements, and will remain fit for its intended purpose until the next Special Survey, subject to proper maintenance and operation. The Special Surveys are also aimed at detecting possible damage and to establish the extent of any deterioration.

The Annual, Intermediate, and Special Surveys are briefly introduced in the following 2.1.2- 2.1.4. The surveys are carried out taking into account in accordance with the requirements specified in the Unified Requirements Z7 and Z7.1, alongside the Rules and Regulations of each IACS Member Society.

2.1.2    Special Survey

The Special Survey concentrates on examination in association with thickness determination. The report of the thickness measurement is recommended to be retained on board. Protective coating condition will be recorded for particular attention during the survey cycle. From 1991 it is a requirement for new ships to apply a protective coating to the structure in water ballast tanks which form part of the hull boundary.

2.1.3    Annual Survey

At Annual Surveys overall survey is required. For saltwater ballast tanks, examinations may be required as a consequence of the Intermediate or Special Surveys.

2.1.4    Intermediate Survey

At Intermediate Surveys, in addition to the surveys required for Annual Surveys, examination of cargo holds and ballast tanks is required depending on the ship’s age.

2.1.5    Drvdock Bottom Survey

Drydock Bottom Surveys are requested twice during the Special Survey interval and they should be generally carried out in dry dock. In some cases it may be possible to replace one Drvdock Bottom Survey in dry dock with an In-Water Survey. This will depend on the survey requirements of the relevant Classification Society.

2.2    Damage and repair surveys

Damage surveys are occasional surveys which are, in general, outside the programme of Periodical hull surveys and are requested as a result of hull damage or other defects. It is the responsibility of the owner or his representative to inform the Classification Society concerned when such damage or defect could impair the structural capability or watertight integrity of the hull. The damages should be inspected and assessed by the Society’s surveyors and the relevant repairs, if needed, are to be performed. In certain cases,

2CLASSSL]R\TNRBgUIREMENrS

2CLASSSL]RraEEKUIREMENrS

depending on the extent, type and location of the damage, permanent repairs may be deferred to coincide with the planned periodical survey.

In cases of repairs intended to be carried out by riding crew during voyage, complete procedure including all necessary surveys is to be submitted to and agreed upon by the Classification Society reasonably in advance.

2.3 Voyage repairs and maintenance

Where repairs to hull, machinery or equipment, which affect or may affect classification, are to be carried out by a riding crew during a voyage they are to be planned in advance. A complete repair procedure including the extent of proposed repair and the need for surveyor’s attendance during the voyage is to be submitted to and agreed upon by the Surveyor reasonably in advance. Failure to notify the Classification Society, in advance of the repairs, may result in suspension of the vessel’s class. The above is not intended to include maintenance and overhaul to hull, machinery and equipment in accordance with manufacturers’ recommended procedures and established marine practice and which does not require the Classification Society’s approval; however, any repair as a result of such maintenance and overhauls which affects or may affect classification is to be noted in the ship’s log and submitted to the attending Surveyor for use in determining further survey requirements.

See IACS Unified Requirement Z13, available on the IACS website: www.iacs.org.uk

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3 TECHNICAL BiO^QROUND FOR SURVEYS

3 Technical background for surveys

3.1    General

3.1.1    The purpose of carrying out the periodical hull surveys is to detect possible structural defects and damages and to establish the extent of any deterioration. To help achieve this and to identify key locations on the hull structure that might warrant special attention, knowledge of any historical problems of the particular ship or other ships of a similar class is to be considered if available. In addition to the periodical surveys, occasional surveys of damages and repairs are carried out. Records of typical occurrences and chosen solutions should be available in the ship's history file.

3.2    Definitions

3.2.1    For clarity of definition and reporting of survey data, it is recommended that standard nomenclature for structural elements be adopted. Typical sections in way of cargo holds are illustrated in Figures 3 (a) and (b). These figures show the generally accepted nomenclature.

The terms used in these guidelines Guidelines are defined as follows:

(a)    Ballast Tank is a tank which is being used primarily for salt water ballast.

(b)    Spaces are separate compartments including holds and tanks.

(c)    Overall Inspection is an inspection intended to report on the overall condition of the hull structure and determine the extent of additional close-up inspections.

(d)    Close-up Inspection is an inspection where the details of structural components are within the close visual inspection range of the surveyors, i.e. normally within reach of hand.

(e)    Transverse Section includes all longitudinal members such as plating, longitudinals and girders at the deck, side, bottom and inner bottom. For transversely framed vessels, a transverse section includes adjacent frames and their end connections in wav of transverse sections.

(f)    Representative Spaces are those which are expected to reflect the condition of other spaces of similar type and service and with similar corrosion protection systems. When selecting representative spaces, account should be taken of the service and repair history on board.

(g)    Transition Region is a region where discontinuity in longitudinal structure occurs, e.g. at forward bulkhead of engine room, collision bulkhead and bulkheads of deep cargo tanks in cargo hold region.

(h)    Suspect Areas are locations showing Substantial Corrosion and/or are considered by the Surveyor to be prone to rapid wastage.

(j) Substantial Corrosion is an extent of corrosion such that assessment of corrosion pattern indicates a wastage in excess of 75% of allowable margins, but within acceptable limits.

Coating condition is defined as follows:

GOOD_condition    with    only    minor    spot    rusting:

FAIR_condition    with    local    breakdown    at    edges    of    stiffeners    and    weld

connections and/or light rusting over 20% or more of areas under consideration, but less than as defined for POOR condition:

POOR_condition    with    general    breakdown    of    coating    over    20%    or

more of areas or hard scale at 10% or more of areas under consideration.

3 TECHNICAL BACKGROUND FOR SURVEYS

3 TEEHMCAL BiO^QROUND FOR SURVEYS

on hold or tank internal surfaces that are uncoated. The rust scale continually breaks off, exposing fresh metal to corrosive attack. Thickness loss cannot usually be judged visually until excessive loss has occurred. Failure to remove mill scale during construction of the ship can accelerate corrosion experienced in service. Severe general corrosion in all types of ships, usually characterized by heavy scale accumulation, can lead to extensive steel renewals.

Grooving corrosion is often found in or beside welds, especially in the heat affected zone. The corrosion is caused by the galvanic current generated from the difference of the metallographic structure between the heat affected zone and base metal. Coating of the welds is generally less effective compared to other areas due to rough surfaces which exacerbate the corrosion. The grooving corrosion may lead to stress concentrations and further accelerate the corrosion. Grooving corrosion may be found in the base material where coating has been scratched or the metal itself has been mechanically damaged.

Pitting corrosion is often found in the bottom plating of ballast tanks and other horizontal surfaces such as side girders, horizontal platform, etc. If there is a place which is liable to have corrosion due to local breakdown of coating, pitting corrosion starts. Once pitting corrosion starts, it is exacerbated by galvanic current between the pit and other metal.

Erosion which is caused by the effect of liquid and abrasion caused by mechanical effect may also be responsible for material wastage.

3.3.3 Fractures

In most cases fractures are found at locations where stress concentrations occur. Weld defects, flaws, and where lifting fittings used during the construction of the ship are not properly removed are often recognized as areas of stress concentration when fractures are found. If fractures have occurred under repeated stresses which are below the yielding stress, the fractures are called fatigue fractures. In addition to the cyclic stresses caused by wave forces, fatigue fractures are also caused by vibration forces derived from main engine or propeller especially in the afterward part of the hull. If the initiation points of the fractures are not apparent, the structure on the other side of the plating should be examined.

Fractures may not be readily visible due to lack of cleanliness, difficulty of access, poor lighting or compression of the fracture surfaces at the time of inspection. It is therefore important to identify, clean, and closely inspect potential problem areas.

Fracture initiating at latent defects in welding more commonly appear at the beginning or end of a run of welding, or rounding corners at the end of a stiffener, or at an intersection. Special attention should be paid to welding at toes of brackets, cut-outs, and intersections of welds. Fractures may also be initiated by undercutting the weld in way of stress concentrations. Although now less common, intermittent welding may cause problems because of the introduction of stress concentrations at the ends of each length of weld.

It should be noted that fractures, particularly fatigue fractures due to repeated stresses, may lead to serious damage, e.g. a fatigue fracture in a frame may propagate into shell plating and affect the watertight integrity of the hull. In extreme weather conditions the shell fracture could extend further resulting in the loss of part of the shell plating and

3 TECHNICAL BACKGROUND FOR SURVEYS

3 TEEHMCAL BiO^QROUND FOR SURVEYS

consequent flooding of cargo hold.

3.3.4 Deformations

Deformation of structure is caused by in-plane load, out-of -plane load or combined loads. Such deformation is often identified as local deformation, such as deformation of panel including stiffener, or global deformation; such as deformation of structure including plating, beam, frame, girder, floor, etc.

If in the process of the deformation large deformation is caused due to small increase of the load, the process is called buckling. If a small increase of the in-plane loads cause large deformations, this process is called buckling.

Deformations are often caused by impact loads/contact and inadvertent overloading. Damages due to bottom slamming and wave impact forces are, in general, found in the forward part of the hull, although stern seas (pooping) have resulted in damages in way of the after part of the hull.

In the case of damages due to contact with other objects, special attention should be drawn to the fact that although damages to the shell plating may look small from the outboard side, in many cases the internal members are heavily damaged.

Permanent buckling may arise as a result of overloading, overall reduction in thickness due to corrosion, or contact damage. Elastic buckling will not be directly obvious but may be detected by coating damage, stress lines or shedding of scale. Buckling damages are often found in webs of web frames or floors. In many cases this is due to corrosion of webs/floors, too wide a spacing of stiffeners or wrongly positioned lightening holes, man-holes or slots in webs/floors.

Finally, it should be noted that inadvertent overloading may cause significant damages. In general, however, major causes of damages are associated with excessive corrosion and contact damage.

3.4 Structural detail failures and repairs

3.4.1    For examples of structural defects which have occurred in service, attention is drawn to Section 5 of these guidelines Guidelines. It is suggested that Surveyors and inspectors should be familiar with the contents of Section 5 before undertaking a survey.

3.4.2    If replacement of defective parts must be postponed, the following temporary measures may be acceptable at the Seurveyor’s discretion; notwithstanding that carrying out a permanent repair straightaway is the preferable option.

(a)    The affected area may be sandblasted and painted in order to reduce corrosion rate.

(b)    Doubler may be applied over the affected area. In case of bucking under compression, however, special consideration should be paid. Special consideration should be given to buckled areas under compression.

(c)    Stronger members may support weakened stiffeners by applying temporarily connecting elements.

(d)    Cement box may be applied over the affected area.

A suitable condition of class should be imposed when temporary measures are accepted.

3 TECHNICAL BACKGROUND FOR SURVEYS

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3.5 IACS Early Warning Scheme (EWS) for reporting of significant hull damage

3v4H—IACS has organised and set up a system to permit the collection, and dissemination

amongst Member Societies of information (while excluding a ship's identity) on major hull damages.

3.5.2— The principal purpose of the IACS Early Warning Scheme is to enable a Classification Society with experience of a specific damage to make this information available to the other societies so that action can be implemented to avoid repetition of damage to hulls where similar structural arrangements are employed.

3.5.3— These guidelines have incorporated the experience gained from IACS EWS reporting.

INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCIETIES

4 SUKVEYHANNING FREPARAITCNAND EXECUTION

4 Survey planning, preparation and execution

4.1    General

4.1.1    The owner should be aware of the scope of the forth coming survey and instruct those responsible, such as the master or the superintendent, to prepare necessary arrangements. If there is any doubt, the Classification Society concerned is to be consulted.

4.1.2    Survey execution will naturally be heavily influenced by the type of survey to be carried out. The scope of survey will have to be determined prior to the execution.

4.1.3    When deemed prudent and/or required by virtue of the periodic classification survey conducted, the surveyor should study the ship's structural arrangements and review the ship's operating and survey history and those of sister ships, where possible, to determine any known potential problem areas particular to the class of the ship. Sketches of typical structural elements should be prepared in advance so that any defects and/or ultrasonic thickness measurements can be recorded rapidly and accurately.

4.2    Conditions for survey

4.2.1    The owner is to provide the necessary facilities for a safe execution of the survey.

4.2.2    Tanks and spaces are to be safe for access, i.e. gas freed (marine chemist certificate), ventilated, etc.

4.2.3    Tanks and spaces are to be sufficiently clean and free from water, scale, dirt, oil residues, etc. and sufficient illumination is to be provided, to reveal corrosion, deformation, fractures, damages or other structural deterioration. In particular this applies to areas which are subject to thickness measurement.

4.3    Access arrangement and safety

4.3.1    In accordance with the intended survey, measures are to be provided to enable the hull structure to be examined in a safe and practical way.

4.3.2    In accordance with the intended survey in cargo holds and salt water ballast tanks a secure and acceptable means of access is to be provided. This can consist of permanent staging, temporary staging or ladders, lifts and movable platforms, or other equivalent means.

4.3.3    In addition, particular attention should be given to the following guidance:

(a)    Prior to entering tanks and other enclosed spaces, e.g. chain lockers, void spaces, it is necessary to ensure that the oxygen content is to be tested and confirmed as safe. A responsible member of the crew should remain at the entrance to the space and if possible communication links should be established with both the bridge and engine room. Adequate lighting should be provided in addition to a hand held torch (flashlight).

(b)    In tanks where the structure has been coated and recently deballasted, a thin slippery film may often remain on the surfaces. Care should be taken when inspecting such spaces.

4 SURVEY PLANNING.PREPARATION AND EXECUTION

4 SUKVEYHANNING FREPARAITCNAND EXECUTION

(c)    The removal of scale can be extremely difficult. The removal of scale by hammering may cause sheet scale to fall. When using a chipping or scaling hammer care should be taken to protect eyes, and where possible safety glasses should be worn.

If the structure is heavily scaled then it may be necessary to request de-scaling before conducting a satisfactory visual examination.

(d)    Owners or their representatives have been known to request that a survey be carried out from the top of the cargo during discharging operations. For safety reason, surveys must not to be carried out during discharging operations in the hold.

(e)    When entering a cargo hold or tank the bulkhead vertical ladders should be examined prior to descending to ensure that they are in good condition and rungs are not missing or loose. If holds are being entered when the hatch covers are in the closed position, then adequate lighting should be arranged in the holds. One person at a time should descend or ascend the ladder.

(f)    If a portable ladder is used for survey purposes, the ladder should be in good condition and fitted with adjustable feet, to prevent it from slipping. Two crew members should be in attendance in order that the base of the ladder is adequately supported during use. The remains of cargo, in particular fine dust, on the tank top should be brushed away as this can increase the possibility of the ladder feet slipping.

(g)    If an extending/articulated ladder (frame walk) is used to enable the examination of upper portions of cargo structure, the ladder should incorporate a hydraulic locking system and a built in safety harness. Regular maintenance and inspection of the ladder should be confirmed prior to its use.

(h)    If a hydraulic arm vehicle (“Cherry Picker”) is used to enable the examination of the upper parts of the cargo hold structure, the vehicle should be operated by qualified personnel and there should be evidence that the vehicle has been properly maintained. The standing platform should be fitted with a safety harness. For those vehicles equipped with a self leveling platform, care should be taken that the locking device is engaged after completion of maneuvering to ensure that the platform is fixed.

(i)    Staging is the most common means of access provided especially where repairs or renewals are being carried out. It should always be correctly supported and fitted with handrails. Planks should be free from splits and lashed down. Staging erected hastily by inexperienced personnel should be avoided.

(j)    In double bottom tanks there will often be a build up of mud on the bottom of the tank and this should be removed, in particular in way of tank boundaries, suction and sounding pipes, to enable a clear assessment of the structural condition.

4.4 Equipment and tools¹

4.4.1 Personal protective equipment

The following protective clothing and equipment to be worn as applicable during the surveys:

(a)    Working clothes. Working clothes should be of a low flammablility type and be easily visible.

(b)    Head protection. Hard hat (metal hats are not allowed) shall always be worn outside office building/unit accommodations.

(c)    Hand and arm protection. Various types of gloves are available for use, and these

4 SURVEY PLANNING.PREPARATION AND EXECUTION

6. MPC6 (Rev. 1 Aug 2015)    Calculation of aggregate capacity of SBT    Document    is

applied from 1 July 2016

Применение: Руководство по применению положений международной конвенции МАРПОЛ 73/78, часть II, пункт 3.5.1.1.

Application: Guidelines on the Application of Provisions of the International Convention MARPOL 73/78, part VI, para 3.5.1.1.

7. MODU 1 (Rev.1 Oct 2015)    IACS Unified Interpretations for the application    Document    is

of MODU Code Chapter 2 paragraphs 2.1,2.2,    applied    from

2.3, 2.4 and revised technical provisions for means 1 January 2017 of access for inspections (resolution MSC. 158(78))

Применение: Правила классификации, постройки и оборудования плавучих буровых установок и морских стационарных платформ (2014), часть III, пункт 9.3.1.1.

Application: Rules for the Classification, Construction and Equipment of Mobile Offshore Drilling Units and Fixed Offshore Platforms (2014), Part III, para 9.3.1.1.

Рекомендации MAKO IACS Recommendations

Номер документа    Название    документа

Document number    Document name

1.    Rec. No. 47 (Rev.7 June 2013)    Shipbuilding    and    Repair Quality Standard

Применение: Правила классификационных освидетельствований судов в эксплуатации (2017), часть I (пункт 5.13), приложение 2 (пункт 5.1.12), приложение 3 (пункт 7).

Правила технического наблюдения за постройкой судов и изготовлением материалов и изделий для судов, часть I, приложение 3 (пункт 7.4)

Application: Rules for the Classification Surveys of Ships in Service (2017), Part I (para 5.13), Appendix 2 (para

5.1.12) , Appendix 3 (para 7).

Rules for Technical Supervision during Construction of Ships and Manufacture of Materials and Products for Ships, Part I, Appendix 3 (para 7.4)

2.    Rec. No. 55 (Rev.1 June 2016)    General    Cargo    Ships - Guidance for Surveys, Assessment

and Repair of Hull Structure Применение: Правила классификационных освидетельствований судов в эксплуатации (2017), часть I (пункт 5.13), приложение 2 (пункт 5.1.12), приложение 3 (пункт 6).

Методические рекомендации по техническому наблюдению за ремонтом морских судов с Приложениями (2016), Приложение 1.

Application: Rules for the Classification Surveys of Ships in Service (2017), Part I (para 5.13), Appendix 2 (para

5.1.12) , Appendix 3 (para 6).

3.    Rec. No. 76 (Corr.1 Sept 2007)    IACS    Guidelines    for Surveys, Assessment and

Repair of Hull Structure - Bulk Carriers Применение: Правила классификационных освидетельствований судов в эксплуатации (2017), часть I (пункт 5.13), приложение 2 (пункт 5.1.12), приложение 3 (пункт 2).

Методические рекомендации по техническому наблюдению за ремонтом морских судов с Приложениями (2016), Приложение 1.

Application: Rules for the Classification Surveys of Ships in Service (2017), Part I (para 5.13), Appendix 2 (para

5.1.12) , Appendix 3 (para 2).

4.    Rec. No. 96 (April 2007)    Double    Hull    Oil    Tankers - Guidelines for Surveys,

Assessment and Repair of Hull Structures Применение: Правила классификационных освидетельствований судов в эксплуатации (2017), часть I (пункт 5.13), приложение 2 (пункт 5.1.12), приложение 3 (пункт 10).

Методические рекомендации по техническому наблюдению за ремонтом морских судов с Приложениями (2016), Приложение 1.

Application: Rules for the Classification Surveys of Ships in Service (2017), Part I (para 5.13), Appendix 2 (para

5.1.12) , Appendix 3 (para 10).

5.    Rec. No. 132 (Dec 2013)    Human    Element    Recommendations    for structural design of lighting,

ventilation, vibration, noise, access & egress arrangements

Применение: Руководство по освидетельствованию условий труда и отдыха моряков на соответствие

требованиям Конвенции 2006 года о труде в морском судоходстве (2016), пункты 2.1.22, 4.7.3. Руководство по освидетельствованию жилых помещений экипажа (2015), пункты 2.1.16,

4.1.2.8.

Application: Guidelines on On-board Maritime Labour Convention, 2006 (MLC) Inspection (2016), paras 2.1.22, 4.7.3.

Guidelines on On-board Inspection for Crew Accomodation (2015), paras 2.1.16, 4.1.2.8.

6.    Rec. No. 142 (June 2016)    LNG    Bunkering    Guidelines

Применение: Правила классификации и постройки морских судов (2017), часть XVII, пункт 11.2.2.

Application: Rules for the Classification and Construction of Sea-Going Ships (2017), Part XVII, para 11.2.2.

7.    Rec. No. 146 (Aug 2016)    Risk    assessment    as    required    by the IGF Code

Применение: Правила классификации и постройки морских судов (2017), часть XVII, пункт 9.1.4.19.

Application: Rules for the Classification and Construction of Sea-Going Ships (2017), Part XVII, para 9.1.4.19.

8.    Rec. No.149 (May 2017)    Guidance    for    applying    the    requirements    of    15.4.1.2 and 15.4.1.3 of

the IGC Code (on ships constructed on or after 1 July 2016)

Применение: Правила классификации и постройки судов для перевозки сжижженных газов наливом (2018), часть VI, пункт 3.20.2.

Application:    Rules    for    the Classification and Construction of Ships Carrying Liquefied Gases in Bulk. Rules for the

Classification and Construction of Ships Carrying Compressed Natural Gas (2018), Part VI, para 3.20.2.

9.    Rec. No. 150 (May 2017)    Vapour    pockets    not    in    communication    with    cargo    tank vapour / liquid

domes on liquefied gas carriers

Применение: Правила классификации и постройки судов для перевозки сжижженных газов наливом (2018), часть VI, пункт 3.16.11.

Application:    Rules    for    the Classification and Construction of Ships Carrying Liquefied Gases in Bulk. Rules for the

Classification and Construction of Ships Carrying Compressed Natural Gas (2018), Part VI, para 3.16.11.

10.    Rec. No. 151 (July 2017)    Recommendation    for    petroleum    fuel    treatment    systems for marine

diesel engines

Применение: Правила классификации и постройки морских судов (2019), часть VIII, пункт 13.8.1.

Application: Rules for the Classification and Construction of Sea-Going Ships (2019), Part VIII, para 13.8.1.

Guidelines for

Surveys, Assessment and Repair of Hull Structure

(1999)

(Rev.1 June 2016)

Contents

1    Introduction

2    Class survey requirements

2.1    Periodical classification surveys

2.1.1    General

2.1.2    Special Survey

2.1.3    Annual Survey

2.1.4    Intermediate Survey

2.1.5    Drvdock Bottom Survey

2.2    Damage and repair surveys

2.3    Voyage repairs and maintenance

3    Technical background for surveys

3.1    General

3.2    Definitions

3.3    Structural damages and deterioration

3.3.1    General

3.3.2    Material wastage

3.3.3    Fractures

3.3.4    Deformations

3.4    Structural detail failures and repairs

3.5    IACS Early Warning Scheme (EWS) for reporting of significant damage

4    Survey planning, preparation and execution

4.1    General

4.2    Conditions for survey

4.3    Access arrangement and safety

4.4    Equipment and tools

4.4.1    Personnel protective equipment

4.4.2    Personnel survey equipment

4.4.3    Thickness measurement and fracture detection

4.5    Survey at sea or at anchorage

4.6    Documentation on board

INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCIETIES

CONTENTS

5 Structural detail failures and repairs

5.1    General

5.2    Catalogue of structural detail failures and repairs

Part 1 Cargo hold region

Area 1 Upper deck structure Area 2 Side structure Area 3 Transverse bulkhead structure Area 4 Tween deck structure Area 5 Double bottom structure

Part 2 Fore and aft end regions

Area 1 Fore end structure Area 2 Aft end structure

Area 3 Stern frame, rudder arrangement and propeller shaft support

Part 3 Machinery and accommodation spaces

Area 1 Engine room structure Area 2 Accommodation structure

INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCIETIES

1 INIRODUCnON

1 Introduction

The International Association of Classification Societies (IACS) is introducing a series of manuals Guidelines with the intention of giving guidelines to assisting the Surveyors of IACS Member Societies, and other interested parties involved in the survey, assessment and repair of hull structures for certain ship types.

This manual gives guidelines The Guidelines are intended for a general dry cargo ship, single skin, which is designed with one or more decks specifically for the carriage of diverse forms of dry cargo.

Figure 1 shows a typical general arrangement of a general dry cargo ship with single tween deck.

Figure 1 General view of a typical general dry cargo ship

The guidelines Guidelines focus on the IACS Member Societies’ survey procedures but may also be useful in connection with inspection/examination schemes of other regulatory bodies, owners and operators.

The manual Guidelines includes a review of survey preparation guidelines criteria which cover the safety aspects related to the performance of the survey, the necessary access facilities, and the preparation necessary before the surveys can be carried out.

The survey guidelines Guidelines encompass the different main structural areas of the hull where damages have been recorded, focusing on the main features of the structural items of each area.

An important feature of the manual Guidelines is the inclusion of the section which illustrates examples of structural deterioration and damages related to each structural area and gives what to look for, possible cause, and recommended repair methods, when considered appropriate.

The Procedure for Failure Incident Reporting and Early Warning of Serious Failure Incidents -“IACS Early Warning Scheme _Z{EWS}”, _wjth the emphasis on the proper reporting of significant hull damages by the respective classification societies, will enable the analysis of problems as they arise, including revisions of these Guidelines.

This manual has These Guidelines have been developed using the best information currently available. It is intended only as guidance in support of the sound judgment of surveyors, and is to be used at the surveyors' discretion. It is recognized that alternative and satisfactory methods are already applied by surveyors. Should there be any doubt with regard to interpretation or validity in connection with particular applications, clarification should be obtained from the Classification Society concerned.

Figures 2 (a) and (b) show cargo hold structural configurations for general dry cargo ships. As

1 INIRODLUnON

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