On Job Training Final Report - PT Nippon Kaiji Kyokai Indonesia (ClassNK-Jakarta Office)

ON JOB TRAINING FINAL REPORT

PT NIPPON KAIJI KYOKAI INDONESIA

(ClassNK Jakarta Office)

Hendra Apriadi

NRP. 4107 100 083

Hendriyadi

NRP. 4107 100 103

Department of Naval Architecture and Shipbuilding Engineering

Faculty of Marine Technology

Sepuluh Nopember Institute of Technology

Surabaya

2011

On Job Training

PT Nippon Kaiji Kyokai Indonesia – Jakarta Office Skyline Building 17th Floor

M.H. Thamrin Street No. 9, Jakarta 10340

Department of Naval Architecture and Shipbuilding Engineering Faculty of Marine Technology

Institut Teknologi Sepuluh Nopember

2

CONTENTS

Contents........................................................................................................ .................. 2

List of Figures............................................................................................... ............ ...... 6

List of Tables................................................................................................................... 7

List of Charts........................................................................................................ ............ 8

Preface.............................................................................................................. ............... 9

CHAPTER I INTRODUCTION.................................................................................. 10

A. Background ...................................................................................................... 10

B. Purpose ............................................................................................................. 11

B.1. General .................................................................................................... 11

B.2. Special ..................................................................................................... 11

C. Activities .......................................................................................................... 11

D. On Job Training Schedule ................................................................................. 13

CHAPTER II COMPANY’S PROFILE .................................................................. 14

A. History ................................................................................................................... 14

B. ClassNK Head Office............................................................................................ 15

B.1. Vision and Mision of ClassNK....................................................................... 16

B.2. Main Activities of ClassNK............................................................................ 16

B.3. Ship Classification Related Services............................................................... 17

B.4. Statutory Services............................................................................................ 17

B.5. International Standards Related Quality System/Environmental

Management System Assesment and Registration Services........................... 17

B.6. Technical Services........................................................................................... 17

C. ClassNK Survey Office in Jakarta.......................................................................... 18

CHAPTER III SURVEY AND CERTIFICATION................................................... 20

A. General.................................................................................................................. 20

B. Classification Surveys........................................................................................... 20

B.1. Classification Survey during Construction.................................................. 21

B.1.1. Submission of Plans and Documents for Approval.......................... 22

B.1.2. Presence of the Surveyor................................................................... 23

B.1.3. Plan Approval.................................................................................... 24

B.1.3.1. Technical Requirements of Plan Approval........................ 24

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B.1.3.2. ClassNK Plan Approval Status Service............................. 25

B.1.4. Hydrostatic Test, Watertight Test, and Relevant Test.................... 27

B.1.5. Finished Plans................................................................................. 28

B.1.6. Sea Trials and Stability Experiments.............................................. 28

B.2. Classification Survey of Ships Not Built under Survey............................. 28

B.2.1. General............................................................................................ 29

B.2.2. Hydrostatic Test, Watertight Test, and Relevant Test.................... 29

B.2.3. Sea Trials and Stability Experiments.............................................. 30

C. Class Maintenance Survey..................................................................................... 30

C.1. Annual Survey............................................................................................... 30

C.1.1. Definition and Intervals................................................................... 30

C.1.2. Parts to be Survey............................................................................ 31

C.1.2.1. Annual Survey for Hull, Equipments, Fire Extinction,

And Fittings...................................................................... 31

C.1.2.2. Annual Survey for Machinery........................................... 32

C.1.2.3. Special requirements for LNG and LPG Carriers............. 32

C.1.2.4. Special Requirements for Chemical Tankers..................... 32

C.2. Intermediate Surveys.................................................................................... 33

C.2.1. Definition and Intervals.................................................................... 33

C.2.2. Parts to be Survey............................................................................. 34

C.2.2.1. Intermediate Survey for Hull, Equipments

Fire Extinction, and Fittings............................................. 34

C.2.2.2. Intermediate Survey for Machinery................................... 35

C.2.2.3. Special Requirements for LNG and LPG Carriers............. 35

C.2.2.4. Special Requirements for Chemical Tankers...................... 35

C.3. Special Survey............................................................................................... 36

C.3.1. Definition and Intervals..................................................................... 36

C.3.2. Parts to be Survey.............................................................................. 37

C.3.2.1. Special Survey for Hull, Equipments, Fire Extinction,

And Fittings....................................................................... 37

B.3.2.2. Special Survey for Machinery............................................ 38

C.4. Docking Survey............................................................................................. 38

C.4.1. Definition and Intervals................................................................... 38

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C.5. Boiler Survey................................................................................................ 39


C.6. Propeller Shaft and Stern Tube Shaft Survey............................................... 40


C.7. Occasional Survey........................................................................................ 42



D. Statutory and Installation Survey.......................................................................... 44

D.1. Statutory Survey........................................................................................... 44

D.1.1. Periodic Survey for Statutory........................................................... 45

D.1.2. Non-Periodical Survey for Statutory................................................ 46

D.1.3. Types of Statutory Survey................................................................ 47

D.1.3.1. SOLAS 1974/78/1988, and amendments.......................... 47

D.1.3.2. MARPOL 73/78, and amendments................................... 48

D.1.3.3. International Load Lines 1966/1988................................. 48

D.2. Installation Survey........................................................................................ 49

D.2.1. Cargo Handling Appliances............................................................. 49

D.2.1.1. Kind of Surveys................................................................ 49

D.2.1.2. Timing of Surveys............................................................. 49

D.2.1.3. Periodical Survey carried out in Advance......................... 50

D.2.1.4. Postponements of Periodical Surveys............................... 50

D.2.2. Automation and Remote Control System........................................ 50

D.2.2.1. Kind of Surveys................................................................. 51

D.2.2.2. Survey Intervals................................................................. 51

E. Survey Record and Certification.................................................................. 52

E.1. Class Survey record and Certification.............................................. 52

E.2. Statutory Survey Record and Certification...................................... 54

CHAPTER IV. SHIP DAMAGE AND REPAIR........................................................ 57

A. Hull Damage.................................................................................................... 57

A.1. Examples of Hull Damage....................................................................... 57

A.1.1. Damage due to Bow Flare Slamming.......................................... 57

A.1.2. Abnormal Corrosion between Dissimilar Metals........................ 58

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A.1.3. Cracks in Side Longitudinals................................................... 58

A.1.4. Cracks in the Joint of Horizontally Corrugated Longitudinal

Bulkhead and Access Trunk Wall.......................................... 59

A.1.5. Cracks in the Engine Room Front Bulkhead.............................. 60

A.1.6. Cracks in Bilge Strake from Doubling Plate End of Bilge Keel 60

B. Machinery Damage...................................................................................... 62

B.1. Examples of Machinery Damage......................................................... 62

B.1.1. Damage to Diesel Main Engines................................................ 63

B.1.1.1. Two-stroke Diesel Main Engines (Crosshead Type)..... 63

B.1.1.2. Two-stroke Diesel Main Engines (Trunk Piston Type) 63

B.1.1.3. Four-stroke Diesel Main Engines (Domestic Model).... 63

B.1.1.4. Four-stroke Diesel Main Engines (Licensed Type)....... 63

B.1.2. Damage Shafting System........................................................... 64

B.1.2.1. Shaft Coupling Bolts..................................................... 64

B.1.2.2. Propeller Shafts............................................................. 64

B.1.2.3. Stern Tube Bearings and Stern Tube Seal Assemblies. 64

B.1.2.4. Propeller Damage......................................................... 65

B.1.3. Damage to Boiler...................................................................... 65

B.1.4. Damage to the Engines for Main Generators........................... 65

B.1.5. Damage to Main Generators and Electric Equipment.............. 66

B.1.6. Damage to other Machinery and Equipment........................... 66

C. Procedure for Repair and Its Acceptance Criteria..................................... 68

D. General Review of Ships............................................................................. 73

D.1. Bulk Carrier........................................................................................ 73

D.1.1. Typical of Bulk Carriers............................................................. 73

D.1.2. Bulk Carrier Safety.................................................................... 73

D.2. Tankership.......................................................................................... 74

D.2.1. Special Requirements for Oil Tankers....................................... 75

D.2.2. Special Requirements for Chemical Tankers............................. 91

D.2.3. Special Requirements for Gas Tankers...................................... 99

CHAPTER V. CLOSING......................................................................................... 110

A. Impression................................................................................................... 110

B. Suggestion................................................................................................... 110

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LIST OF FIGURES

Figure II.1.a. Administration Center…….…………………………………………… 15

Figure II.1.b. Research Center……………………………………………………….. 15

Figure II.1.c. Information Center…………………………………………………….. 15

Figure II.2.a. ClassNK Jakarta Office from outside………………………………….. 18

Figure II.2.b. ClassNK’s Meeting Room……………………………………………... 18

Figure III.3. Annual Survey (AS) is to be carried out every year…………………… 30

Figure III.4. Intermediate Survey (IS) can be carried out at (x) or (y)…………….... 33

Figure III.5. Intermediate Survey (IS) can be commenced any time at (z)…………. 33

Figure III.6. Special Survey (SS) can be carried out at or after 4th AS (x)………..... 36

Figure III.7. Commencement of Special Survey (SS) before 4th

AS…………….…. 36

Figure III.8. Example of Docking Survey interval…………………………………. 39

Figure III.9. Example of Boiler Survey interval……………………………………. 40

Figure III.10. Temporary Repair for Propeller………………………………………. 44

Figure IV.1. Safe Access to Bow in Oil Tanker…………………………………….. 76

Figure IV.2. Emergency Towing Arrangement……………………………………... 76

Figure IV.3. Fire Protection…………………………………………………………. 77

Figure IV.4. Inert Gas and Ventilation System……………………………………... 77

Figure IV.5. Inert Gas System…................................................................................ 22

Figure IV.6. Protection of Pump Room……………………………………………... 78

Figure IV.7. Foam Fire Extinguishing System……………………………………… 78

Figure IV.8. Location of SBT……………………………………………………….. 81

Figure IV.9. Slop Tank………………………………………………………………. 86

Figure IV.10. Sea Chest………………………………………………………………. 89

Figure IV.11. Crude Oil Washing (COW)……………………………………………. 89

Figure IV.12. Comparasion between b and h in Chemical Tanker…………………… 94

Figure IV.13. Acceptance Piping System…................................................................. 95

Figure IV.14. Types of gauging depends on cargo…………………………………… 97

Figure IV.15. Independent Tank and Secondary barrier……………………………… 103

Figure IV.16. Moss Tank System……………………………………………………... 103

Figure IV.17. General Arrangement of Cargo Tank Vent System……………………. 104

Figure IV.18. Environmental Control Diagram……………………………………….. 105

Figure IV.19. Fuel Gas Use Diagram…………………………………………………. 107

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LIST OF TABLES

Table I.1. ClassNK On Job Training Chart........................................................ ..... 13

Table III.1. Statutory Certificates.............................................................................. 56

Table IV.1. Corrosion Addition for Bulk Carrier....................................................... 68

Table IV.2. Corrosion Addition for ships other than Bulk carrier.............................. 69

Table IV.3. Diminution Limits for Principal Structural Hull...................................... 69

Table IV.4. The minimum plate thickness of web and brackets of hold frames........ 70

Table IV.5. Hull section modulus............................................................................... 72

Table IV.6. Requirements of MARPOL Annex I for Cargo Area of Oil Tankers..... 80

Table IV.7. Requirements of Double Hull Construction for New Tanker................ 82

Table IV.8. Phasing-Out of Single Hull Oil tankers.................................................. 82

Table IV.9. Hipothetical Outflow of Oil................................................................... 85

Table IV.10. Floodable Compartment......................................................................... 85

Table IV.11. Special Requirements Summary of Chemical Tanker in IBC Code...... 91

Table IV.12. Pollution Category in MARPOL Annex II............................................ 92

Table IV.13. Types of Ship.......................................................................................... 93

Table IV.14. Damage Stability.................................................................................... 94

Table IV.15. Product and Type of Gas Tankers.......................................................... 100

Table IV.16. Extent of Damage................................................................................... 101

Table IV.17. Design Restriction of Gas Tank.............................................................. 102

Table IV.18. Categories of Independent Tank........................................................ .... 102

Table IV.19. Mechanical Ventilation of Cargo Area................................................... 105

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LIST OF CHARTS

Chart III.1. Flow chart relation between ship owner, shipyard, manufacturers, and

ship classification in ship newbuilding.................................................. 25

Chart III.2. Flow chart of ClassNK PASS for Plan Approval.............................. ... 27

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PREFACE

Alhamdulillahirabbil’aalamin, Thanks to God because of His Mercy and Blessing we

could finish our On Job Training in PT Nippon Kaiji Kyokai Indonesia (ClassNK) Jakarta

Office and this final report.

Field Work or On Job Training (MN 091381) is one of primary study subject to

graduate from Naval Architecture and Shipbuilding Engineering Department – Faculty of

Marine Technology – Institut Teknologi Sepuluh Nopember which having purpose to

increase and upgrade knowledges about Maritime Technology and to practice the theories

which we got from college. Since On Job Training in ClassNK Jakarta Office, we gets many

knowledges and experiences whereas we do not found it in college, especially the details

about ship classification activities.

Together with this report, we say huge thanks and appreciations to ClassNK Head

Office, Mr. Hisashi Ikeda as President Director of ClassNK Indonesia, Mr. Masakatsu Tsuru

as Manager of ClassNK Indonesia, because had given us chance for increasing our

knowledges especially the ones related with ship classification. During this period, we got a

lot of help from our consulting persons, both from ClassNK’s trainers and surveyors, Mr.

Kasmadi, Mr. Didik, Mr. Sudarsono, Mr. Arief, Mr. Agus, Mr. Indra, all ClassNK’s

administration staffs, and our consulting lecturer, Mr. IGN Sumanta Buana, Mr. I Ketut

Suastika, and Mr. Wing Hendroprasetyo A.P. . Not forget, we also say huge thanks to our

beloved parents and our friends for giving us support and spirit to finish this report.

We understand that this Final Report is not perfect. Therefore, we hope for advices

and critics in order to help the perfection of this Final Report. Last but not least, we hope that

this report will be useful especially for us and generally for maritime world in Indonesia.

Surabaya, April 11th

, 2011

Warmest Regards,

Trainee

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CHAPTER I

INTRODUCTION

A. Background

Maritime industry in Indonesia is still growing up which reflected in the increasing

number of ships that built in this country and the policy from Indonesian Government to

stimulate the growing up of maritime related industry beside the maritime industry itself.

Along with the condition above, the need of qualified human resources who have good

intellectual ability to support the maritime industry is also growing up. So, the

coordinations between industrial sector and universities are very important in order to

increase the quality of university’s graduation.

Policy of link and match which has been decided by Ministry of Education Republic

of Indonesia is one of efforts to reduce the gap between universities and industries.

Sepuluh Nopember Institute of Technology (also known as ITS) is one of several

maritime universities in Indonesia which try to develop human resources, science, and

technology to support the development of maritime industry, and also play the role as a

research university to help the development of Eastern Indonesia region. The Output from

Department of Naval Architecture and Shipbuilding Engineering, Sepuluh Nopember

Institute of Technology, hopefully will be ready to be developed to the suitable sector

with their professionality. In accordance with the mission above, On Job Training is one

of the facilities which can be applied.

Understanding the problems about maritime industry should be able to support the

theoretical knowledge which the student had from college so they will be ready to face

the industrial world and the globalization era. With minimum requirement of graduation,

On Job Training has become one of main purpose for students to understand the condition

of field work and to know the relation between science and practical application.

We choose Nippon Kaiji Kyokai Indonesia (ClassNK) Jakarta Office as our On Job

Training field because ClassNK is currently the biggest ship classification in the world, in

terms of Ship’s Gross Tonnage, and because ClassNK has huge contribution in the

development of ship classification in the world and also the development of maritime

industry in Indonesia from the last two decades.

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B. Purpose

Purpose of On Job Training, consist of:

B.1. General

1. To make a good relationship between universities and industries.

2. To grow participation from industrial sector for giving it’s contribution to

national education.

3. To increase the student knowledge so they know and understand science

application in industries as user of university’s output.

4. To know and understand the working system in industries so we can learn and

apply the problem solving that needed by industries.

5. To make and create the constructive mindset of student.

B.2. Special

1. On Job Training is one of academic requirements especially called Satuan

Kredit Mahasiswa (SKS) that must be done in Naval Archiecture and

Shipbuilding Engineering Department – Institut Teknologi Sepuluh Nopember.

2. To increase the student knowledge about marine technology and its relation.

3. To study especially about ship classification in Nippon Kaiji Kyokai (ClassNK).

4. To identify, analyze, and solve the problem in relation with technical matters

especially from point 2 and 3 of B.2.

C. Activities

The On Job Training was planned in ClassNK Jakarta Office, from January 17th, 2011

until February 11th

, 2011. Breakdown of activities are:

General introduction about ClassNK, especially Survey Office in Jakarta.

On Job Surveyor Training including learning about:

1. Class Rules Section,

a) Class Surveys,

b) Statutory Surveys,

c) Ship Damage and Repair Surveys,

d) Plan Approval for Ship During Construction,

e) Certification and Survey Records of Ships.

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2. Role Playing Simulation and Case Study as Surveyor in charge,

3. Consolidated Business Support System (CBSS) as the computerized

management survey for surveyors.

Special Requirement for:

1. Bulk Carriers,

2. Oil, Chemical, and Gas Tankers.

Understanding relationship between shipyard, shipping company, flag

administation, and ship classification societies especially for ClassNK Jakarta

Office.

Knowing organization and management of ClassNK’s Head Office and Jakarta

Office.

Making Daily Report,

Arrangement of Final Report,

Delivery of Final Report.

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D. On Job Training Schedule

The On Job Training was held for 4 weeks. And, On Job Training matters, consist of:

No

Week

Subject

I

II

III

IV

Post

On Job

Training

(maximum 3

months after

the completion

day)

1 On Job Traing in

ClassNK Jakarta

Office

4 Consulting to Trainer

of ClassNK On Job

Training

5 Consulting to Lecturer

in ITS

6 Drafting The On Job

Training Final Report

Table I.1. ClassNK On Job Training Chart

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CHAPTER II

THE COMPANY PROFILE

A. History

The origins of Nippon Kaiji Kyokai date from the foundation in November 1899 of

the Teikoku Kaiji Kyokai (the Imperial Marine Association) in Tokyo, which was

established in order to promote the regulation and development of the shipping and

shipbuilding industries in Japan. The early years of the Society were spent promoting a

wide range of shipping-related activities, very different from the focused technical role

that ClassNK plays today.

The first ship to receive a class certificate from the then TKK was the Kwanan Maru

in 1920. In 1926, the Society's class notation, NS*, was formally registered in the

classification clause of the Institute of London Underwriters, amounting to recognition of

TKK's existence as an internationally active classification society. In the inter-war years,

TKK recieved support from, and co-operated with, the British Corporation Register of

Shipping (later to merge with Lloyd's Register) and other societies. By 1929, the Society

had reached 1 million gross tons of ships under class.

The Society was relaunched under its current name, Nippon Kaiji Kyokai (The Japan

Marine Association), in 1946 in the aftermath of World War Two. From a state of near

complete destruction, the Japanese Shipping and Shipbuilding industries recovered

gradually and then grew rapidly in strength, with the Society called upon to survey a large

number and wide range of different vessel types over the years. By the end of April 2007,

the Society had 6,658 ships totaling 146.7 million GT under class. This figure represents

approximately 21 percent of the world merchant fleet currently under class. Although

based in Japan, where it has 21 service sites, ClassNK has worldwide representation

through a extensive global network of 78 exclusive surveyor service sites. ClassNK's

surveyors work in shipbuilding and repair yards and at ports across the world, wherever

they may be called upon to examine the condition of a ship, so that all of the Society's

services are available worldwide. On 15 November 1999, Nippon Kaiji Kyokai

celebrated the centenary of its foundation.

Reflecting the internationalization of both the shipping industry and the Society itself,

a significant percentage of today's NK-classed ships are controlled by non-Japanese

companies and shipowners, supported by a growing network of exclusive survey offices

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across the world and a system of national and technical committees. Following the

establishment of offices in London and New York in 1962, the Society spread rapidly and

now has exclusive survey offices in more than 70 locations, and representation in all

major ports.

Nippon Kaiji Kyokai was a founding member of IACS, the International Association

of Classification Societies, which was established in 1968 to represent the major national

class societies and promote international initiatives and cooperation on ship safety. The

Society has thrice held the Chairmanship of IACS, and is going to hold the fourth

Chairmanship from July 2010.

As it was in its earliest days, Nippon Kaiji Kyokai today remains a third party, not-

for-profit foundation, committed to the safety of life and property at sea, and the

prevention of marine pollution.

B. ClassNK Head Office

Nippon Kaiji Kyokai, also known by the brand name ClassNK or "NK" is a ship

classification society. The principal work of ClassNK is to undertake surveys, to ensure

that the rules which it has developed are applied to both newbuildings and to existing

ships to ensure the safety of the vessels. The rules cover not only hull structures, but also

safety equipment, cargo handling gear, engines, machinery, and electrical and electronic

systems among others.

(a) (b)

(c)

Figure II.1. a. Administration Center, b. Research Center, and c. Information Center

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ClassNK Head Office is located 4-7 Kioi-cho, Chiyoda-ku, Tokyo 102-8567, Japan.

It offers a broad range of services such as ship classification surveys, statutory surveys

and certification on behalf of Flag States based on both international conventions, codes,

national statutes, as well as ClassNK’s own rules and regulations. They also include

assessment and certification services of safety management systems of ship management

companies as well as the quality systems of ship builders and related manufacturers as an

independent third party. ClassNK also offers appraisal, consulting and supervisory

services on both marine and non-marine related projects.

B.1. Vision and Mision of ClassNK

ClassNK is dedicated to ensure the safety of life and property at sea, and the

prevention of pollution of the marine enviroment.

To achieve this mission ClassNK will:

Focus on delivering the highest quality classification services by the highest quality

personnel while maintaining its totally independent third party, non-profit status,

Focus on the development of relevant Rules, guidance and procedures, maintain,

develop its commitment to scientific and technological research and development,

Maintain and develop its global operations in line with the needs of those using its

services.

B.2. Main Activities of ClassNK

ClassNK offers a broad range of services such as ship classification surveys, statutory

surveys and certification on behalf of Flag States based on both international conventions,

codes, national statutes, as well as ClassNK’s own rules and regulations. They also

include assessment and certification services of safety management systems of ship

management companies as well as the quality systems of ship builders and related

manufacturers as an independent third party. ClassNK also offers appraisal, consulting

and supervisory services on both marine and non-marine related projects.

http://en.wikipedia.org/wiki/Categorization


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B.3. Ship Classification Related Services

Approval of service providers, manufacturers and manufacturing methods,

Inspection of materials, equipment and similar products,

Survey and registration of ship installations, machinery and appliances of new

ships,

Survey and registration of ships and offshore structures during construction,

Survey and inspection of ships, offshore structures and related installations in

service,

Testing and inspection of material and other types of testing machines.

B.4. Statutory Services

Activities concerned with the certification of freight containers,

Appraisal of grain loading,

Assignment of freeboard,

Assignment of load limits for cargo handling appliances,

Audit and certification of safety management systems based on the ISM Code,

Statutory survey and certification services based on SOLAS, ILLC, MARPOL and

other international conventions and codes on behalf of flag state administrations.

B.5. International Standards Related Quality System/Enviromental

Management System Assessment and Registration Services

Assessment and registration of environmental management systems based on the

ISO14001 standards,

Assessment and registration of quality systems based on the ISO9000 series of

quality standards.

B.6. Technical Services

Appraisal and certification of ships and offshore structures,

Commissioned testing, research and computer analysis services,

Inspection and certification of non-marine machinery and equipment,

Technical consulting regarding ships and offshore structures,

Tonnage measurement and certification services.


http://en.wikipedia.org/wiki/Intermodal_container

http://en.wikipedia.org/wiki/Appraisal

http://en.wikipedia.org/wiki/Assignment

http://en.wikipedia.org/wiki/Freeboard_%28nautical%29

http://en.wikipedia.org/wiki/Audit

http://en.wikipedia.org/wiki/Certification

http://en.wikipedia.org/wiki/Safety

http://en.wikipedia.org/wiki/ISM

http://en.wikipedia.org/wiki/Survey

http://en.wikipedia.org/wiki/SOLAS

http://en.wikipedia.org/wiki/ILLC

http://en.wikipedia.org/wiki/MARPOL

http://en.wikipedia.org/wiki/Flag

http://en.wikipedia.org/w/index.php?title=ISO14001&action=edit&redlink=1

http://en.wikipedia.org/wiki/ISO9000

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C. ClassNK Survey Office in Jakarta

(a) (b)

Figure II.2.a. ClassNK Jakarta Office from outside

Figure II.2.b. ClassNK’s Meeting Room

ClassNK has many committee representative offices spread wideworld. One of them

is ClassNK Indonesia Committee. ClassNK Indonesia Committee also called PT Nippon

Kaiji Kyokai Indonesia which has 4 survey office branches located in Balikpapan,

Batam, Jakarta, and Surabaya. ClassNK Jakarta Office is placed Menara Cakrawala, 17th

Floor, Jalan M H Thamrin No. 9, Jakarta. ClassNK Jakarta Office is the head office of

ClassNK Indonesian Committee

General Manager : H Ikeda

Managers : Kasmadi

M Tsuru

S Henmi

Surveyors : Agus Triyono

Indra Gunawan Kesuma

Sudarsono

Didik Wiratama

M Arief L D

Main activities of ClassNK Jakarta Office is to held surveys of ships within region of

Indonesia, such as :

Classification Surveys Including Classification Surveys for Ships During

Construction and for Ships Not Built Under Survey,

Class Maintenance Surveys including Statutory Surveys (in Indonesia, consist of

Safety Construction, Safety Equipment, Safety Radio, IBC and IGC, also DG)

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ISM (International Safety Management) and ISPS (International of Port and Ship

Security) Audit

When recruiting the surveyors, ClassNK has 3 standard training activities:

On Job Training in Office to understand basic knowledge of ClassNK’s Rules,

On Job Training to Head Office in Japan,

On Job Training as Surveyor Assistant on site.

In ClassNK Jakarta Office we learnt how to be a surveyor by doing an On Job

Training in Office.

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CHAPTER III

SURVEY AND CERTIFICATION

A. General

The main duty of the ship classification societies is to certify the ship that registered

to them meet the requirements of safety for human life, environtment, and property

during the operational life of the ship. In order to fulfill the requirements, the

classification societies held some inspection activities to the detail parts and systems of

the ship, this activity is generally known as a Survey.

The requirements above are discussed and agreed in the international forums such as

conferentions and conventions which held by International Maritime Organization (IMO)

and attended by classifiation societies representatives, governments representatives, and

some organizations representatives which related to maritime world. ClassNK as one of

the biggest ship classification in the world is also take a part and give contribution in the

forums based on their long experiences in maritime industry to develop those

requirements. The requirements then agreed and published by IMO as the international

rules, standards, and codes to protect human life, environtments, and properties which

related to the activites in the maritime world. These rules and standards are one of the

main references taken by each of the classification societies to compile their own

regulation, besides the regulation which issued by every governments in the world, and

then applied in their main field activities.

According to the explanation above, Survey activity is very important and must be

held by high quality and standard, because it is the frontliner of the field in order to

achieve the main purpose. As the proof that the ship is fulfilled the standard, the

classification societies will issue the certificate to the ship which can be used for

guarantee to the insurance company and to the maritime related bussiness.

B. Classification Surveys

Classification Surveys are surveys for the ships in order to be classed in ClassNK (in

this report ClassNK is also referred as “the Society”), it is also called The Initial Survey

or Class Registration Survey. Classification Surveys for all ships including steel barges,

submersibles, mobile offshore drilling unit are to be regulated in Rules for the Survey and

Construction of Steel Ships: Part B. Chapter 2 of the Rules is mainly consist of

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requirements to be fulfilled for all ships except for steel barges, submersibles, mobile

offshore drilling units, and work boats. Meanwhile for exception above to be regulated in

Chapter 10, 11, 12, and 13 respectively.

Classification Surveys are composed of the following surveys.

(1) Classification Survey during Construction (for new construction of ships).

(2) Classification Ships of Ships Not Built under Survey (for existing ships).

B.1. Classification Survey during Construction

Classification Survey during Construction held in order to make sure all

construction of newbuildings meet the minimum requirements of the Society.

Basically, when ship owners plan to build any ships and they want to use service from

ClassNK to check the quality of ship during the building process, they must fulfill this

general procedure below :

1. First of all the ship owner or ship manager must apply an application to

ClassNK Head Office or Branch Office, the application form is Application

for Classification and Statutory Services During Construction Form 1A,

2. Then, ClassNK Head Office evaluate the application request from ship owner

or ship manager,

3. If they meet the procedure, Head Office will accept the application request

and command Survey Office in the region of the built place of ship to watch

over the construction process,

4. Survey Office will prepare and command the surveyor in charge,

5. Surveyor in charge will prepare the documents needed to do the survey

activities and then make reports during the construction process. During this

phase, There will be evaluations and submission of plans and documents

which will be approved by Head Office or Branch Office, then Survey Office

will apply the documents and command the surveyor in charge to watch over

every update of the documents needed together with ship owner

representatives, and also shipyard,

6. When the construction process in finished, Head Office will issue the

classification certificate for the ship to the ship owner or ship manager.

For example, in Indonesia curently there are 2 oil tanker constructions, owned

by Pertamina, which built by PT Daya Radar Utama (Shipyard and Engineering) and

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classed in ClassNK. In this condition, ClassNK Head Office commands ClassNK

Jakarta Office to handle The Classification Survey During Construction procedure.

Below are the steps that must accomplished by ship owner and the shipyard

during the phase of building process (during construction) unti the classificatio

certificate is issued by ClassNK.

B.1.1. Submission of Plans and Documents for Approval

The first step is to submit the documents, plans, and drawing of the

ship which is going to built by shipyard to ClassNK. The plans and documents

required to be submitted for approval by ClassNK before the shipyard and ship

owner can start the building process are consist of:

1) Hull documents and drawing ( The class notation for ship’s hull which

built under provision of ClassNK is NS* )

Consist of measuremets of plans and drawing from general

characteristic of the ship, such as General Arrangement, midship section,

deck plans, etc., until the very detail ones such as construction profiles,

stem, sternframe, propeller post and rudder, shaft tunnels, etc.

Indication of detail quality of material used, scantling and

arrangements of structural members, and all detail measuremets of all the

part of the ship and systems are also to be submitted.

All the detail requirements of the rules can be seen in Rules for The

Survey and Contruction of Steel Ships Part B Chapter 2 2.1.2 -1(1).

2) Machinery documents and drawing ( The class notation for ship’s

machinery which installed under provision of ClassNK is MNS* )

Consist of plans and drawing of machinery arrangement and piping

systems, transmission gear, shafting system, propeller, steering gear,

automatic and remote control, electrical installation, boilers, until the spare

parts of the machinery arrangements systems. All the detail requirements

of the rules can be seen in Rules for The Survey and Contruction of Steel

Ships Part B Chapter 2 2.1.2 -1(2).

3) Submissions of other plans and documents

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All the detail requirements of additional plans and documents needed

can be seen in Rules for The Survey and Contruction of Steel Ships Part B

Chapter 2 2.1.3.

4) Special documents and drawing for ships carrying liquified gases in bulk

Basically this kind of ship must fulfill point 1) until 3) above, but with

some additional plans and documents whic related to the cargo which this

ship is intended to carry, such as spesification of cargo tanks, insulations,

secondary barriers, details of cargo tanks constructions, arrangements of

sensor for gas detectors, temperature indicators, inetr gas lines systems,

etc. All the detail requirements of the rules can be seen in Rules for The

Survey and Contruction of Steel Ships Part B Chapter 2 2.1.2 -1(3).

These documents above are needed because of the carried cargo

characteristic is very special and it makes treatment for the cargo become

very special too. This is implied in special design for the ship in order to

make sure the safety is accomplished.

5) Special documents and drawing for ships carrying dangerous chemicals in

bulk

Not so much different procedure from point 4) above, this kind of ship

is also need special design, but with less requirements needed because of

the characteristic of the carried cargo also need less treatment compared

with point 4) above. However, chemical tanker is alwalys special

compared with ordinary oil tanker, that is why additional documents and

plans are needed for this kind of ship. All the detail requirements of the

rules can be seen in Rules for The Survey and Contruction of Steel Ships

Part B Chapter 2 2.1.2 -1(4).

B.1.2. Presence of the Surveyor

Presence of the Surveyor is very important to make sure correlation

between drawing that have been approved and the real construction in

shipyard fulfill the standard of ClassNK. Surveyors come to do their duty

according to the invitation by shipyard. Presence of the Surveyor in the ship

survey when :

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1) Material Test, such as Destructive Test (DT) and NDT (Non-Destructive

Test),

2) Welding Procedure Specification (WPS), WPS is also examined by ship

classification which just its sample inspected,

3) Machinery, both of main machinery and auxiliary machinery are examined

when performance test,

4) Test Plan, surveyors must have test plan as guideline in order to easy

especially the listing task,

5) Hydrostatic Test, this test is to be usually carried out in tanks. It purpose to

know leakage around of tanks,

6) Watertight Test, this test is to be carried out as Hidrostatic Test, Leak Test,

and Hose Test. Watertight Test is applied in ship repairs.

7) Document Onboard, consist of Damage Control Plans and Loading

Manual.

B.1.3. Plan Approval

B.1.3.1 . Technical Requiements of Plan Approval

Classification Survey during Construction is related with Plan

Approval for Ship Newbuilding. Plan Approval for Ship Nwbuilding in

ClassNK refers to Rules for The Survey and Construction of Steel Ship:

Guidance for The Survey and Construction of Steel Ships Part B

Chapter 2. Plan Approval for New Shipbuilding is a part of very

important in deal contract between shipyard as shipbuilder, ship owner

as end user, and ship classification as third party which have been

determined in kick off meeting. Practically, the drawing process may

be handled by the shipyard or ship design consultant.

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Chart III.1. Flow chart relation between ship owner, shipyard, manufacturers, and ship

classification in ship newbuilding

When the ship is going to be built, ship owner must determine shipyard

for building the ship and ship classification society for inspecting and

registering. Shipyard has responsibility during construction for the drawing

process, the needed material, equipment, and machinery, and shipyard may be

help by the other manufacturers undercontrol from the shipyard.

B.1.3.2. ClassNK Plan Approval Status Service

ClassNK Plan Approval Status Service or ClassNK PASS helps

reduce the employees and costs associated with submission of

drawings approval and also improves quality control effectively.

NK PASS is a system for accessing information such as

drawing examination progress, comments on the drawings (if any), and

so on. Drawings were submitted in hardcopy form, ClassNK records

management information and comments at each stage the approval

process from Receipt, Examination, Approval to Return. Records for

each set of submitted drawings can be accessed in real time using

PASS, to increase transparency, and to realize the higher quality

control standars. Drawings can be submitted in electronic form.

Ship Classification Shipyard

Owner

Ship Design Consultant

Equipment

Machinery

Material

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Drawings in electronic form can be uploaded (transmitted) as PDF

files. PASS enables paperless processing, eliminates the printing, and

postal costs associated with submitting hard copies of the drawings.

Drawings may also be submitted partly in electronic and hard copy

form. There are many advantages of ClassNK PASS following below :

ClassNK PASS is the best management system for submitted

drawings.

With ClassNK PASS, users can confirm the drawing examination

progress and submission status at a glance. ClassNK PASS can

manage submitted drawings on a project by project basis.

Shipbuilders or shipyards can use the system to manage drawings

for each ship under construction, whereas machinery manufacturers

and design firms cn manage drawings under user-defined project

names.

ClassNK PASS can manage comments and their responses.

With ClassNK PASS, users can easily determine if there are

comments on their drawings and responses can be managed with

ease and in real time. Not only can individual comments be read

fully, but also a comment table including all of the comments can

be downloaded by the user.

ClassNK PASS’s configuration is simple and its operation is

intuitive.

With ClassNK PASS, PASS achieves an optimum balance between

ease of usability, simplicity of information retrieval, and simple

screen configuration. Operation is intuitive and there is not need to

install apllications or adjust settings beforehand.

ClassNK PASS has diverse user settings.

ClassNK PASS offers different menus for shipbuilders, machinery

manufacturers, and design firms, enabling project management to

be penformed according to the actual task at hand.

The security system of ClassNK PASS is very good.

ClassNK PASS has SSL encryption which used to safeguard

communications between the user’s PC and ClassNK PASS.

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Chart III.2. Flow chart of ClassNK PASS for Plan Approval

B.1.4. Hydrostatic test, watertight test, and relevant test

Part of the survey activities in Classification Survey during

construction is Hydrostatic, watertight, leakage, or airtight test. These kind of

tests are carried out in order to make sure that all the parts or systems of thes

hip which are intended not allowed to leak during the operational life of the

ship (it depends on the function of each part that is going to be tested).

Generally there are 3 main part of the ship that need to be tested:

1) Hull and equipments

Hydrostatic or watertight test are to be carried out in all connetion

which specified to be watertight. The test are carried out after all work

in that part is completed just before painting activities. All the detail

requirements of the rules can be seen in Regulations For The

Classification and Registry of Ships, Part B Chapter 2, Table B2.1

All part of the hose test

Watertight test can be replaced by airtigth test

2) Machinery

Hydrostatic, leakage, or airtight test are to be carried out. All the detail

requirements of the rules can be seen in Regulations For The

Classification and Registry of Ships, Part D

3) Special requirements of hydrostatic, leakage, or airtight test for ships

carrying liquified gases in bulk and ships carrying dangerous chemicals in

PASS

Submit the printed plans

Shipbuilder

Manufacturer

Ship Designer

CLassNK

Notify completion of examination by e-mail

Send ePlans

Download approved

e Plans

Refer to comments

Examine ePlans

Examine plans and

input comments

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bulk. All the detail requirements of the rules can be seen in Regulations

For The Classification and Registry of Ships, Part N.

B.1.5. Finished Plans

When Classification Survey during contruction is about to finish,

shipyard, ship owner, or ship manager have to prepare the finished plans

according to the actual condition of ship and submit them to the Society.

Those documents are:

1. General arrangement,

2. Midship section, scantling plans (construction profile), deck plans, shell

expansion, transverse bulkheads, plans for rudder and rudder stock, plans

for cargo hatch covers,

3. Bilge, ballast and cargo piping diagrams,

4. Fire protection plans,

5. Fire extinguishing appliances arrangement, and

6. Plans and data showing the navigation bridge visibilities.

B.1.6. Sea Trials and Stability Experiments

Before the delivery, the ship must have done sea trials and stability

experiments in order to make sure all the function of the ship, machinery,

equipments, and all the systems onboard the ship is meet the specification

listed in the contract between shipyard, ship owner and manufacturer. And to

make sure that the ship is safety to operate during all condition which

simulated the operational life of the ship. All the detail requirements of the

rules can be seen in Rules for The Survey and Contruction of Steel Ships Part

B Chapter 2 2.3 . This test is also witnessed by surveyor in charge.

B.2. Classification Survey of Ships Not Built under Survey

For existing ship which will be registered in ClassNK, they must be surveyed

first. This kind of initial survey is called Classification Survey of Ships Not Built

under Survey.

There are some type of cases for existing ships that can be registered in

ClassNK such as :

class transfer of ship from other ship classification,

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dual class system, like in Indonesia. Other ship classification survey the

construction phase (the building process) and then when the building process

is finished the ship is also registered in ClassNK (there are 2 ship

classification in charge which are ClassNK and an other ship classification).

For example in Indonesia : Biro Klasifikasi Indonesia (BKI) and ClassNK.

The other ship classification survey the building process of the ship but only

until the building process finish, then as soon as the process is finished, ship

owner registered the ship in ClassNK.

This kind of survey basically have the same procedure as the Classification

Survey During Construction, but the survey process is relatively shorter. Below are

the step that ship owner must fulfill so that the ship can be classed in ClassNK.

B.2.1. General

Before the ship can be registered in ClassNK, the Society will survey

the actual condition of the ship after ship owner or ship manager apply the

form to ClassNK’s head office or branch office. Items to be surveyed:

Measurement of actual scantling of main parts of the ship

Examination of hull and equipments, machinery, fire protection and

detection, means of escape, fire fighting system, electrical installation,

stability and load lines, ( The class notation for ship’s hull which not

built under provision of ClassNK is NS and MNS for the ship’s

machinery )

Submission of plans and documents needed for registration, the same

procedure as point B.1.1 above,

Hydrostatic test, watertight test, and other relevant test,

All the detail requirements of the rules can be seen in Rules for The

Survey and Contruction of Steel Ships Part B Chapter 2 2.2.1 to 2.2.3.

B.2.2. Hydrostatic Test, Watertight Test, and Relevant Test

Hydrostatic test and watertight test is carried out in order to make sure

there are leakage in any part of the ship which to be subject to point below:

Double bottom, both peaks, tanks, cofferdams and chain lockers,

watertight bulkheads, and shaft tunnels

Hydrostatic test and airtight test for machinery and its parts at

pressures spcified

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Special requirements of hydrostatic, leakage, or airtight test for ships

carrying liquified gases in bulk and ships carrying dangerous

chemicals in bulk.

B.2.3. Sea Trials and Stability Experiments

Before entering the registration, the ship must have done sea trials and

stability experiments in order to make sure all the function of the ship,

machinery, equipments, and all the systems onboard the ship is meet the

specification listed in the contract between shipyard, ship owner and

manufacturer. And to make sure that the ship is safety to operate during all

condition which simulated the operational life of the ship. All the detail

requirements of the rules can be seen in Rules for The Survey and Contruction

of Steel Ships Part B Chapter 2 2.3

.

C. Class Maintenance Surveys

Class Maintenance Surveys are surveys for maintaining the ship registration in the

Society, which means that these surveys are held in order to maintain the condition of the

ship to meet minimum standard. Class maintenance surveys consist of Periodical

Surveys, Planned Machinery Surveys, and Occasional Surveys that are explained in the

following above :

C.1 Annual Survey (AS)

C.1.1 Definition and Intervals

Annual Survey is survey annually for ships under registration of

ClassNK in order to maintain their classification in ClassNK. This survey is

held to check the peformance of parts of the ship.

Annual survey is to be perform every years within 3 months before or

after each anniversary date of the ship. Annyversary date is a day before the

issuance of Classification Certificate. Example of the interval scheme is in the

Figure III.3. below :

Figure III.3. Annual Survey (AS) is to be carried out every year

2/4 2011

2/4 2012

2/7 2011

2/1 2011

2/1 2012

2/7 2012

AS 2nd AS 1st

2/4 2011

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C.1.2 Parts to be Survey

Lists below are parts of the ship that must be survey. Generally, the

surveyor should perform them.

C.1.2.1 Annual Survey for Hull, Equipments, Fire Extinction,

and Fittings

A. Documents Onboard The Ship

All the documents that are needed to operate the ship or for

safety of the ship and everything which related to it (Based on

ClassNK’s Regulations For The Classification and Registry of Ships,

Part B Chapter 3, Table B3.1) must be checked. Such as Loading

manual, Stability information Booklet, Damage Control Plan and

Booklet, Fire Control Plan, Operating Manual for the door and inner

door, Towing and Mooring fitting arrangement, etc.

B. General Examination

Examination of Hull, equipments, fire-extinction, which listed

in ClassNK’s Regulations For The Classification and Registry of

Ships, Part B Chapter 3, Table B3.2 are to be performed.

C. Performance Test

All the performance test listed in ClassNK’s Regulations For

The Classification and Registry of Ships, Part B Chapter 3, Table B3.3

are to be performed.

D. Internal Examinations of Tanks and Spaces

It must be sure that the internal structure of tanks and spaces

listed in ClassNK’s Regulations For The Classification and Registry of

Ships, Part B Chapter 3, Table B3.4 and The Suspect Area, the area in

which corrosion is happened massively and it is to be aware whether

the structural member is still in the margin of tolerance.

E. Close up Survey

Close up Survey means the surveyors must perform the

inspection, which listed in ClassNK’s Regulations For The

Classification and Registry of Ships, Part B Chapter 3, Table B3.5, in

range of their hands.

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F. Thickness Measurements

Based on ClassNK’s Regulations For The Classification and

Registry of Ships, Part B Chapter 3, Table B3.6, Thickness

Measurement is to be carried out for ship which is relatively old and

for ship in which The Suspect Area is found.

G. Pressure Test (for Oil Tankers and Ships carrying dangerous

chemical in bulk) on the piping system.

C.1.2.2 Annual Survey for Machinery

A. General Examination

The surveyor must make sure that Machinery, Equipments, and

Electrical Installation are placed in good order. Also they have to make

sure that The Engine Room, Spaces and Means of Escape are placed in

good order and safe for operation. ClassNK also offered a program for

the ship owner in order to safe time during the surveys of machinery

which is called Preventive Maintenance System.

B. Performance Test

According to ClassNK’s Regulations For The Classification

and Registry of Ships, Part B Chapter 3, Table B3.7 and B3.8, The

surveyor must perform a Performance Test.

C.1.2.3 Special Requirements for LNG and LPG Carriers


and Registry of Ships, Part B Chapter 3, Table B3.9, there are some

addition for LNG and LPG Carriers besides B.1.2.1 and B.1.2.2.

C.1.2.4 Special Requirements for Chemical Tankers


and Registry of Ships, Part B Chapter 3, Table B3.10, there are some

addition for Chemical Tankers besides B.1.2.1 and B.1.2.2.

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C.2. Intermediate Survey (IS)


Basically, Intermediate Survey is the Annual Survey which carried out

in the middle of Special Surveys (SS) with the addition of survey requirements

which listed in parts to be survey. But ClassNK has 2 definition for interval of

Intermediate Survey:

a) Intermediate Survey (IS) is carried out concurrently with the second or

third Annual Survey after the Classification Survey (initial survey) or

Special Survey (Figure III.4.),

b) Special for bulk carriers, oil tankers, and ships carrying dangerous

chemical in bulk which over 10 years old and also for 500 GT (and above)

general dry cargo ship which over 15 years old, IS can be commenced at

any time between the second and the third Annual Survey (Figure III.4.).

This programme can safe the implementation time of IS and will not

disturb ship operational schedule.

Figure III.4. Intermediate Survey (IS) can be carried out at (x) or (y)

Figure III.5. Intermediate Survey (IS) can be commenced any time at (z)

SS or Classification

Survey AS 1st

AS 2nd / IS

SS

AS 3rd / IS

AS 4th (X) (Y)

2/4 2011

2/4 2012

2/4 2013

2/4 2014

2/4 2015

2/4 2016

2/1 2012

2/1 2013

2/7 2013

2/1 2014

2/7 2012

2/7 2014

2/1 2015

2/7 2015

SS or Classification

Survey AS 1st

AS 2nd

SS AS 3rd

AS 4th

IS at (Z)

2/4 2011

2/4 2012

2/4 2013

2/4 2014

2/4 2015

2/4 2016

2/1 2012

2/1 2013

2/7 2013

2/1 2014

2/7 2012

2/7 2014

2/1 2015

2/7 2015

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C.2.2.1 Intermediate Survey for Hull, Equipments, Fire Extinction,

and Fittings


All the documents that are needed to operate the ship or for

safety of the ship and everything which related to it (Based on


Part B Table B3.1) must be checked.




Ships, Part B Table B3.2 are to be performed. In addition for

Intermediate Survey, the surveyor must examine the condition of spare

parts for fire-extinguishing systems generally.

C. Performance Test


The Classification and Registry of Ships, Part B Table B3.3 are to be

performed.



listed in ClassNK’s Regulations For The Classification and Registry of

Ships, Part B Table B3.4 and The Suspect Area are still meet the

criteria which based on the regulation. In addition for Intermediate

Survey, the coating condition of ballast tanks for oil tankers and

chemical tankers must also be measured.

E. Close up Survey



Classification and Registry of Ships, Part B, Table B3.5, in range of

their hands.



Registry of Ships, Part B Table B3.6, Thickness Measurement is to be

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carried out for ship which is relatively old and for ship in which The

Suspect Area is found. In addition for Intermediate Survey, the

inspection of gauging equipments and the report of it must be carried

out, also additional thickness measurements in areas where close-up

surveys are required and preparation plus submission of the thickness

measurements record.



C.2.2.2 Intermediate Survey for Machinery


The procedure is same as the one in Annual Survey, with an

addition that is specified in ClassNK’s Regulations For The

Classification and Registry of Ships, Part B Table B4.5. Also addition

for ships which adopting The Preventive Maintenance Systems (PMS)

for shafting system, general examination of the safting systems and the

monitoring condition data for them are also to be perform.

B. Performance Test


and Registry of Ships, Part B Table B3.7 and B3.8.

C.2.2.3 Special Requirements for LNG and LPG Carriers

Besides B.2.2.1 and B.2.2.2, addition from ClassNK’s

Regulations For The Classification and Registry of Ships, Part B Table

B4.6 are to be carried out, also the surveyor may ask to include

performance test, operation test, open-up examination etc.

C.2.2.4 Special Requirements for Chemical Tankers


and Registry of Ships, Part B, Table B4.7, there are some addition for

Chemical Tankers besides B.2.2.1 and B.2.2.2. including performance

test, open-up examinations, operation test, ect.

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C.3 Special Survey (SS)


Special Survey (SS) is a survey that has a function to renew the

Classification Certificate and to maintain the registration of ship in ClassNK.

Basically, Special Survey consist of examination which also perform in

Annual Survey and Intermediate Survey but there are some addition of

examination that should perform. According to ClassNK’s Regulations For

The Classification and Registry of Ships, Part B Chapter 1, the interval of

Special Survey is mentioned below:

a) Special Survey (SS) is carried out within 3 months before the date of

expiry of Classification Certificate,

b) Special Survey may be commenced start from 4th annual survey until 3

months before The Classification Certificate is expired (Figure III.6.).

c) Special Survey may be commenced before the 4th Annual Survey and

must be finished 15 months from the start of the commencement day

(Figure III.5.).

Figure III.6. Special Survey (SS) can be carried out at or after 4th

AS (x)

Figure III.7. Example of Commencement of Special Survey (SS) before 4th AS

Issuance Of Classification

Certificate

SS AS 3rd /

IS AS 1st AS 2nd /

IS AS 4th

2/4 2012

2/4 2013

2/4 2014

2/4 2015

1/4 2016

2/4 2011

2/1 2012

2/1 2013

2/7 2013

2/1 2014

2/7 2012

2/7 2014

2/1 2015

2/7 2015

1/1 2016

(x)

Expiry date Of Classification

Certificate


Certificate AS 1st

AS 2nd

/ IS

Comencement of SS

AS 3rd

/ IS AS 4th

2/4 2011

2/4 2012

2/4 2013

2/4 2014

2/4 2015

1/4 2016

2/1 2012

2/1 2013

2/7 2013

2/1 2014

2/7 2012

2/7 2014

2/1 2015

2/7 2015

1/1 2016

Expiry date Of Classification

Certificate

3/7 2014

3/10 2015

Must be completed within 15 Months

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C.3.2.1 Special Survey for Hull, Equipments, Fire Extinction and

Fittings


The Procedure is same as in the Annual Survey.




Ships, Part B Table B3.2 are to be performed. In addition for

Special Survey, the surveyor must also check the condition of

piping system.

C. Performance Test


The Classification and Registry of Ships, Part B Table B3.3 are to

be performed.



listed in ClassNK’s Regulations For The Classification and

Registry of Ships, Part B Table B3.4 and The Suspect Area are still

meet the criteria which based on the regulation. In addition for

Intermediate Survey, the coating condition of ballast tanks for oil

tankers and chemical tankers must also be measured.

E. Close up Survey



Classification and Registry of Ships, Part B, Table B3.5, in range

of their hands.



Registry of Ships, Part B Table B3.6, Thickness Measurement is to

be carried out for ship which is relatively old and for ship in which

The Suspect Area is found. In addition for Intermediate Survey, the

inspection of gauging equipments and the report of it must be

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carried out, also additional thickness measurements in areas where

close-up surveys are required and preparation plus submission of

the thickness measurements record.



C.3.2.2 Special Survey for Machinery


The procedure is same as the one in Annual Survey, with an

addition that is specified in ClassNK’s Regulations For The

Classification and Registry of Ships, Part B Table B4.5. Also

addition for ships which adopting The Preventive Maintenance

Systems (PMS) for shafting system, general examination of the

safting systems and the monitoring condition data for them are also

to be perform.

B. Performance Test


and Registry of Ships, Part B Table B3.7 and B3.8.

C.4 Docking Survey (DS)


Docking Survey (DS) is a survey for ship when it is completely

removed from water and placed in a dry dock or a slipway. The interval for

DS is described below:

a) DS is carried out concurently with Special Survey

b) Within 36 months from the date of completion of the Classification

Survey or previous DS.

From poin a) and b) above, it can be concluded that every 5 years

(valid period of Classification Cerfiticate) a ship must have minimum two

Docking Surveys. The example for illustration of Docking Surveys can be

seen at Figure below :

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AS 1st AS 2nd /

IS AS 4th

2/4 2012

2/4 2013

2/4 2014

2/4 2015

1/4 2016

2/4 2011

2/1 2012

2/1 2013

2/7 2013

2/1 2014

2/7 2012

2/7 2014

2/1 2015

2/7 2015

1/1 2016

Figure III.8. Example of Docking Survey interval


Requirements and examinations for Docking Survey are listed in


Part B Table B6.1.

C.5 Boiler Survey (BS)


Boiler Survey (BS) is a survey for boiler and its system in a ship. The

interval for BS is described below:

a) BS is carried out concurently with Special Survey

b) Within 36 months from the date of completion of the Classification

Survey or previous BS.

From poin a) and b) above, it can be concluded that every 5 years

(valid period of Classification Cerfiticate) a ship must have minimum two

Boiler Surveys. The example for illustration of Boiler Surveys can be seen at

Figure below :


Certificate / SS

AS 3rd / DS 1st

SS / DS 2

nd

Must be carried out within 36 months Still inside the 36 months limit

In 5 years, minimum 2 Docking Surveys

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AS 1st AS 2nd /

IS AS 4th

2/4 2012

2/4 2013

2/4 2014

2/4 2015

1/4 2016

2/4 2011

2/1 2012

2/1 2013

2/7 2013

2/1 2014

2/7 2012

2/7 2014

2/1 2015

2/7 2015

1/1 2016

Figure III.9. Example of Boiler Survey interval

Exceptional for ships where over eight years have elapsed since

construction and that have only one main boiler, Boiler Surveys are to be

carried out at Annual Surveys, Intermediate Surveys, and Special Surveys.

C.6 Propeller Shaft and Sterntube Shaft Survey


Propeller Shaft and Sterntube Shaft Survey (PS) is a survey to the

propeller shafting and sterntube shafting systems onboard a ship to make sure

the systems are still meet the requirements of the Society.

Based on the protection aganist corrosion method, the Society divided

the systems into 2 main categories, Propeller shaft kind 1 and kind 2. The

differentiation of those system affected in the difference period of PS. Below

are the breakdowns of Propeller Shafting and Sterntube Shafting systems :

1) Propeller Shaft Kind 1.

This kind of system is effectively protected against corrosion. Propeller

Shaft Kind 1 is still divided to 3 categories based on the lubrication method:

Kind 1A : using sea water as the lubricant. Maximum Propeller Shaft

and Stern Tube Shaft Survey (PS) period for this type is 5 years from

the including pospenement afloat (for Occasional Survey) is 5,5 years.

Kind 1B : using lubrication oil as the lubricant. Maximum PS period

for this type, including Occasional Survey and or Partial Survey is 8

years.


Certificate / SS

Must be carried out within 36 months Still inside the 36 months limit

In 5 years, minimum 2 Boiler Surveys

AS 3rd / BS 1

st

SS / BS 2

nd

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Kind 1C : using oil as the lubricant, but there are some additional

advance monitoring systems, such as oil monitoring system, heat

monitoring system, leak monitoring system, etc., that integrated to the

warning sytem. Maximum PS period for this type, including

Occasional Survey and or Partial Survey is 10 years.

2) Propeller Shaft Kind 2:

The system uses sea water as the lubricant, and because it is not protected

against corrosion by sea water, the interval of surveys is shorten. Maximum

PS period for this type is only 3 years (36 months) from the date of completion

day of the Classification Survey or the previous PS Survey.


Requirements and examinations for Boiler Survey are listed in

ClassNK’s Regulations For The Classification and Registry of Ships, Part B

Table B8.1.

C.7 Occasional Survey


When something major happening in a ship such as damage, repair

work, and modification, ship owner must apply an Occasional Survey to the

Society. Then the Society will arrange an Occasional Survey based on the

invitation of ship owner.

From the information above, it can be concluded that an Occasional

Survey is held in order to make sure that every change which made to the ship

is still in the range of safety for human, environtment, and property at sea

during the operational life of the ship. Because of the condition above,

periodic intervals for occasional survey is not define . But it can be held

concurrently with other periodic surveys when the maximum allowable time

for the condition above, which have been agreed by surveyor in charge and

ship owner or ship manager, is in the same date of the other periodic surveys.

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Parts of the ship that must be survey in Occasional Survey are the ones

which have to be repaired or modified. Below are examples for occasional

survey:

Example 1:

On January 21st

2011, MV “SATU-SATU” had a collision with other

ship called MV “DUA-DUA” which classed to ClassNK. The ship owner of

MV “DUA-DUA” has applied to ClassNK Office to verify the damage part

caused by the accident. According to the ship’s Master of Protest (Statement of

Fact) that MV DUA-DUA has damage parts as described below:

The side shell plate found dent with 45mm of depth and 100cm of

width between Frame no. 34 to Frame no. 45 at sheer strake,

Some of the construction members such as side shell frame found

detached and bent,

No crack found and no leakage.

Additional information of the condition:

Location of the collision was in the remote area which does not

have any proper facilities for permanent repair,

The ship was still fully loaded with cargos.

Action taken for example 1:

Following up the ship owner of MV “DUA-DUA” request to verify the

damage part caused by accident with MV “SATU-SATU” on January 21st

2011. ClassNK, as stated in “Rules for The Survey and Construction of Steel

Ship” Part B 1.1.2 -2(3) and 1.1.3.3, will carried out:

An Occasional Survey on 24th January 2011 based on the invitation from

ship owner.

After Surveyor in charge carried out the Occasional Survey, the result of the survey

which had been agreed by surveyor in charge, ship’s master, and ship owner are:

1. The detached frames and bent skin must be permanent repaired to the approved

original design immediately within 3 months from the date of completion of the

first occasional survey.

2. Then it will be checked again in the next occasional survey, when permanent

repair has been done, or in the next periodical survey which ever comes first.

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3. When permanent repair has not been carried out yet, the ship is still allowed to

sail by fulfilling the requirements below:

- Not sail under heavy weather.

- For temporary repair, the bent frames should be tacked welding in the next

destination port.

Example 2:

On April 1st

2011, MV “KWIK-KWIK” which classed to ClassNK had

an accident in Mahakam River, the ship hit a loose log caused by a high

current. The ship owner of MV KWIK-KWIK has applied to ClassNK office

to verify the damaged part caused by the accident. According to the ship’s

Master of Protest (Statement of Fact) that MV KWIK-KWIK has damage

parts as described below:

One of the propeller blade found missing in 0,6R of the propeller

radius,

Minor dent found at the tip of the other three blades,

No damage found in the rudder or any part of the ship.

Additional information of the condition:

Location of the collision was in the remote area which does not

have any proper facilities for permanent repair,

The ship was in journey to the destination port and still fully loaded

with cargos.

The ship owner stated that the ship is still in contract to carry

cargos in this route for the next 6 months.

Figure III.10. Temporary Repair for Propeller

Action taken for example 2:

Following up the ship owner request to verify the damage part caused

by accident with MV “QIUCK-QUICK” on April 1st

2011. ClassNK, as stated

0,6 R 1

2

3

4

1

2

3

4

0,55 R

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in “Rules for The Survey and Construction of Steel Ship” Part B 1.1.2 -2(3)

and 1.1.3.3, will carried out:

An Occasional Survey on April 2nd

2011 based on the invitation from ship

owner.

After Surveyor in charge carried out the Occasional Survey, the result of the survey

which had been agreed by surveyor in charge, ship’s master, and ship owner are:

1. The damaged propeller must be replaced by a new one which based to the

approved original design of the propeller within 1 year from the date of

completion of the occasional survey.

2. No welding repair is permitted for blade no.1

3. For temporary repair only, the ship owner had submit the modification below to

the Society to be reviewed immediately:

For blade no.1 must be round grinded at 0,55R

For blade no.2 and 4 is allowed to be builded up the defect to the original

design by welding.

For balance reason, blade no.3 must be cut and grinded precisely like blade

no.1

4. Temporary repair is must be carried out as soon as possible in the next

destination port after the society approved the modification,

5. When permanent repair has not been carried out yet, the ship is still allowed to

sail by fulfilling the requirements below:

- The propeller rotation per minute is limited to maximum 40% from its service

rpm, before temporary modification of the propeller is carried out.

- The propeller rotation per minute is limited to maximum 60% from its service

rpm, after temporary modification of the propeller is carried out.

- Not sail under heavy weather.

D. Statutory and Installation Survey

D.1. Statutory Survey

Statutory surveys are surveys for statutory which become mandatory

depend on flag states, including all mandatory surveys by IMO Instruments

such as conventions about SOLAS, MARPOL, ILL, Tonnage, and ILO

Instruments. For every conventions, there are always two types of survey

which are periodic surveys and non-periodic surveys.

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D.1.1. Periodic surveys for statutory

1. Annual Surveys

Are surveys carried out annually for ships which have fulfilled

the related requirements of convention, or for ships which have the

statutory certificate (generally valid for 5 years or more than 1 years).

The purpose of these surveys are to confirm that ship owners are taking

care of the ship and the equipments onboard it. And to make sure that

those equipments are well function according to related conventions.

If the requirements are fulfilled, to confirm that annual surveys

has been done, the certificate can be endorsed by surveyor in charge.

The interval for these survey generally concurrent wit annual survey

for classification certificate.

2. Intermediate Surveys

the definition and interval are the same as the one for

classification survey, but the purpose is for statutory equipments.

3. Renewal Surveys

These surveys ar eto confirm that the ship condition and

equipments are still able to operate and well function for the next 5

years. The related statutory certificates are able to reissued for the next

5 years if all the requirements for the related conventions are fulfilled

and the results of survey are satisfying the surveyor in charge.

It is suggested to ship owner that they arrange the renewal

survey as early as possible so that it will have been finished by the time

that related statutory certificates are invalid anymore.

D.1.2. Non-periodic surveys for statutory

1. Initial Survey

Is a survey which done first onboard the ship, usually start from

the building process until test and trial before the delivery date to ship

owner (for ship which survey during contruction). Or survey for the

first time befor the ship is classed to the society.

This survey is to confirm that all the rules in the convention

adopted to the ship are function well according to the purpose. Related

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statutory certificate will be issued and handed to the shipyard than will

be given to the ship owner if the survey results are satisfying the

surveyor in charge.

1. Occasional surveys

Are non-periodic surveys which carried out such as to confirm

main changes (conversion) to the ship and equipments onboard or to

review the repair for damage condition for the equipments or systems

related to statutory conventions.

2. CAS Surveys

To reduce the risk of oil pollution to the sea, tankers with single

hull which cannot fulfill the requirements of MARPOL Annex 1 Reg.

1(26) must be converted to double hull, that include “Category 2 Oil

Tankers” and “Category 3 Oil Tankers”, MARPOL Annex 1 reg.13 G

obliges those tankers to arrange survey for general condition of the

hull conscientously, which also known as “Condition Assesment

Scheme” Surveys. Only for single hull tankers which have fulfilled the

requirements of CAS that allowed to operate for the next 5 years start

from the completion day of survey.

D.1.2. Types of Statutory Survey

D.1.2.1. SOLAS 1974/1978/1988, and amendments,

a. Cargo Ship Safety Construction Survey

SCA – SAFCON Annual Survey, every 1 year

SCA – SAFCON Intermediate Survey, 2,5 years

SCR – SAFCON Renewal Survey, every 5 years

SAFM – SAFCON Miscellaneous Survey, non-periodic

b. Cargo Ship Safety Equipment

SEA – Safety Equipment Annual Survey, 1 year

SEI – Safety Equipment Intermediate Survey, 1 year

(just for Tankers, > 10 years of age)

SEIL – Safety Equipemnt Initial Survey, non-periodic

SER – Safety Equipment Renewal Survey, every 2 and

5 years

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SEM – Safety Equipment Miscellaneous, non-periodic

c. Cargo Ship Safety Radio Survey

RTR – Radio Telephony Renewal, every 1 year

RTM – Radio Telephony Miscellaneous, non-periodic

RTR/H – for ships where her flag had followed HSSC.

Update of Certificate every 5 years, but Annual Survey

is to be carried out.

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D.1.2.2. MARPOL 73/78, and amendments,

a. MARPOL 73/78 Annex I

MARPOL Oil Annual, every 1 year

MARPOL Oil Intermediate, every 2,5 years

MARPOL Oil Initial, non-periodic survey, is to be

carried out at the 1st Survey

MARPOL Oil Renewal, every 5 years

Condition Assessment Scheme (CAS) Survey, for

Single Hull Tankers which not accomplish of

MARPOL Annex I Reg. 1 (26) requirement about

Double Hull, which included Category 2 and

Category 3, after April 5th

, 2005 or the date of after

aged of 15 years. (MARPOL Annex I Reg. 13 G)

b. MARPOL 73/78 Annex II

MARPOL Noxious Substances Annual, every 1

year

MARPOL Noxious Substances Intermediate, every

2,5 years

MARPOL Noxious Substances Initial, non-periodic

survey, is to be carried out at the 1st Survey

MARPOL Noxious Substances Renewal, every 5

years

c. MARPOL 73/78 Annex VI

MARPOL Air Pollution Annual, every 1 year

MARPOL Air Pollution Intermediate, every 2,5

years

MARPOL Air Pollution Initial, non-periodic survey,

is to be carried out at the 1st Survey

MARPOL Air Pollution Renewal, every 5 years

D.1.2.3. International Load Lines 1966/1988

a. Periodical Load Lines Inspection (PLI), every 1 year

b. Periodical Load Lines Renewal (PLR), every 5 years

c. Load Lines Maiscellaneous (LLM), non periodic

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d. Initial Load Lines (ILL), non periodic, is to be carried

out 1st Survey.

D.2. Installation Survey

D.2.1. Cargo Handling Appliances Survey

The structural members of the Cargo Handling Appliances are

permanently fitted to the hull structure. The tests and surveys are to comply

with the requirements in Rules for Cargo Handling Appliances.

D.2.1.1. Kind of Surveys

The kinds of Survey for Cargo Handling Appliances are as

follows :

1. Survey for registration, hereinafter referred to as

Registration Survey, is divided 2 parts :

a. Registration Survey during Construction

b. Registration Survey of Cargo Handling Appliances

not built under Survey

2. Periodical Surveys for maintaining registration

a. Annual Thorough Surveys

b. Load Tests

3. Occasional Surveys

D.2.1.2. Timing of Surveys

The timing of the Survey of Cargo Handling Appliances are

to be in accordance with the followings :

1. Registration Survey is to be carried out when the safety

working load, etc. Are assigned for the first

time.

2. Annual Thorough Survey are to be carried out at the

dates not exceeding 12 months from the date of

completion of the Registration Survey or the previous

Annual Thorough Survey.

3. Load Tests are to carried out at the Registration Survey

and at the dates not exceeding 5 years from the date of

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completion of the Registration Survey or the previous

Load Test.

4. Occasional Survey is to be carried out when Cargo

Handling Appliances fall under any of the following

conditions at the time other than Periodical Survey.

Many cases of Occasional Survey on Cargo Handling

Appliances, such as below :

a. When serious damage is caused on the structural

members and the repair or conversion is made,

b. When major conversion is made the cargo handling

procedures, rigging arrangements, operation, and

control methods,

c. When the assignment and marking of safe working

load, etc. is altered, and

d. Other cases when considered necessary by the

Society.

D.2.2.3. Periodical Survey carried out in Advance

Periodical Survey may be carried out in advance of the due

date of each survey upon application by the owner.

D.2.2.4. Postponements of Periodical Surveys

Periodical Survey may be postponed subject to approval by

the Society. The period of such postponements is not to

exceed 3 months from the date specified in C.1.2.2.

D.2.2. Automation and Remote Control System

The Rules for Automatic and Remote Control System apply to the

survey and construction of centalized monitoring and control system for

machinery, monitoring and control systems for periodically unattended

machinery spaces, and specific automation equipment, also referred to as

Automation and Remote Control Systems.

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D.2.2.1. Kind of Surveys

Automatic and remote control system registered or intended

to be registered are to be subjected to the following surveys:

1. Surveys for registeration of automatic and remote control system,

also referred to as Registration Surveys.

2. Surveys for maintaining registration of automatic and remote

control system, also referred to as Registration Maintenance

Survey, which are :

a. Annual Surveys

b. Special Surveys

c. Occasional Surveys

D.2.2.2. Survey Intervals

Surveys are to be carried out in accordance with the

following requirements given as follows :

1. Registration Surveys are to be carried out at the time of application

for registration

2. Registration Maintenance Surveys are to be carried out at those

intervals specified as follows :

a. Special Surveys are to be carried out at those intervals specified

in 1.1.3-1(3), Part B of the Rules for the Survey and

Construction of Steel Ships.

b. Annual Surveys are to be carried out at those intervals specified

in 1.1.3-1(1), Part B of the Rules for the Survey and

Construction of Steel Ships.

c. Occasional Surveys: at a time falling on any of mentioned

below, independently of Special Surveys and Annual Surveys :

o In cases where any main parts of systems have been

damaged, repaired, renewed,

o In cases where any systems ar modified or altered, and

o In cases where considered necessary by the Society,

ClassNK.

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E. Survey Record and Certification

Survey Record and Ship Certification is divided into 2 parts, Class Survey Record and

Certification and Statutory Survey Record and Certification

E.1. Class Survey Record and Certification

E.1.1. Class Survey Record and Certification for Hull

1) Form H is used to describe hull survey on periodical surveys.

2) Form HI is used to describe survey activity and results on each hull

compartment such as internal inspection, pressure test, and coating

condition of ballast tanks and cargo/ballast holds as well as naming

suspect areas.

3) Form H-CLS is used to describe close up surveys.

4) Form H-CTG is the form for the ship except Oil Carrier and

Chemical Carrier. The form is used to describe coating condition of

ballast tanks including cargo/ballast holds.

5) Form H-CTG (-TC1, -TC2, -TC3, - TC4) are the form for Oil

Carrier and Chemical Carrier. The forms are used to describe coating

condition of ballast tanks. With regard to coating condition and

survey record forms.

6) Form H-THC (-1B, -1C, -1D, -1T, -2B, -2C, -2D, -2T, -3B, -3C, -

3D, -3T, -4B, -4C, -4D, -4T, -AC, -AD, -AT, -IB, -IC, -ID, -IT, -G)

are used for description regarding thickness measurement. Suffixed

letters following “Form H-THC” show kind of ship and kind of

survey.

7) Form H-LST is the form would describe evaluation on longitudinal

strength of oil tankers of oil tankers of 130 meter in length and

upwards and of over 10 years of age.

8) Form H/BCS (S-26, 27), H/BCS (S-19), H/BCS (S-30), and

H/BCS (S-31) are to describe the ship’s compliance to Bulk Carrier

Safety requirements. The IACS UR number which corresponds to the

requirements described that indicated suffixed to the record form

code.

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E.1.2. Class Survey Record and Certificate for Machinery

1) Form M is the form substitutes previous M-1-1. It is to used in

reporting general test and examination on machinery during

periodical surveys.

2) Form M-M2 (CMS) (M2 button on CBSS) is the form replaces

previous M-2 and M-3 to be used in reporting continuous machinery

survey.

3) Form M-PMS (M2 button on CBSS) is to be used in reporting

surveys in planned machinery maintenance scheme.

4) Form M-RMS is to be used in reporting in refrigerated machinery

survey.

E.1.3. Class Survey Record and Certificate for Docking Surveys

Form DS is to be used in reporting docking surveys.

E.1.4. Class Survey Record and Certificate for Boiler Surveys

Form BS is to be used in reporting boiler surveys.

E.1.5. Class Survey Record and Certificate for Propeller Shaft Surveys

1) Form PS is to be used in reporting propeller shaft surveys.

2) Form M-PRF is the form replaces previous M-6. This form is aimed

to be used to confirm appropriate conduct of propeller fitting

recording pushing force and boss travel. This form is also to be made

without fail in case of keyless propeller fitting and is to be sent to

Classification Department of ClassNK.

E.1.6. Survey Record for Cargo Handling Gear Surveys

Form CHG is to be used in reporting cargo handling gear surveys. All

the survey activity and their results are to be indicated in the form in

accordance with the instruction in the form or that given through the

support system.

E.1.7. Survey Record for Automatic and Remote Control Systems

Form M0 is to be used in reporting surveys on automatic and remote

control systems.

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E.2. Statutory Survey Record and Certification

Statutory Certificate means the certificate which issued the following

conditions as below :

1. The flag state ratifies the related convention or code,

2. The ship meets the requirements of the related convention or code (Length,

Gross Tonnage, Navigation Area, etc.).

Certificate is issued on the basis of compliance with International Conventions

or Codes including Documents of Compliance, Non-Conventional Certificate, and

Attachment to Certificates (Record of Equipment (Form E/R/P/C) and Suplement

(OPP/APP Suplement).

Non-Coventional Certificate means Document of Compliance which issued

for the vessels of the non - party of the convention or code which meets the

requirement of convention or code. (Length, Gross, Tonnage, Navigation Area, etc.).

Beside, non-conventional Certificate means as Local Certificate which issued on the

basis of the domestic law or regulations.

Final Certificate, is a certificate issued upon satisfactory completion of an

initial, renewal, or occasional survey.

Interim Certificate is a certificate issued by the attending surveyor upon

satisfactory completion of a survey in order to permitr the ship to trade while the final

certificate.

Conditional Certifcate, is a certificate that issued by the attending surveyor

when minor deficiencies exist which cannot be corrected in the port of survey. Minor

deficiency is a deficiency which does not prevent the ship to proceed to sea without

danger to the ship or person on board.

HSCC ( Harmonization of Statutory Certificate), can be meant as any

certificate issued in accordance with :

a. Protocol of 1988 relating to International Convention on Load Lines, 1966.

International Load Lines Certficate 1966.

b. Protocol of 1988 relating to the International Convention for the Safety of

Life at Sea (SOLAS), 1974, include :

1. Cargo Ship Safety Construction Certificate,

2. Cargo Ship Safety Equipment Certificate, and

3. Cargo Ship Safety Radio Certificate.

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c. MARPOL 73/78 and 97: Annex I, II, III, IV, V, and VI,

Annex I : International Oil Pollution Prevention (IOPP) Certificate,

Annex II : International Pollution Prevention Certificate for Noxious

Liquid Substances (NLS) Certificate),

Annex III : Document of Compliance with Special Requirement for

Ships Carrying Dangerous Goods at SOLAS Chapter II-2/54 and

IMDG Code,

Annex IV : International Sewage Pollution Prevention Certificate,

Annex V : Gerbage Record Book, and

Annex VI : International Air Pollution Prevention (IAPP) Certificate.

d. Chemical Code (IBC Code and BCH Code),

Certificate of fitness of the Carriage of Dangerous Chemicals in Bulk.

e. IGC Code, as amended by resolution MSC. 17 (58) and GC Code, as

amended by resolution MSC. 25 (60).

Certificate of Fitness for the Carriage of Liquefied Gas in Bulk.

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Table III.1. Statutory Certificates

Convention / Code

Convention / Code

Applied Certificate

Applied Certificate

ILLC 66/ILLC PROT 88/IMO Res. A. 883

(21)

MARPOL Annex II

LL

66 LL-66

NLS 73/78 NLS-78P

88 LL-P

MARPOL Annex IV

883 LL-A883

SPP 73/78 ISPP-78P

LX 66 LX-66

MARPOL Annex VI

88 LX-88P

APP 97 IAAP-97P

SOLAS 74/SOLAS PROT 78/SOLAS PROT

88/IMO Res. A. 883 (21) APP Supl. IAPPsupl

EIAPP EIAPP

SC

74 SC-74

AFS

78 SC-78P

AFS IAFSC

[78] SC-78N

IBC Code/BCH Code

88 SC-88P

IBC 83A IBC-83A

A883 SC-A883

BCH 83A BCH-83A

SE

74 SE-74

IGC Code/GC Code/Existing Gas Code

78 SE-78P

IGC 83A IGC-83A

[78] SE-78N

GC

4A GAS-4A

88 SE-88P

83A GC-83A

A883 SE-A883

Existing GC GAS-EX

Form E

74, 78, [78] SER-74

88 SER-88P

A883 SER-A883

SR

74 SR-74

88 SR-88

A883 SR-A883

Form R

74 SRR-74

88 SRR-88P

A883 SRR-A883

SF

88 SF-88P

A883 SF-A883

Form C

88 SFR-88P

A883 SFR-A883

SPA

74 SPA-74

88 SPA-88P

A883 SPA-A883

Form P

74 PAR-74

88 PAR-88P A883 PAR-A883

SX

74, 78, A883 SX-74

88 SX-88P

Dangerous Goods (SOLAS Chap. II-1 Reg.

54/19)

DG DG

MARPOL Annex I OPP 73/78 IOPP-78P

OPP Supl.

Form A IOPPsuplA

Form B IOPPsuplB

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CHAPTER IV

SHIP DAMAGE AND REPAIR

A. Hull Damage

Damage does not only include uniform wastage due to deteoritation with ageing, but

also damage due to mishandling and damage due to sea casualties. The number of

instances of damage occuring simultaneously in the same period to the same type of ship

is to be taken as one so as to focus on understanding the damage location and the damage

nature. For example, if cracks have been found at five locations in a bulwark stay and at

four locations in a hatch side coaming end stay during a survey, the number of instances

of damage is considered as two. The number of instances is not the number of locations

where crack occured. The damage occured at two locations namely the bulwark stay and

the hatch side coaming stay, so the number of instances is taken as two.

A.1. Examples of Hull Damage

According to ClassNK’s database in 2007, below are some examples of hull

damages which happened in ships registered to ClassNK:

A.1.1. Damage due to Bow Flare Slamming

Damage due to flare slamming has been reported by ClassNK in

container carriers and vehicle carriers. Damage due to bow falre slamming

refers to damage such as buckling deformation that occurs in structural

members of the shell plate above the load water line at bow having a large

flare angle, called rake angle, when the side plate receives large impact

pressure during heavy weather.

The flare angle at the bow of container carriers and vehicle carriers is

large, and the operating speed is high. Therefore, these ships are likely to

sustain damage due to slamming more frequently than other kind of ships.

According to damage due to slamming reported through ClassNK about 80%

of this kind of damage occured to the flare parts of container carriers and

vehicle carriers. The damage nature was mainly buckling deformation of

various structural members such as shell plates, primary structural members,

and stiffeners.

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A.1.2. Abnormal Corrosion between Dissimilar Metals

Abnormal corrosion on the surface of bow thruster duct in two

container ships of age usually about 10 years. Stainless steel was used around

the propeller in the duct while mild steel was used at other parts. This damage

has occured in the mild steel meanwhile excessive corrosion has especially

occurred in the mild steel close to the stainless steel boundary. Moreover,

damage such as erosion was not found in the stainless steel around the

propeller. This is attributed to the formation of galvanic cells due to the

potential difference between dissimilar metals. When two dissimilar metals are

electrically connected and are immersed in the sea water, the metal that forms

the anode becomes cationized. Corrosion of the metal on the anode side is

facilitated more than usual so that the electrons move on the metal that

becomes the cathode. The probability of damage by corrosion between

dissimilar metals when mild steel becomes the anode is considered to be high.

When damage due to corrosion between dissimilar metals as above is

discovered, measures are neccessary to prevent the formation of galvanic cells

between structural members. A detailed example of such as a measure is

included below :

Install sacrificial anode and perform periodic maintenance,

Apply coating not only on the cathode metal, and ensure that the

metals do not come in contact with the electrolyte (sea water),

Create an electrically-insulated state such as by inserting an insulating

body between dissimilar metals,

If there is not need to use two or more kinds of metallic materials, stop

using dissimilar metals and use metal made of the same material.

A.1.3. Cracks in Side Longitudinals

In a container ship of age 15 years, there is crack in side longitudinals

in the side ballast tank and heeling tank. Some of the cracks propagated to the

side shell plate. Cause of cracks is acting loads, considered by include below :

Static water pressure within ballast tanks,

Additional heat due to hull motion,

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Variable wave pressure,

Horizontal bending of hull,

Moment due to water pressure on bottom,

However, fatigue crack probably occured at the joints of the stiffeners

attached to transverse rings and side longitudinal probably propagated to the

web plate and reached to side shell plate. The damage nature is similar to

fatigue cracks that occured in side longitudinals of VLCC’s single hull, but

compared to oil tankers, the load water line in container is relative lower, so

the crack in side longitudinals in container ship tends to form downward in the

ballast tank.

When a crack propagates up to the side shell plate as in this ship,

immediate repairs that include appropriate reinforcement is neccessary.

Reinforcements around the side longitudinals are strongly reccomended. The

repair method by which bracket is fitted in front of and behind a joint is

extremely effective. This method can reduce stress concentration and good

effects can be anticipated. The shape of welding bed during repairs. Welds

bead should be faired by grinding after adequate reinforcement. Avoiding

stress concentration by any means is important.

A.1.4. Cracks in the Joint of Horizontally Corrugated Longitudinal

Bulkhead and Access Trunk Wall

This damage hull type was usually happened in Oil Tanker and

Chemical Tanker of age 7-10 years. Access Trunk is provided adjacent to the

longitudinal bulkhead and transverse bulkhead as a compartment to access the

double bottom. A diaphargm in the access trunk and web plate of corrugated

longitudinal bulkhead. The combination of out-of-plane load (lateral load)

acting on the access trunk wall due to cargo tank internal liquid pressure, and

axial load acting on the web plate of corrugated longitudinal bulkhead due to

longitudinal hull bending acted as large load, and caused crack in the stress

concentration location of the intersection.

Stress concentration needs to be reduced for this damage. Additionally

fitting carlings or stiffeners in the access trunk along the web plate of

corrugated longitudinal bulkhead is an effective measure.

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A.1.5. Cracks in the Engine Room Front Bulkhead

This damage hull type was usually happened in Bulk Carrier of age

still 1 year. The event of crack at the intersection of slant plate of the last

topside tank and the longituinal bulkhead of fuel oil tank in the engine room at

the engine room from bulkhead had been happened on the list surveys of

ClassNK.

The structure at the intersection is a structurally discontinous and the

stiffeness changes abruply, so the problem solve for this damage hull type are

neccessary during the design stage. During construction, brackets or stiffeners

are generally fitted on Bulk Carrier. The reinforcement was carried out that

additional bracket was fitted to the topside tank slant plate in the cargo hold

along the longitudinal bulkhead of the fuel oil tank in the engine room.

As mentioned above, the cause of this kind of damage is considered to

be stress concentration at the intersection of members due to structural

discontinuity at the intersection. The methods below may be considered as

reinforcement measures in case such damage occurs :

Fit bracket to the topside tank slant plate in the cargo hold along

the longitudinal bulkhead of the fuel oil tank in the engine room,

Fit bracket in the topside tank along the longitudinal bulkhead of

the fuel oil tank in the engine room,

Fit bracket or stiffener in the engine room along the slant plate of

the topside tank.

A.1.6. Cracks in Bilge Strake from Doubling Plate End of Bilge Keel

This damage hull type was usually happened in Bulk Carrier of age 13

year. The crack had occured on the outer face of bilge strake from the ends of

doubling plate used for fitting bilge keel arranged intermittently, and it

penetrated to the internal part of the ballast tank. Crack usually occured at 2

locations on the bilge strake positioned amidships.

Bilge keel is not treated as a longitudinal strength member in the

Rules. Practically, the bilge keelis subjected to repetitive loading after

receiving the effect of longitudinal bending of the hull due to ship motions.

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Sometimes fatigue cracks ocur at stress concentration locations such as the

ends of the bilge keel. In case of Bulk Carrier especially, the bilge keel was

fitted intermittently, and the ends of the keel were positioned amidship, it

could be one of the crack occurrence causes.

High stresses are anticipated to occur at the ends of the bilge keel

amidship. Generally, the ends are positioned on transverse in the bilge tank

within the hull, or are arranged to land at the position of brackets or bilge

stiffeneres installed between bottom longitudinal. However, a doubling plate is

frequently installed for fitting bilge keel between the keel and the bilge strake.

If the distances from the end of this doubling plate to the position of tranverse

web or bilge stiffener or bracket in bilge tank is too large, then stress

concentration occurs at the end of the bilge keel, end of doubling plate for

fitting bilge keel, resulting in crack.

When a through crack occurs as in the case of this ship, it is advisable

to renew the bilge strake in which crack occured to a thicker palte as a part of

the maintenances and repairs. In addition, considerations to dress the welds of

doubling plate and bilge strake are also effective measures. During bottom

surveys in dry dock or during in-water surveys, it is important to pay attention

to the ends of the bilge keel amidship.

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B. Machinery Damage

Machinery damage that seriously caused to navigation has been categorized into 2

aspects, are :

Ship machinery damage that results is being unable to navigate by her own

propulsion and to be towed to a epair port (hereinafter referred to as ”damage with

towage”), and

Ship machinery damage that forces is to reduce her navigation speed restricting

her main engine output to a repair ort (hereinafter referred to ”damage with speed

reduction”). Navigation speed means the speed at which the ship can maintain

ship’s operation using a rudder even during maneuvering in rivers and when

entering/leaving a port. It is also the speed taht can last a long voyage. Generally,

the minimum navigation speed is 7 knots and a half of the planned speed during

maximum continous output of the ship under a full-load condition.

Machinery damage refers to the damage found in machinery and equipment inspected

during ship surveys. Although most of the damage incidents found during surveys by

ClassNK are minor such as light wear or corrosion of components of parts of the

machinery and equipment, some of them are serious and could develop into major damage

or could lead to a serious casualty. Incidents of damage estimated to have occured during

casualties such as damage to propeller from contact with floating objects are not included

in general damage and have been excluded.

B.1. Examples of Machinery Damage

Incidents of damage to the main engine and equipment are described below.

Since damage in diesel main engines generally occurs cylinder units, the damage rate

was calculated using the damage rate in terms of individual units. Where the number

of diesel main engines and other equipments for certain models was too small and

expressing the damage rate for such machinery and equipment was inappropriate, the

number of incidents of damage was used.

When damage occurs to a part thereof and if the damage extends to other

secondary parts, then the incidents of damage to each unit or part are added up when

estimating the damage rate in term of individuals units. For instances, this trend

frequently appears in the units around the cylinder combustion chamber, and the

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damage condition needs to be judged viewing both initial damage and subsequent

damage.

B.1.1. Damage to Diesel Main Engines

The incidents of damage to diesel main engines were tabulated by

broadly categorizing them first into two-stroke main engines and four-stroke

main engines.

Two-stroke main engines were classified by engines built under

license, and further sub-divided into crosshead and trunk-piston engines. Four-

stroke main engines were sub-divided into domestic models designed by

domestic manufacturers and models built under license after importing the

design.

B.1.1.1. Two-stroke Diesel Main Engines (Crosshead Type)

The main kinds of damage were usually happened such as :

Wear of the contact surface of the cylinder liner,

Burn-out (high temperature corrosion) of the top part of the

fire-exposed surface of the piston crown,

Wear of the piston ring groove,

Peel-off the crankpin bearing metal and main bearing metal,

Crack on column,

Cracks and erosion near the valve opening of the fire-exposed

surface of the cylinder cover,

Damage to turbocharger and air inter cooler,

Crack or erosion near the starting valve mounting hole on the

fire-exposed urface of the cylinder cover,

Peel-off and scratches on crosshead pin bearing metal

(mainly on the underside),

Peel-off of main bearing metal and wear of luel cam.

There are types of Diesel Main Engine beside Two-

stroke Diesel Main Engines (Crosshead Type) such as Two-

stroke Diesel Main Engines (Trunk Piston Type), Four-stroke

Diesel main Engines (Domestic Model), and Four-stroke

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Diesel Main Engines (Licensed Type) which have the same

damage problem with Two-stroke Diesel Main Engines

(Crosshead Type).

B.1.2. Damage to Shafting System

Damage to Shafting System were happened in Thrust Shafts and

Intermediate Shafts. There are several instances of corrosion and scatches of

thrust pad and wear of bearing metal have been usually happened in thrust

shafts. Meanwhile, the main kind of damage to intermediate shafts were wear,

peel-off and burn-out of the bearing metal, and scratches and crack in the

intermediate shafts because of abnormal bearing temperature.

B.1.2.1. Shafts Coupling Bolts

The main kinds of damage to shaft coupling bolts were

sticking of bolts and scratches on the bolts. Some cases of new ships

that at 1st Propeller Shaft Survey, shaft coupling bolts stuck in bolts

stuck in bolt holes, could not be withdrawn, cut by gas, and forced to

be replaced.

B.1.2.2. Propeller Shafts

Instances of crack in the tapered part of the propeller shaft in

the annual reports in the past including the part near the keyway and

near the aft end of the propeller shaft sleeve. Damage to Propeller

Shafts were also happened in stern tube lubrication system and

propeller-fitting system.

B.1.2.3. Stern Tube Bearings and Stern Tube Seal Assemblies

The main kind of damage to water-lubricated stern tube bearing

was wear of lignum vitae and rubber. In oil-lubricated stern tubes,

wear and peel-off of white metal.

The main damage to stern tube seal assembly was wear of

contact parts in both water-lubricated stern tube assembly (gland

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packing and mechanical seal assembly) and oil-lubricated stern tube

seal assembly (lip seal assembly).

B.1.2.4. Propellers

Most incidents of damage to propellers were bending or

breakage of blade edges because of contact with floating objects.

These incidents of damage have not been taken into the account for

calculating the damage rate, but an appreciable number of such

incidents of damage are being happened in ship which registered by

ClassNK. Most of these incidents of damage have occured in

propellers that have been repaired by building up the metal by welding

or by directly bending the blade and restoring it to original condition.

In addition, many cases that the thickness of the blades had been

reduced by erosion due to cavitation and this thickness had been built

up by welding.

B.1.3. Damage to Boilers

The main kinds of damage common to all type of boilers were

corrosion and burn-out damage of water tubes and smoke tubes, corrosion, and

wear of attached valves. In addition, there are a few cases of cracks in the

welds of lue tubes of smoke tube boilers and cracks in the edges of flue outlets

of water tube boilers.

The main instances of damage to exhaust gas economizer include

corrosion of evaporating tube and attached valve. In addition, accumulated

soot in the exhaust gas economizer ignites and causes soot fire due to

abnormal combustion in the economizer in some cases.

B.1.4. Damage to the Engines for Main Generators

Damage to diesel engine for main generator is mainly wear in the

contact and rotating parts. Other incidents are especially those accompained

by major repairs include breakage of cylinder block or crankshaft by

connecting rod nd balance weights and fly-out of the same.

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B.1.5. Damage to Main Generators and Electric Equipment

The main incidents of damage to main generators include burn-out of

coil and short-circuit of coil. Considerable time is generally required when a

coil is burnt-out. Until the repairs are completed, portable generators may be

loaded on board as back up generators. Incidents of damage to electric

equipment other than generators were mainly short circuit of switchboard and

burn-out or deterioritation of electric motor coil.

B.1.6. Damage to other Machinery and Equipment

Damage to other Machinery and Equipment consist of in steering

gears, pumps, heat exchaners, compressors, and tank, deck machinery, and sea

valves and piping.

The main kinds of damage to pumps handling water are corrosion and

erosion of cassing, corrosion of impeller, wear of shaft and shaft sleeve.

Incidents of such damage have been plentiful particularly in sea water

systems. In pumps handling oil and cargo pumps, the main kind of damage is

wear of shaft and bearing.

The main kinds of damage to heat exchanger were corrosion and

clogging of cooler or condensor tubes. Damage to compressors included wear

of contact and rotating parts. Damage to gas tanks included cracks in the

support fittings.

Main damage to deck machinery is usually wear of contact parts and

rotating parts. In machinery installed on deck, such as windlass and mooring

winch, incidents of damage due to defective maintenance such as corrosion of

the foundation and material defects in castlings.

The main kinds of damage to sea valves were corrosion and erosion of

sea water valves for cooling of main or auxiliary engine and sea water service

valves. In addition, corrosion and erosion of overboard discharge valves used

at high temperature, such as boiler flow valves and distance pieces. It is

particularly important to perform periodic inspection of distance pieces of

boiler blow valves.

Finally, hull damage and macinery damage have a negative affective in

ships. They must be anticipated as fast as possible. However, from technical

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and eonomical aspects, hull damage and machinery damage are one of the

extremely difficult ship damage. So, the damage information required by

organization should be fed back to many the related organizations of shipping

and maritime industry, and efforts to reduce damage rationally by the entire

shipping and maritime industry are very essential. For information, ClassNK

will effectively utilize the damage information required from classed shpis of

more than 150,000,000 tons, and will actively play its role at a ship

classification society for reducing both of hull damage and machinery damage

in ships.

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C. Procedure for Repair and Its Acceptance Criteria

C.1. Diminution Limits and Judgement of Steel in Hull Structure

The diminution limits prescribed in these rules correspond to requirements

during construction of members and dimensions given in the drawings, except where

specifically stated. Therefore, if members with scantlings that significantly exceed the

requirements and have a wide safety margin for strength are used during construction,

the diminution limits of these members may be modified appropriately.

The Diminution limit for transverse bulkhead plates in cargo holds, tnet, is

given by following formula. The values of the diminution limit indicate limit values in

case of uniform wear of members.

trenewal (diminution limit) = tas built – 3 (mm)

tas built = as built thickness

The diminution limit for hatch cover and hatch coaming of Bulk Carrier, tnet,

is given by following formula. The values of diminution limit indicate limit values in

case of uniform wear of members.

trenewal (diminution limit) = tas built - tc + 0.5 (mm)


tc = corrosion addition specified in Table IV.1 following

as below :

Structural Member Corrosion Addition tc (mm)

Type of Structure

For the top, side, and bottom

plating For the internal structures

Steel Hatch

Cover Single plating type 2

Double plating type 2 1.5

Hatch Coaming 1.5

Table IV.1. Corrosion addition for Bulk Carrier

The diminution limit for hatch cover and hatch coaming of ships other than Bulk

Carriers, tnet, is given by following formula. The values of diminution limit indicate

limit values in case of uniform wear of members.

trenewal (diminution limit) = tas built - tc + 0.5 (mm)


tc = corrosion addition specified in Table IV.2 following

as below :

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Structural Member Corrosion Addition tc (mm)

Type of Structure

For the top, side, and bottom

plating For the internal structures

Steel Hatch

Cover Single plating type 2 (1.0 for Container Carrier)

Double plating type 1.5 (1.0 for Container Ship) 1.0

Hatch Coaming 1.5

Table IV.2. Corrosion addition for ships other than Bulk Carrier

There are also diminution limits for principal structural hull members specified in

Table IV.3. following as below :

Structural Member Permissible diminution level

* Shell plates

* Strength deck plates

* Longitudinal beam (flat bar) on shear strake and strength

deck

20 % of original thickness + 1

mm

* Tight bulkheads in deep tanks *1

* Inner bottom plates

* Floors and girders in double bottom

* Primary members (web and face)

(Example)

deck girder, hatch side girder, horizontal girder, web frame,

web beam, strong beam, deck tansverse, side transverse,

bottom transverse, vertical web on longitudinal bulkhead,

side stringer, cross tie, strut, pillar

25 % of original thickness

* Web, face, and bracket of hold frames

* Watertight bulkhead plates

* Frames (excluding hold frames)

* Beams

* Stiffeners

* Brackets (web and face)

(Example) 30 % of original thickness

bottom longitudinal, inner bottom longitudinal, side

longitudinal, deck longitudinal, deck beam

* Effective deck plates

* Hatch cover and hatch beam

*1 The deep tank is a tank used for carriage of water, oil, and other liquids, forming a

part of the hull in holds or tween decks

Table IV.3. Diminution Limits for Principal Structural Hull

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The minimum plate thickness of web and brackets of hold frames is to confirm to

Table IV.4.

Length of ship (m) L < 150

150 ≤ x < 200 L ≥ 200

Minimum thickness

(mm) 6 7 7.5

Table IV.4. The minimum plate thickness of web and brackets of hold frames

For minimum thickness for high tensile steel members, if high tensile is used

in bottom longitudinal of tankers with a single bottom construction, the wear and tear

limit of the web is taken as 25% of the original thickness.

Uniform corrosion of steel plates, the status of corrosion mentioned below is

to be treated as uniform corrosion :

Corrosion extending throughout the length of a frame space,

Corrosion extending through the width of the plate (including linear

corrosion in frames, floors, beams, and linear corrosion in the area

between floors, frames, and beams),

Pitting and local corrosion extending for more than 70% of the area of the

plate (refer to the figure below).

During thickness gauging, surveyor’s daily confirmation of the result is

indispensable. When remarkable corrosion is found the results of thickness

measurement, the Surveyor should examine the pattern and extent of the corrosion

through intensive inspection or thickness measurement and take a necessary measure.

And, Surveyor shall inform the owner’s representative of his finding and necessary

measures to be taken without delay.

For corrosion exceeding acceptable limit, the Surveyor should require repair

such as renewal of the corroded palte exceeding acceptable limit. However, special

consideration may be given for structural members whose actual scantling surpasses

much the Rules requirements.

For substantial corrosion, the Surveyor should give necessary instruction for

further inspection of corrosion which does not exceed acceptable limit, but where

continous monitoring is deemed necessary. Subtantial corrosion in excess oof 75% of

allowable margin is to be nominated as suspect area and thickness measurement and

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necessary inspection of the area is to be carried out at subsequent Periodical Surveys

except for the cargo tanks in Oil Tankers and Chemical Tankers at Annual Survey.

C.1.1. Diminution Limits on Longitudinal Strength

According to the Rules, transverse sections are to be gauged during the

3rd

Special Survey and subsequent Special Survey (during 2nd

Special Survey

for Oil and Chemical Tanker). The results are to be entered in Survey Record.

Thickness measurements are mainly carried out to evaluate uniform corrosion

in Longitudinal Strength. The diminution limit (section modulus of hull

calculated from measured values of dimensions or members) is given in Table

IV.5.

During measurement of longitudinal members at the cross section in

the 0.5 L amidship required by the Rules, if the diminution of transverse

sectional areas of deck flange (deck plating and deck longitudinal). For Oil

and Chemical Tanker, all deck platings, longitudinals, and girders within 0.1

D (where D is the ship’s depth) and bottom flange (bottom shell plating and

bottom longitudinals. For Oil and Chemical Tanker, all bottom shell platings,

longitudinals and girders within 0.1 D) exceeds 10 % of the as built area.

Evaluation of longitudinal strength of the hull girder of Oil Tankers of

130 m in length and upward and of over 10 years of age is follows :

Longitudinal strength should be evaluated by using the results of

thickness measurements of the ship’s transverse sectional areas

within 0.4 L amidship for the extent of the hull girder length that

contains ballast tanks and cargo tanks therein and between 0.4 L

and 0.5 L amidship for adjacent ballast tanks and cargo tanks

which may extend beyond 0.4 L amidship.

The final result of evaluation of the ship’s longitudinal strength for

Oil tankers of 130 m in length and upward and of over 10 years of

age are to be reported in the condition evaluation report.

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Ship's length

for freeboard

Lf (m)

Hull section modulus

Applied rule

1964 version to 1972 version 1973 version to

1986 version others

Oil Tanker Other ship

Lf ≤ 60

Rule requirement

Rule

requirement

80% of rule

requirement

(77% for Oil

Tankers and

Chemical

Tankers)

80% of rule

requirement

60 < Lf < 130

To be

determined by

interpolation

To be

determined by

interpolation

Lf ≥ 130

Rule requirement or

0.9 Wmin x k,

whichever is

greater, where

Wmin: hull section

modulus (see in

15.2.1-2, Part C of

the Rules) and k:

material factor (see

in 1.1.7-2, Part C of

the Rules)

90% of rule

requirement

(87% for Oil

Tankers and

Chemical

Tankers)

90% of rule

requirement

Table IV.5. Hull section modulus

For shear stress, is to be calculated at the Head Office in case the

following :

Average corrosion of any strake in side shell or longitudinal bulkhead

of Oil Tankers or Chemical Tankers exceed 3.00 mm, or

Average corrosion of any strake in side or longitudinal bulkhead of

Ore Carriers or Bulk Carriers intended for alternate loading exceeds

2.5 mm.

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D. General Review of Ships

D.1. Bulk Carriers

D.1.1. Typical of Bulk Carriers

According to SOLAS IX 1.6: “Bulk Carrier means a ship which is

constructed generally with a single deck, top-side tanks, and hopper-side tanks

in cargo spaces, and is intended primarily to carry dry cargo in bulk.”

According to SOLAS XII 1.1 (MSC.79) : “Bulk Carrier means a ship

which is intended primarily to carry dry cargo in bulk.” (This has been entry

into force on 1st July 2006).

Bulk carriers is the biggest type of ship fleet (in case of number and

gross tonnage) which registered in ClassNK.

Bulk carriers were developed in the 1950s to carry large quantities of

non-packed commodities such as grains, coal and iron ore. Some 5,000 bulk

carriers trade around the world, providing a crucial service to world

commodities' transportation.

D.1.2. Bulk Carrier Safety

Bulk carrier operators must be aware of the specific safety concerns

related to this type of ship. Loading of cargo must be done carefully, to ensure

cargo cannot shift during a voyage leading to stability problems. Large hatch

covers must be watertight and secure.

Bulk carrier losses in the early 1990s were dramatic: ships sank

rapidly, often with the loss of all lives. Many were old and had suffered

structural damage. A study by IACS (International Association of

Classification Societies) found that after flooding in the foremost hold, the

bulkhead between this hold and the adjacent hold can collapse from the

pressure of cargo and water, leading to progressive flooding and sinking.

In November 1997 the International Maritime Organization (IMO)

adopted a new Chapter XII on bulk carrier to the International Convention for

the Safety of Life at Sea (SOLAS) 1974. The new rules cover survivability

and structural requirements for bulk carriers of 150 metres and upwards to

prevent them from sinking if water enters the ship for any reason. IMO also

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adopted revised guidelines on enhanced surveys of bulk carriers and a code of

practice for safer loading and unloading.

In General, there are some action taken to make bulk carriers safer:

1. Stronger new ships, Increase the strength of bulkheads and the double

bottom to withstand hold-flooded conditions,

2. Action For Existing ships, The bulkhead between holds 1 and 2 and

the double bottom of hold 1 must be strengthened to withstand

flooding in hold 1 unless loading restrictions are imposed,

3. Improving cargo handling practices, Conveyor belts (several

kilometres long) often overload ships. Huge grabs (up to 36 tons),

bulldozers and hydraulic hammers used for unloading can cause

structural damage,

4. Restrictions on carriage of cargoes, Existing bulk carriers which

meet the new structural requirements by means of loading restrictions

must be marked with a solid equilateral triangle on the hull at midships

below the deck line,

5. Loading instrument, Equipment to be fitted to monitor the stresses

during loading and unloading operations

6. Enhanced surveys, Enhanced programme of inspections to detect

potential structural weakness and areas of corrosion. This action also

known as ESP (Enhanced Survey Program) which mainly related to

The Classification Societies including ClassNK.

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D.2. Tankership

ClassNK also gives additional education training about Special Requirements

of Oil, Chemical, and Gas Tankers to the trainees for increasing their knowledge. This

matter is given by ClassNK from their internal document. It is very important to

surveyors before they will inspect in field directly. International Maritime

Organization (IMO) makes international code for Chemical Tanker and Gas Tanker.

For Chemical Tankers, the regulation is arranged in International Code for the

Construction and Equipment of Ships Carrying Dangerous Chemical in Bulk (IBC

Code). Meanwhile for Gas Tankers, the regulation is arranged in International Code

for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC

Code).

There are many definitions about tankership. In generally definition, tanker is

a cargo ship intended to carry liquid cargo in bulk, or an oil carrier. Meanwhile,

ClassNK’s Rules and Safety of Life at Sea (SOLAS) have the difference opinion

about tankership. According to ClassNK’s Rules, tanker is a cargo ship constructed or

adapted for the carriage in bulk of liquid cargoes of a flammable nature, except gas

carriers and chemical carriers. SOLAS also has its opinion for tankership definition.

According to SOLAS, tanker is a cargo ship constructed or adapted for the carriage in

bulk of liquid cargoes of an inflammable nature.

D.2.1. Special Requirements for Oil Tankers

Requirements of SOLAS and MARPOL Annex I about Oil Tanker.

(i) Requirements of in SOLAS Chapter II-1 and II-2, arrange about:

Fire protection,

Foam fire extinguishing system for cargo area,

Protection of cargo pump room,

Inert gas system and ventilation system of cargo tank,

Emergency Towing Arrangement (ETA),

Safe access to bow.

(ii) Safe Access to Bow in SOLAS Chapter II-1, 3-3, arrange about,

Catwalk, fire resistant and non-slippery material and guadrail on

both sides,

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Shelter, place for covering the crews from green water when bad

weather happen,

Lshelter not exceed 45 meter if Lc exceeds 70 meter.

Technical requirements are set forth in 2003. Ammendments to 88

Protocol of International Load Lines Convention.

Figure IV.1. Safe Access to Bow in Oil Tanker

(iii) Emergency Towing Arrangement in SOLAS Chapter II-1, 3-4,

Figure IV.2. Emergency Towing Arrangement

(iv) Fire Protection in SOLAS Chapter II-2, 4.5.1, and .2, etc., arrange

about,

Method IC only,

Accomodation, E/R to be segregated by pump room, cofferdam, or

fuel oil tank,

Front wall and side wall (3 meter) of accomodation to be protected

by A-60 fire insulation,

Doors, openings not to be fitted within certain length from front

wall.

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Figure IV.3. Fire Protection

(v) Inert Gas and Tank Ventilation System in SOLAS Chapter II-2, 4.5.2,

and .5,

Figure IV.4. Inert Gas and Ventilation System

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Inert Gas System,

Figure IV.5. Inert Gas System

(vi) Protection of Pump Room in SOLAS Chapter II-2, 4.5.10, 10.9,

arrange about :

Fixed fire extinguishing system (CO2, high-expansion foam, or

pressure water-spraying),

Ventilation,

Gas detection system,

Bilge alarm,

Temperature alarm of pumps,

Interlock between ventilation and lighting fixture,

Double bottom is required by MARPOL,

Alarm system (bilge and temperature of pump casing and bearing).

Figure IV.6. Protection of Pump Room

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(vii) Foam Fire Extingushing System in SOLAS Chapter II-2, 10.8,

Figure IV.7. Foam Fire Extinguishing System

(viii) Requirements of MARPOL Annex I for Cargo Area of Oil Tankers,

Status

RO

B

Pipi

ng

Tan

k

Inta

ct

Dam

age

Do

ubl

e

S

B

T

S

B

T-

P

L CBT

C

O

W P/R

Oil

Rec

ord

SO

PEP

(Date of

delivery)

Size

Sta

bilit

y

Stab

ility

Hu

ll

(pro

duct)

(c

ru

de

oi

l)

Prot

ecti

on

Boo

k

NN-NG

(1/Aug/10-)

29,

31,

32,

3.4,

3.5

1-

3,4.

1,6.

1,6.

4,7

23

27 28

(Incl

ude

28.6

)

37.4

19,

21

18

1

9

NA

3

3,

3

5

22

36 37

NN-NT

(1/Jan/10-

31/Jul/10)

NN-NE

(1/Jan/07-

31/Dec/09)

1-3,

4.1,

4.2,

6.1,

6.4

24,

25,

26

NN-ND

(1/Jan/05-

31/Dec/06)

NA

NN-NC

(1/Feb/02-

31/Dec/04)

NN-NB

(6/Jul/96-

31/Jan/02)

NA NN-NA

(2/Dec/86-

5/Jul/96)

28

(Exc

lude

28.6

20,

21

1

8.

1

2 NN-E

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80

(2/Jun/82-

1/Oct/86)

)

37.4

to

1

8.

1

5

EN (1/Jan/80-

1/Jun/82)

1-

3,4.

2,5,

6.1,

6.3,

6.4

18

.6,

18

.8,

18

.1

1 N

A 18.8

1

8.

7,

3

5 EE-N

(2/Jun/77-

31/Dec/79)

1,2,

5,6.

1-

6.5

37.4

18

.6,

18

.8 EE-E

(~1/Jan/77) NA

Table IV.6. Requirements of MARPOL Annex I for Cargo Area of Oil

Tankers

Numbers in Table III.1 are Regulation Number which adopted

from MARPOL. For the information, ROB is abbreviation from

Retention of Oil Onboard.

(ix) Segregated Ballast Tank (SBT) in MARPOL Regulation 18,

SBT is a tank which completely separated from the cargo oil and

fuel oil system and which permanently allocated to the carriage of

ballast or cargoes other than oil or noxious liquid substances.

SBT is used in ship with DWT >= 20,000 (crude oil tanker) or

30,000 (product carrier). Total capacity of SBT’ shall be at least such

that the following conditions are satisfied with requirements consist of:

Minimum draught: dm = 2.0 + 0.02L (m)

Maximum trim: 0.015L (by the stern)

Full immersion for propeller

Additional ballast where the particular character of the operation

needs ballast in cargo tanks in excess of the quantity required above,

such as additional ballast may be carried, in exception cases, in Cargo

Oil Tank only if such tanks have been crude oil washed. An entry is to

be made in the Oil Record Book Part 11.

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(x) Clean Ballast Tank (CBT) in MARPOL Regulation 18.8,

CBT means the ballast in a tank which since oil was last carried

therein, has been cleaned with there are conditions for the cleanness).

CBT must be used in ship with DWT >= 40.000. The dedicated

capacity CBT’s may be taken into calculation for SBT’s.

(xi) Protective Location of SBT (SBT-PL) in MARPOL Regulation

18.12,

Figure IV.8. Location of SBT

(xii) Double Hull Construction for New Tanker in MARPOL Regulation

19,

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DWT Double Hull Construction

DWT < 600 Not applicable

Double bottom of B/15 height (minimal 0.76 m)

600 ≤ DWT < 5.000

Double side of "0.4+2.4*DWT/20000" width (mini.

076).

If max. capacity of each COT is less than 700 m3,

double side is not required.

(i) Double side of "0.5+DW/20.000" or 2 m width

whichever

is the lesser (minimal 1 m)

Double bottom of "B/15" or 2 m height whichever is the

lesser (minimal 1 meter)

5.000 ≤ DWT any one among (i) to

(iii) (ii) Double side of (i) above

Mid-deck of height which enables to prevent oil spill

when bottom shell is broken during navigation at the

lowest draught. The height is "B/6" or 6 m whichever in

the lesser (maximal 0.6 D)

(iii) Equivalent construction as (i)

Table IV.7. Requirements of Double Hull Construction for New Tanker

(xxiii) Phasing-out of Single Hull Oil Tankers in MARPOL Regulation 20.4,

Category Delivery

Time

Limit

1

on or before 5 April 1982 5-Apr-05

on or after 6 April 1982

AD in

2005

2 & 3

on or before 5 April 1977 5-Apr-05

from 6 April to 31 December

1977

AD in

2005

in 1978 and 1979

AD in

2006

in 1980 and 1981

AD in

2007

in 1982

AD in

2008

in 1983

AD in

2009

after 1984

AD in

2010

Table IV.8. Phasing-Out of Single-Hull Oil Tankers

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Category 1, “Pre-MARPOL” oil tanker (~EN) of 20,000 DWT and

above carrying crude oil, fuel oil, heavy diesel oil, or lubricating oil as

cargo, and 30,000 DWT and above carrying oil other than the above.

Category 2, “Post-MARPOL” oil tanker (NN~E and NN-NA)

capacity and cargoes are the same as Category 1.

Category 3, Oil Tanker of 5,000 DWT and above but less than that

specified above.

(xiii) Applicable Regulations after Convension Principle, Exception, and

Practice,

According to general interpretation of convention that current

regulations according to the date of building contract or major

conversion is applicable. The ships are regarded as a new ship after a

major conversion.

Major convention means a conversion of ship which substantially

alters the dimensions, carrying capacity, etc. However, a conversion to

meet the requirements of regulating regarding Segregated Ballast Tank

(SBT) and double hull construction shall not be deemed to constitute a

major conversion for the purpose of the Annex I.

It is possible that a conversion for double hull construction is not

deemed as “major” by MARPOL, but so regarded and new

requirements are imposed.

No consensus is attained in IMO regarding this point, and SVD is

asking flag governments for their instruction.

According to HLD, a conversion for double hull construction is

regarded as follow for plan approval.

MARPOL SOLAS II-1 is not a arranging major a conversion.

Menwhile SOLAS II-2 is arranging a major conversion (re-

examination to convert parts only).

(xiv) Condition Assessment Scheme (CAS) Oil Tanker of Category 2 or 3,

Oil Tanker already gets age 15 years and over after the date of its

delivery shall comply with Condition Assesment Scheme (CAS). It is

regulated in Regulation 20.6 as Mandatory CAS.

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Flag administration may allow continued operation of an oil tanker

fitted with only double bottom or double side (not used for carriage of

oil), beyond the specified date until the date when the ship reaches 25

years after the date of its delivery. It is regulated in Regulation 20.5

with some conditions.

Port administration is entitled to deny entry into the port of such

ships being accepted by the flag administration under (2) or (3) above.

It is regulated in Regulation 20.8.2.

In addition, single-hull tankers of 5,000 DWT and above, regardless of

the age, is not more allowed to carry heavy grade oil as cargo in

principle, on and after 5 April 2005. It is regulated in Regulation 21.4.

(xv) Accidental Oil Outflow Performance: Probabilistic Approach in

MARPOL Regulation 23,

Collision and stranding are assumed. It is not for ship’s damage

stability but for adequate protection of environment against oil

pollution by limiting outflow. This is applicable to NN-NF~

For oil tankers of 5.000 DWT and above, the mean oil outflow

parameter OM shall be equaled or less than the diagram. If DWT is

less than 5, the length of each tank is restricted.

OM = (0.4 OMS + 0.^ OMB)/C

OMB = 0.7 OMB(0) + 0.3 OMB(2.5)

OMS: mean outflow for side damage

OMB: mean outflow for bottom damage

OMB(0), OMB(2.5): mean outflow for bottom damage at 0 m and 2.5

m tide conditions

C: total volume of cargo oil

Each parameter is calculated by summing up outflow of each tank.

Damage probability of each tank is given.

(xvi) Hyphothetical Outflow of Oil: Deterministic Approach in MARPOL

Regulation 24-26,

This approach is applicable to EE-N ~ NN-NE. Damage

assumption (not for ship’s damage staility). Cargo tanks shall be of

such size and arrangement that hypothetical outflow at side damage

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85

and bottom damage does not exceed 30,000 m3 or 400 (DW)

1/3,

whichever is the greater, but subject to a maximum of 40,000 m3.

There are additional limitations regarding maximum outflow from one

wing COT, as well as length of each tank.

Direction Side Damage Bottom

Damage

Bottom Damage

For 0.3L from FP

Any other

part

Longitudinal Min. (1/3 L^2/3, 14.5

m) L/10

Min

(L/10, 5

m)

Transverse Min. (B/5, 11.5 m) Max (Min (B/6, 10

m), 5 m) 5 m

Vertical From the baseline

upwards without limit Min (B/15, 6 m)

Table IV.9. Hypothetical Outflow of Oil

(xvii) Intact Stability in MARPOL Regulation 27,

This requirement is the same as the general stability requirements

in Part U of ClassNK’s Rules.

Application for ship with DWT ≥ 5,000 and NN-NC~ (See Point

x). Intact stability criteria (design basis), if in port GoM ≥ 0.15 m and

if at sea has 6 criteria including below :

(1) A1 ≥ 0.055 m-rad

(2) A2 ≥ 0.03 m-rad

(3) (A1+A2) ≥ 0.09 m-rad

(4) GZ ≥ 0.20 m where αmax ≥ 300

(5) αmax ≥ 250

(6) GoM ≥ 0.15 m

(xviii) Damage Stability: Extent of Damage in MARPOL Regulation 28.2,

(xix) Damage Stability: Floodable Compartment and Survival Requirements

in MARPOL Regulation 28.3,

L ≤ 150 m

150 m < L ≤

225 m 225 < L

E/R located

aft

No damage

assumed 1 compartment

Elsewhere 1 compartment 2 compartments

Table IV.10. Floodable Compartment

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(xx) Slop Tank in MARPOL Regulation 29,

Slop tank is a tank to retain slop after tank cleaning and residue of

oily ballast. Capacity shall not be less than 3 % of total oil carrying

capacity. This value may be reduced according to ship’s structure and

arrangement.

Discharge to the sea must be done through Oil Discharge

Monitoring and Controlling system. The system conist of oil content,

flow meter, ship’s speed indicator and control section and recording

device.

Figure IV.9. Slop Tank

(xxi) Water from Cargo Tank Area: Discharge above Water Line in

MARPOL Regulation 30.1-30.3,

In every Oil Tanker, a discharge manifold for connecting to

reception facilities for the discharge of dirty ballas water or oil-

contaminated water from cargo tank area, according to the specified

method, shall be led to the open deck or to the ship’s side above the

waterline in the deepest ballast condition (GT >= 150).

Means shall be provided for stopping the discharge into the sea,

from a position on the upper deck or above located so that the

discharge may be visually observed (GT >= 150).

(xxii) Water from Cargo Tank Area: Discharge below Water Line in

MARPOL Regulation 30.6,

On every Oil Tanker the discharge of ballast water or oil

containminated water from cargo tank area shall take place above the

waterline.

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Exception 1: Segregated Ballas and Clean Ballast

All tankrs in ports or at sea (by gravity, at sea), immediately after

examination of surface either visually or by other means,

Segregated ballast of ~EE-N tankers without outlet above

waterline: After visual examination of surface,

Clean Ballast of ~EN tankers without outlet above waterline:

Supervision by oil content meter throughout the discharge,

Exception 2: Dirty ballast water or oil contaminated water (other than

slop)

All tankers: by gravity, after sufficient time for setting and

immediately after examination by oil/water interface detector.

~EE-N tankers: Examination by oil/water interface detector and/or

supervision by part flow system throughout the discharge.

(xxiii) Monitoring of Dirty Ballast Discharge: Part-Flow System,

The part flow concept is bsed on the principle that the observation

of representative part flow of the overboard effluent is equivalent to

observe the entire effluent stream.

(xxiv) Drainage of Cargo Pumps and Lines in MARPOL Regulation 30.4,

Oil piping shall be so designed and installed that oil retention in the

lines its minimized (NN-E~).

Means shall be provided to drain all cargo pumps and oil lines at

the completion of cargo discharge, where necessary by connection

to a stripping device,

This drainage shall be capable of being discharged both ashore and

to a cargo tank or a slop tank,

For discharge ashore, a special small diameter line shall be

provided and shall be connected outboard of the ship’s manifold

valves.

(xxv) Isolation of Sea Chest in MARPOL Regulation 30.7,

If a sea chest is permanently connected to the cargo pipeline

system, an inboard isolation valve shall be arranged in addition to

the sea chest valve,

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The sea chest shall be capable of isolation from the cargo piping

system during cargo operation by use of a positive means,

Such a positive means is a facility that is installed in the pipeline

system in order to prevent, under all circumstance, the section of

pipeline between the sea chest valve an the inboard valve being

filled the cargo.

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Figure IV.10. Sea Chest

(xxvi) ODM System in MARPOL Regulation 31,

A recording device is to provide a continuous record of discharge

in litres per nautical mile and total quantity discharged, or the oil

content and rate of discharge,

This record shall be identifiable as to time and date. It shall be kept

for at least 3 years.

(xxvii) Oil/Water Interface Detector in MARPOL Regulation 32 (GT ≥ 150),

For a rapid and accurate determination of the oil/water interface in

slop tanks. To use in other tanks where the separation of oil and

water are effected which intended to discharge effluent direct to the

sea.

(xxviii)Crude Oil Washing (COW) in MARPOL Regulation 33,

Applicable to NN-E~ Crude Oil Tanker, DWT >= 20.000

Effectiveness shall be confirmed within one year after the tanker

was first enganged in the trade of carrying crude oil, or by the end

of the third voyage carrying crude oil suitable for COW whichever

occurs later.

Figure IV.11. Crude Oil Washing (COW)

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(xxix) Oil Record Book Part II in MARPOL Regulation 36 (GT ≥ 150),

The oil record book shall be completed on each occasion without

delay whenever any of the following cargo/ballast operations take

place in the ship :

Loading of oil cargo,

Internal transfer of oil cargo during voyage,

Unloading of oil cargo,

Ballasting of cargo tanks and dedicated Clean Ballast Tank,

Cleaning of cargo tanks including COW,

Discharge of ballast except from SBT’s

Discharge of water from slop tanks,

Closing of all applicable valves or similar devices after slop tank

discharge operations,

Disposal of residues.

Each completed operation shall be signed by the officers in charge

of the operations concerned and each completed page shall be signed

by the master. The oil record book shall be preserved for a period

about 3 years after the last entry has been made.

(xxx) Shipboard Oil Pollution Emergency Plan (SOPEP) in Regulation 37,

Shipboard Oil Pollution Emergency Plan (SOPEP) shall consist at

least of:

The procedure to be followed by the master or the other persons

having charge in ships to report an oil pollution incident,

The list of authorities or person to be contactedin the event of an

oil pollution incident,

A detail the description of the action to be taken immediately by

persons on board to reduce or control the discharge of oil following

the incident,

The procedures and point of contact on the ship for coordinating

shipboard action with national and local authorities in combating

the pollution.

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A similar plan is required for NLS tankers, and the plans may be

combined. In case, the title of such lan shall be “Shipboard Marine

Pollution Emergency Plan”. All of tankers of 5,000 DWT or over shall

have prompt the computerized access, shore-base damage stability and

residual structural strength calculation program.

(xxxi) Emegency Technical Assistance Service (ETAS).

Emegency Technical Assistance Service is 24 hours service to

assist shipowners or their representatives in the event of a serious

casualty to a ship such as stranding, collision, explosion or fire. With

ETAS, computer analyses of damage stability and damage to

longitudinal strength are immediately performed and technical advice

is provided for concerning any necessary transfer/offloading of

cargo/fuel/ballast as well as any temporary rapair in order to ensure the

ship’s safety and to prevent or minimize marine pollution as efficiently

as possible. ETAS satisfies the new shore-based service requirement of

the amended Annex I of MARPOL 73/78.

D.2.2. Special Requirements for Chemical Tankers

Requirements of IBC Code and MARPOL Annex II about Chemical

Tankers.

(i) Summary of Minimum Requirements in IBC Code Chapter 17,

A Product name

B Pollution category: X, Y, Z, or OS

C Hazard safety

D Ship type: 1, 2, or 3

E Tank type: Combination of 1, 2, G, and P

F Tank vents: Controlled or Open

G

Tank environment control: Inert Pad, Dry, vent, or No

Vent

H Electrical equipment

I Gauging open, restricted, or closed

J Vapour detection: flammable, toxic, both, or no

K Fire protection: Alcohol-resistant foam, regular foam,

water spray, dry chemical, combination, or no

L Emergency equipment: Yes or NO

M Special requirement, if any

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Table IV.11. Special Requirements Summary of Chemical Tanker in IBC Code

(ii) Products to which the Code does not apply in Code Chapter 18,

Several products listed in Chapter 18 fall outside the scope of the

Code. However, some liquid substances are identified as falling into

pollution category Z, and therefore, subject to certain requirements of

MARPOL Annex II. The products such as acetone, glycerin, ethyl

alcohol, and alcoholic beverages.

For your information only, following products are categorized as

“OS” standing for “Other Substances”. The products were evaluated

and found to fall outside categories X, Y, or Z because they are, at

present, considered to present no harm. Therefore, MARPOL Annex II

does not apply to them, either. The products such as apple juice, coal

slurry, kaolin slurry, water, clay slurry, glucose solution, and molasses.

(iii) Pollution Category: Definition in MARPOL Annex II,

X Y Z

Hazard to

either

marine

resources or

human

health

Major hazard Hazard Minor hazard

Discharge

into the

marine

environment

Prohibited Limited on the quality

and quantity

Restricted less

stringently on the

quality and quantity

Example of

Product

Coal tar,

phosphorous (yellow

or white), liquid

chemical wastes

Chloroform, coconut

oil, methyl alcohol

Lacticd acid, sulfur

(molten), and waxes

Table IV.12. Pollution Category in MARPOL Annex II

(iv) Hazards of Product: Definition in IBC Code,

There are 2 primary product hazard: safety hazard and pollution

hazard. Safety hazard is divided to be 3 parts: fire hazard, health

hazard, and reactivity hazard. Meanwhile, for pollution hazard is to

mean as marine pollution hazard.

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Fire hazard is flashpoint, explosive/flammability limits/range and

auto-ignition temperature. Health hazard is corrosive effect on the skin

in the liquid state, acute toxic effect or other health effects such as

carcinogenicity and sensitization. Ractivity hazard is reactivity with

water, air, and other products or itself product.

Marine pollution hazard is bioaccumulation, lack of ready

biodegradability, acute or chronic toxicity to aquatic organism, long

term human health effects, and physical properties resulting in the

product floating or sinking and so adversely affecting marine life.

(v) Types of Ship in IBC Code 2.1,

According to cargo tank, there are 3 types of ship, type I, II, and

III.

Type I, transport product with very severe hazards which require

maximum preventive measures to preclude an escape of such cargo.

Type II, transport product with appreciably severe hazards which

require significant preventive measures to preclude an escape of such

cargo.

Type III, transport product with sufficiently severe hazards which

require a moderate degree of containment to increase survival

capability in a damaged condition.

Table IV.13. Types of Ship

I II III

b (m)

min

(B/5,11.5) 0.76 -

h (m)

min

(B/15,6.0)

min (B/15,

6.0) -

v (m3) 1,250 3,000 -

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Figure IV.12. Comparasion between b and h in Chemical Tanker

(vi) Damage Stability in IBC Code 2.8,

Damage assumption (extent) and survival requirements are the

same as oil tanker, except bottom raking damage. Floodable

compartment depends on the type of ship. “2 flooding compartments”

is required in principle. However, treatment of E/R located aft is

different as follows.

L < 125 m

125 m ≤ L ≤

150 m

150 m ≤ L ≤

225 m

225 m

< L

Type I 2 compartments, everywhere

Type II 1 compartment for E/R located

Type

III NB aft (2 compartments,elsewhere)

Table IV.14. Damage Stability

(vii) Types of Tank in IBC Code Chapter 4,

IBC Code Chapter 4 has arranged types of tank consist of

independent tank, integral tank, gravity tank, and pressure tank.

Independent tank is cargo containment to envelope which is not

contiguous with, or part of, hull structure. Integral tank is cargo

containment to envelope forms part of ship’s hull. Tank has a design

pressure not greater tahn 0.07 MPa gauge at the top of tank (G) called

as gravity tank. Tank has a design pressure greater than 0.07 Mpa

gauge at the top tank called as pressure tank.

(viii) Separation of Piping System,

Separation of piping system, such as cargo system, vent system,

and the others may be achieved by the use of design or operational

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95

method. Operational method are not to be used within a cargo tank and

are to be consist of the following types :

Removing spool piece or valves and blanking the pipe end, or

Rrangement of 2 spectacle flanges in series with provisions for

detecting leakage into the pipe between the spectacle flanges.

Figure IV.13. Acceptance Piping System

(x) Tank Venting System in IBC Code 8.2,

No restriction to the free flow of cargo vapours from the cargo

tanks during normal operations. On the controlled vent (with P/V

valve), there are restrictions on the position of vent outlet.

There is distance about 10 meter from the nearest air intake or

opening to accommodation, service and machinery space, and

ignition sources.

There is distance about 6 meter above weather deck or above

raised walk way if fitted within 4 meter of the raised walkway.

If a high-velocity venting valve, which is capable of directing the

vapour air/mixture upwards in an unimpeded jet with an exit

velocity of at least 30 m/s, is fitted to a controlled vent, the hight of

the outlet may be reduced to 3 meter.

(xi) Environmental Control in IBC Code Chapter 9,

Inerting, by filling the cargo tank and associated piping systems

and, where specified in the rule, the space surrounding the cargo tanks,

with a gas or vapour which not support combustion and which not

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96

reach with the cargo, and maintaining that condition. But, if the quality

of cargo is important, N2 gas is used in place of boiler exhaust gas.

Padding, by filling the cargo tank associated piping systems with a

liquid, gas or vapour which separated the cargo from the air, and

maintaining that condition.

Drying, by filling the cargo tank and associated piping systems

with moisture-free gas or vapour with a dew point of -400c or below at

atmospheric pressure, and maintaining that condition.

(xii) Bonding of Independent Cargo Tanks in IBC Code 10.2,

Independent cargo tanks shall be electrically bonded to the hull. All

gasketed cargo-pipe joints and hose connections shall be electrically

bonded.

(xiii) Fire Protection and Extinction in IBC Code Chapter 11,

Requirements for tankers in SOLAS Chapter II-2 shall apply to

chemical tankers, irrespective of tonnage, including ships less than 500

GT, in principle. Fixed deck foam system for cargo area. The system is

similar to one of oil tanker but more supply rate of foam solution is

required. Fire-extinguishing media, such as alcohol-resistant foam,

regular foam, water spray, and dry chemical depend on the cargo.

Especially for dry chemical when used, an additional water supply

system may be required for boundary cooling.

(xiv) Mechanical Vent in the Cargo Area in IBC Code Chapter 12,

The air change is required according to:

30 times/hour, normally spaces during cargo operation, such as

pump room,

20 times/hour, enclosed spaces normally entered during cargo

operation, such as ballast pump room,

8 (fixed type) or 16 (portable type) times/hour: not normally

manned spaces, such as double bottom, cofferdam, duct keel, etc.

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(xv) Instrumentation Level Gauge in IBC Code 13.1,

Figure IV.14. Types of gauging depends on cargo

(xvi) Instrumentation Vapor Detection in IBC Code 13.2,

The instruments may be portable or fixed. If a fixed system

installed, at least one portable instrument shall be provided. There are

2 sets required to detect toxic and flammble gas.

(xvii) Protective Equipment in IBC Code 14.1,

For crew members who are enganged in loading and disharging

operations, the ship should have on board suitable protective

equipment, consisting of:

Large aprons,

Special gloves with long sleeves,

Suitable footwear,

Coverall of chemical-resistant material,

Tight-fifting goggles or face shields or both.

They should be kept in easily accessible places and in special

lockers and not kept within accomodation spaces if they are not new or

just cleaned.

(xviii) Safety Equipment in IBC Code 14.2,

IBC Code 14.2 regulates safety equipment in Chemical Tanker

such as protective clothing, boots, spare air bottle, gloves, and

explosion-proof lamp.

(xix) Operation Manual Class Requirement in Chapter 16 of IBC Code,

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Operation manual is a class requirement being based on IBC Code

Chapter 16. Operation manual is to include following items :

Maximum allowable quantity of cargo per tank,

Cargo information, such as correct technical name, full description

of physical and chemical protection, action to be taken in the event

of spill or leak, counter measures againts accidental personal

contact, fire fighting procedures and media, procedure for cargo

transfer, tank cleaning, gas freeing and blasting.

Personal training in STCW Convention,

Open and entry into cargo tank,

Stowage of cargo samples,

Cargoes is not to be exposed to excessive heat,

Additional operation requirements, if any.

(xx) Underwater Discharge in MARPOL Regulation 12.8,

Underwater discharge outlet(s) shall be located within the cargo

area in the vicinity of the turn of bilge and shall be so arranged as to

avoid the re-intake of residue/water mixtures by the ship’s seawater

intakes.

The arrangements of underwater discharge outlet shall be such that

the residue or water mixture disharge in to the sea will not pass

through the ship’s boundary layer. If the discharge stays within the

boundary layer, it will be easily stirred and dispersed into the sea

water.

(xxii) Cleaning and Disposal Procedure in MARPOL Regulation 13.6,

(xxiii) Documents Required for NLS in MARPOL Annex II.

P & A Manual in Regulation 14, procedures and arrangement for

discharging noxious liquid substances following above :

Procedures include area restrictions, conditions, usage of

equipment, etc.).

Arrangements include pre-wash, stripping, underwater discharge

outlet, discharge equipment to reception facility, water dilution,

ventilating cleaning, etc.).

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Cargo Record Book is regulated in Regulation 15. the following

operations shall be promptly recorded after completion :

Loading and unloading of cargo and internal transfer of cargo,

Mandatory pre-washing in accordance with P & A Manual,\

Cleaning of cargo tanks except mandatory pre-washing,

Discharge into the sea of tank washings,

Ballasting of cargo tanks and discharge thereof,

Accidental or other exceptional discharge,

Control by authorized surveyors,

Additional operations procedures and remarks.

Shipboard Marine Pollution Emergency Plan for NLS in

Regulation 17 refer to SOPEP where oil is to be read as NLS.

D.2.3. Special Requirements for Gas Tankers

In this part, number with Code means number of requirement in

IGC Code. Some or similar items in Part 1 and 2 are omitted.

Requirements of IGC Code about Gas Tanker following above :

(i) Summary of Minimum Requirements in IGC Code Chapter 19,

Summary of minimum requirements is managed in IGC Code

Chapter 19. For your information, minimum requirements is divided

following above :

a. Product name,

b. UN Number. Intended for information only,

c. Ship type: IG, 2G, 2 PG, or 3G,

d. The necessary of Independent Tank type C,

e. Control of vapour space within cargo tanks,

f. Vapour detection : flammable vapour and toxic vapour,

g. Gauging : indirect, closed, or restricted,

h. Medical First Aid Guide (MFGA) table. For information on the

emergency procedures to be applied in the event of an incident

with the product,

i. And other special requirements, if any.

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(ii) Types of Gas Tanker in IGC Code 2.1,

IGC Code 2.1 manage types of gas tanker.

Degree of preventive measure to preclude the escape of cargo

maximum,

Degree of preventive measure to preclude the escape of cargo

where type of 2G and 2PG is significant and type of 3G is

moderate.

Type of 2PG ship is a gas carrier (L ≤ 150 meter) whose cargoes

are carried in independent type C tanks designed for Maximum

Allowable Relief Valve Setting (MARVS) ≥ 7 bar gauge and for

temperature ≥ -550C. If L > 150 meter, the ship is to be considered a

type 2G type.

(iii) Products and Type of Ship,

Products Type of Ship

Chlorine

Ethylene oxide Type 1G

Methyl bromide

Ethane

Ethylene oxide Type 2G

Methane (LNG)

Nitrogen

Refrigerant

gases Type 3G

Other 24

products

Either Type 2G or Type

2PG

Table IV.15. Product and Type of Gas Tankers

There is a note that 1G, 2G, 3G, or 2PG stand for types of tnk in

case of chemical tanker, but they stand for types of ship in case of gas

tanker. And, 3 products above requiring the type 1G require also an

independent tank type C.

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(v) Damage Stability:

a. Assumption of Damage in IGC Code 2.5,

Direction Side Damage Bottom damage

For 0.3L from FP Any Other Part

Longitudinal

Min. (1/3L^2/3,

14.5 m)

Min. (1/3L^2/3, 14.5

m)

Min (1/3L^2/3, 5

m)

Transverse Min. (B/5, 11.5 m) Min (B/6, 10 m) Min (B/6, 5 m)

Vertical

From the base line

upwards without

limit

Min. (B/15, 2 m)

Table IV.16. Extent of Damage

The contents are the same as oil tanker and chemical tanker,

except vertical extent of bottom damage.

b. Survival Requirement in IGC Code 2.8 and 2.9,

c. Requirement according to Kind of Ships,

(vi) Access to Spaces in the Cargo Area for Visual Inspection of Insulation

in IGC Code 3.5,

(ix) Types of Gas Tank in IGC Code 4.2,

Integral Tank is a tank forms a structural part of ship’s hull and

influenced in the same manner and by the same load which stresses the

adjacent hull structure.

Membrane Tank is a non-supporting tank which consist of a thin

layer (membrane) supported through insulation by the adjacent hull

structure. The membrane is designed in such a way that termal and

other expansion or contraction is compensated without undue stressing

of the membrane.

Semi-membrane Tank is non-sel-supporting tank in the loaded

condition and consist of a layer, parts of which are supported throught

insulation by and adjacent hull structure, whereas the rounded parts of

this layer connecting the above mentioned supported parts are also

designed to accommodate the termal and other expansion or

contraction.

Independent Tank is a self-supporting tank; it does not form part of

the ship’s hull and is not essential to the hull strength. Thre are 3

categories of independent tanks.

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Table IV.17. Design Restriction of Gas Tank

Categories of Independent Tank can be known following below in

Table IV.17. :

Type Design

Secondary

Barrier Example

Designed as "deep tank" for cargo load,

Prismatic tank

in

Type A by design method of usual hull structure. Full barrier clearly days

Stress distribution is not so clear

Designed though statistical analysis of

Spherical

tank,

wave load, FEM analysis and fracture

recent

prismatic

Type B mechanism analysis, for plastic deformation, Partial barrier tank

buckling, fatigue, proparagation of crack.

High stress zones are localized

Designed are pressure vessel for required

Small

pressure

Type C

internal pressure. Risk of leakage is low

because Not necessary vessel

of low allowable stress

Table IV.18. Categories of Independent Tank

Type

Design Vapour Pressure

(Po)

Boiling

Point

Integral Tank

≥ -10

degree C

Membrane Tank Po ≤ 0.025 Mpa

Semi-Membrane

Tank

Independent Tank

A

Independent Tank B Po ≤ 0.025 Mpa

No

restriction

Independent Tank C See below

Minimum Po for Independent Tank type C

Po = 0.2 + A C (ρr)^1.5 MPa

dimana, A = 0.00185 (σm/ΔσA)^2

σm = design primary membrane stress

C = a characteristic tank dimension

ρr = the relative density of the cargo at the design temperature

ΔσA = allowable dynamic membrane stress

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(x) Independent Tank and Secondary Barrier,

Figure IV.15. Independent Tank and Secondary Barrier

(x) Moss Tank System,

Figure IV.16. Moss Tank System

(xi) Moss System,

Many advantages using Moss System in Gas Tankers include

below :

Precise analysis for Type B, being sphere without internal member,

Efficient insulation being minimum surface area per volume,

Small sloshing with small free surface and no corner.

Meanwhile, Gas Transport No. 96 System has advantage

because there is small expansion/contraction rate of membrane by

temperature (special material). Technigaz Mark III System was made

by stainless steel.

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(xii) Pressure Relief System in IGC Code 8.2,

All cargo tanks should be provided with a pressure relief system

appropriate to the design of the cargo containment system nd the

cargo being carried.

The pressure relief system should be connected to a vent piping

system so designed as to minimize the possibility of cargo vapour

accumulating on the decks, or entering accommodation spaces,

service spaces, control stations, and machinery spaces, or other

spaces where it may create a dangerous condition.

Each cargo tank with a volume exceeding 20 m3 should be fitted

with at least two pressure relief (one, if the volume ≤ 20 m3).

Pressure relief valves shoul be connected to the highest part of the

cargo tank above deck level.

Interbarrier spaces should be provided with pressure relief devices

such as relief valve, rupture disk, etc. This is for an emergency that

the pressure increase after a failure of primary barrier. At least two

devices shoul be arranged to each compartment.

(xiii) Cargo Tank Vent System: General Arrangement,

Figure IV.17. General Arrangement of Cargo Tank Vent System

(xiv) Cargo Tank Vent System: Equipment,

Equipment in Cargo tank Vent System including below :

(1) P/V Valve,

(2) Pressure relief valve,

(3) Drainage arrangement on ventilation pipe,

(4) Emergency release hatch.

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(xv) Enviromental Control in IGC Code Chapter 9,

Figure IV.18. Environmental Control Diagram

(xvi) Fire Protection and Extinction in IGC Code 11.1,

In place of deck foam fire-fighting system for tanker carrying

flammable liquid following system are required.

Water spray system is flammable and /or toxic products (for

cooling, fire prevention, and crew protection).

Dry chemical powder system is flammable products (for being

fighting).

(xvii) Requirements of SOLAS II-2: Application according to Kind of Ship,

(xviii) Mechanical Ventilation of Cargo Area in IGC Code Chapter 12,

Area Type of Fan Frequency

Cargo

pum/compressor

room

Fixed type

Explosion proof

type

30 Exhaust type

Double pipe/hood

for feed of gas

(LNG Carrier)

30

Air-locked space 8 (suitable

number)

Electric cargo

motor room

Fixed type 30

Filling type

Ditto (outside cargo

area)

Normal type

8

Cargo control room

8

Cofferdam, hold

space, etc Portable type

Explosion proof

type 8

Table IV.19. Mechanical Ventilation of Cargo Area

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(xxi) Gauging and Gas Detection in IGC Code Chapter 13,

Level gauging has many characteristics including below :

Closed devices normally adopted,

High level alarm (to be independent from level gauge),

Overfill switch (to be independent from high level alarm) to close

shut-off valve.

Pressure gauging has many characteristics including below :

Pressure indication at cargo control room,

High pressure alarm at wheel house,

Low pressure alarm when no other vacuum protection

provided.

Temperature gauging has many characteristics including below :

At least sensors required,

When design temperature < - 550C, temperature monitoring of

tank wall to avoid adverse temperature gradient at cool down

Gas detection has many characteristics including below :

Gas sampling (at least 2 each) to be provided for: compressor

room, motor room, cargo control room of non-safe space, hold

space of type A tank, and airlock,

Sampling intervals within 30 minutes,

Alarm given at 30% of lower flammable limit,

Toxic gas detection (may be by portable device)

2 sets of portable gas detection devices and oxygen content

meter.

(xxii) Personnel Protection in IGC Code Chapter 14,

Suitable protective equipment including eye protection should be

provided for crew members enganged in loading and discharging

operation taking into account the character of the products,

A stretcher which is suitable for hoisting an injured person, oxygen

resuscitation equipment, medical first equipment, etc. should also

be provided onboard,

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Other protective means such as respiratory and eye protection for

emergency escape, decontamination showers and eyewash, etc.

may be additionally required depending on the character of the

products,

There are 2 sets of safety equipment for personnel to enter a gas-

filled compartment and perform wor there. And, there are 2 sets

further in addition for specific cargoes,

if cargo capacity ≥ 2,000 m3,

There are 4 or 5 sets (cargo capacity > 5,000 m3) of fir-fighter’s

outfit for flammable products.

(xxiii) Use of Gas as Fuel in IGC Code Chapter 16,

Methane or LNG is the only cargo whose vapour or boil-off gas

may be utilized only in boilers, inert gas generators, combustion

engines, and gas turbines in machinery spaces of Type A.

Spaces in which gas fuel is utilized should be fitted with a mechanical

ventilation system independent of vent system of other compartments.

Gas fuel piping is not to pass through accommodation spaces, service

spaces, or control stations. Gas detectors should be fitted in these

spaces particularly in the zones where air circulation is reduced. A

master gas fuel valve that can be closed from within the machinery

spaces should be provided within the cargo area.

Figure IV.19. Fuel Gas Use Diagram

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(xxiv) Arrangement of Valves for Gas Fuel in IGC Code 16.3,

Each gas utilization unit should be provided with a set of three

automatic valves. Two of them should be in series in the gas fuel pipe

to the consuming equipment. The third (B) should be in a pipe between

2 valves in series, leading to vent mast. These valves should be

arranged so that failure of the necessary forced draught, loss of flame

on boiler burners, abnormal pressure in the gas fuel supply, line, or

failure of the valve control actuating medium will cause the two gas

fuel valves in series to closed automatically, and the vent valve to open

automatically.

(xxv) Operation Manual: Class Requirement.

Operation manual approved by the Society is to be provided on

board. This manual operation is to include the information as follows :

Cargo information in Code 18.1

Full description of physical and chemical properties, action to be

taken in the event spill, etc.

Compatibility in Code 18.2

The shipmaster is to ascertain that quantify and characteristics of

each product to be loaded re within the limits indicated in Gas

Fitness Certificate, Loading, and Stability Information booklet.

Personnel training in Code 18.3

The reference is made to SCTW 1978.

Entry into spaces in Code 18.4

There are necessary precaution and procedures.

Carriage of cargo at low temperature in Code 18.5

There are necessary precaution and procedures.

Protective equipment in Code 18.6

Hazard associated with the cargo being handled, use of appropriate

protective equipment.

Systems and controls in Code 18.7

Essential cargo handling controls are to be tested and checked

before operations begin.

Cargo transfer operations in Code 18.8

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Discussion between responsible personnel on ship and shore

facility prior to commencement, and communications maintained

throughout the transfer operation.

Additional operating requirements in Code 18.9

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CHAPTER V

CLOSING

A. Impression

Finally, Final Report has been competed in accordance with experiences were taken

by trainee since On Job Training up to 1 month in ClassNK Jakarta Office. Trainee could

take many experiences in the biggest ship classification in the world, Nippon Kaiji

Kyokai (ClassNK), where it is not taught yet in college. Of course, the matter which had

been taken from ClassNK’s On Job Training is useful to increase knowledge related with

marine technology especially the role of ship classification, ClassNK, to build and to

repair ships. This report need advice and critic from the readers. There are 4 important

points to do Field Work or On Job Training. It can be seen as below :

1. Field Work or On Job Training must be carried out by student to complete the

requirements of final project examination,

2. Field Work or On Job Training is to be done for increasing knowledge and work

experience before entering the real work directly,

3. Field Work or On Job Training can build the good relationship between company

(ClassNK) and the higher education institution (ITS)

4. Trainee gets many of description about business scope of marine technology,

include shipyard, shipping, ship classification, oil-gas, etc.

B. Suggestion

Field Work or On Job Training is one of the most important part to students in higher

education. Before students will graduate from college, On Job Training must be carried

out in order to know scope of work. In Academic’s Rules of ITS including in our

department and faculty, Department of Naval Architecture and Shipbuilding Engineering

– Faculty of Marine Technology, The field experience and training is very important to

students who doing On Job Training in everywhere companies. According to statement in

above, We hope that Nippon Kaiji Kyokai Indonesia may give survey experience and

training in field to trainee included our junior or colleague who want to be Nippon Kaiji

Kyokai Indonesia as the choice company for On Job Training.