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Topic 3

Uploaded by

a.nadegda
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© © All Rights Reserved
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SHIP OPERATION

Ship Operation

Modern ship operation is a big and sophisticated process that


involves a number of people at authorities and different companies.
During this period of the ships life it will generate money for the
owner who will get his return on the investment.
But let's look only at the technical component of this period
The Harmonized System Of Survey and Certification
(HSSC)
Previously the certificates were issued on different dates when
the relevant certificates expired. They had different periods of
validity. When their annual and other surveys became due,
preparations had to be done for each. Often preparations were
duplicated, because items for inspection under different
surveys overlapped. Thus ship’s officers were constantly under
pressure and required to prepare the ship for survey all the
time. To avoid this extra effort and to bring about an orderly
management of surveys, inspections and maintenance of ships
IMO proposed the “harmonized” system as explained below.
The system came into force on 1st Feb 1992,when it was ratified by 15
member states, representing 50 % of the world’s merchant tonnage.

The Harmonized system applies to the Statutory certificate viz.,


■ Passenger Ships Safety Certification, including Record of Equipment.
■ Cargo Ship Safety Construction certificate,
■ International Load Line Certificate,
■ International Oil Pollution Prevention Certificate,
■ Cargo Ship Safety Equipment Certificate, including Record of
Equipment.
■ Cargo Ship Safety Radiotelegraphy/Radiotelephony Certificate,
■ Certificate of Fitness for carriage of Chemicals and Certificate of
Fitness for carriage of gas.
Exemption certificates issued for the above have the same requirements
All statutory certificates for a particular ship are issued on a date called
the anniversary date. Thereafter the anniversary dates remains the same
for the five-year period for all such surveys during that period.

All certificates are issued for a 5-year validity period with annual
endorsements. The passenger ships Safety Certificate has not been
changed and will have a validity of one year as at present.
Cargo Ship Certificates will have a maximum validity. Of 5 years,
subject to annual and intermediate surveys. Annual surveys are carried
out ± 3 months of the Anniversary date and the Intermediate surveys ±
6 months of the halfway date of the certificate. Thus the Intermediate
survey will be carried out, together with the second or third annual
survey. The word ‘Anniversary’ can only now be used for the ship, as
there is only one date of issue of certificates.
The first survey, which a ship undergoes, is the initial survey. The date of
completion of all the surveys will be the date of issue of each certificate.

A Renewal survey must be carried out, between 3 months before to the


date of expiry of the certificate. The renewal survey, which would have
taken place under the old system for certificates, which had a validity of
less than 5 years, is now replaced by the Annual or Intermediate survey,
and is called a Periodical survey.
Changes Brought about By the Harmonised System

■ On the anniversary date, the ship undergoes either an annual survey or a


renewal survey.
■ All statutory surveys have the same anniversary date and they must be
carried out in a window of ± three months
■ Underwater inspection and / or dry-docking is carried out at the
intermediate survey, which can take place between the second and the third
anniversary date
■ The Cargo ship Safety Construction Certificate, Safety Equipment
Certificate and Safety Radiotelegraphy/Telephony certificate are replaced by
one certificate called the ‘Cargo Ship Safety certificate’. However, if the ship
owner so desires, he may opt for separate certificates.
Classification Surveys
Continuous Machinery Survey (CMS)

This provides advantages to the ship owner. In this system, the ship
owner does not have to dismantle equipment and hold up the vessel
every year and every 5 years, for the purpose of Classification
society surveys. Instead different items are dismantled and
inspected on a continuous basis during the period of 5 years at the
ship owner’s convenience, at specific intervals. While the ship is in
port, such that over the 5-year period, all items are inspected at the
required intervals
The Classification society provides a quarterly report to the ship,
of the items that are due for survey during that quarter. These
items are opened up and presented to the surveyor for inspection,
when the ship is in port. Any item not shown or not passed is
carried forward to the next quarter.
A report of the survey in a port is communicated to the head office
of the Classification society. The ship’s status of survey is updated
in the Classification society’s database, so that the surveyor at the
next port has an updated report of the ship’s survey status
including pending inspections, qualifications and issues of interim
certificates.
Annual Surveys - Under Class
General
■ Annual Surveys are to be carried out within 3 months of the
due date each year. These are held concurrently with statutory
Surveys,
■ Examine generally the ship and machinery, so far as
necessary and practicable, in order to be satisfied as to their
general condition for maintenance of the ship in class.
The Enhanced Hull Survey System

In view of the recent large number of losses of bulk carriers and the
pollution caused by accidents to tankers, IMO has raised concern
over the issue. A proposal to phase out vessels over 17 years of age
has been resisted by ship owners, on the grounds that age is not the
sole criteria that determine the condition of a vessel, especially if it is
well maintained.
An alternative response to the problem of an aging world fleet has
been enhanced (more meticulous and stringent) hull surveys. This
contains unified requirements to be adopted by all classification
societies, while surveying tankers and bulk carriers. This contains
unified requirements to the adopted by all classification societies,
while surveying tankers and bulk carriers. The rules apply, regardless
of size, to self-propelled oil tankers, product tankers and dry bulk
cargo vessels including ore carriers and combination carriers.
The Features of the enhanced survey program are:-

1. Survey Planning.
2. Document file on board.
3. improved procedures for thickness measurement.
4. Harmonisation between dry-dock and renewal surveys.
5. Extended Intermediate surveys.
6. Possible annual examination of tanks/spaces.
7. Phase-out of continuous Hull survey (CHS) arrangements.

The basic feature of the enhanced survey is extensive examination


of the hull.
A ‘Close-up Examination’ is one where details of structural
components are within the inspection range of the surveyor i.e.
normally within reach of hand.

`Overall Survey’ is intended to report on the overall condition


of the tank/hold/hull structure and determine the extent of
additional close-up surveys.
The Planning Document Contain:

➢ Main particulars of the ship.


➢ Plan of tanks/holds with information on their use, cathodic protection and
condition of coating.
➢ Corrosion risk nomination for close-up examination.
➢ Structures and sections nominated for thickness measurements.
➢ List of acceptable corrosion allowance for different structures.
Risk nomination is an assessment and evaluation of the risk of
deterioration of Structures. It takes into account:

➢ Design features such as use of high tensile steel.


➢ Local details such as local stresses and local stress concentrations.
➢ History of the ship with regard to corrosion, buckling, cracking, repairs
carried out to and spare parts used on that particular ship as well as sister ships.
➢ Information on the use of tanks and condition of the paint and cathodic
protection on different ships from the office.
Survey report file containing
■ Hull survey reports
■ Hull summary.
■ Thickness measurement reports.
■ Survey planning document.
■ Supporting Documentation
■ Structural plans.
■ Cargo and ballast history.
■ Repair history.
■ Inspection and reports of ships’ personnel.
■ Use of IG plant.
Corrosion and Coating

Criteria have been established to assess corrosion and to grade the condition of
coating.
Substantial corrosion has been defined as an extent of corrosion, where the
wastage is in excess of 75 % of allowable corrosion margins, but within
acceptable limits.
The laying down of criteria implies that although mild corrosion can be
detected visually, extensive and deep corrosion will have to be quantitatively
evaluated by thickness measurements. These values will then be compared
with a list of minimum thickness for the different structures of the vessel as
prepared by the Classification society.
The condition of coating is defined as
Good: if there is only minor spot rusting.

Fair: If there is local breakdown of the coating at edges


of stiffeners and weld connections and or light rusting
over 20 % or so of the area under consideration.

Poor: If there is coating breakdown in general over 20%


or more area on hard scale over 10 % are
Typical structural defects and their locations (Bulk carrier)

1. Cracking of hatch covers.


2. Cracking of hatch coamings
3. Plate panel buckling of cross deck strips and stiffening structure.
4. Cracking at fore and aft extremities of topside tank structure.
5. Corrosion within topside tanks and double skin.
6. Grab and bulldozer damage the main frame/lower bracket.
7. Cracking at main frame bracket toes.
8. Both general and localised corrosion of main ship’s side frames and brackets.
9. Cracking at the connection of the inner bottom and hopper plating.
10. Grab damage to the tank top plating, hopper and lower stool plating.
Where to look and what to look for

1. Side shell plating — Cracks, leaks and distortion.


2. Connection of side shell frame and end brackets to shell plating and hopper side
tank plating — Cracks, corrosion, wastage, deformation and detached frames or
brackets.
3. Connection of side shell frames and end brackets to shell plating and topside
tank plating- Cracks, corrosion, wastage, deformation and detached frames or
brackets.
4. Connection of side shell frames and end brackets to shell plating and topside
tank plating Cracks, corrosion, wastage, deformation and detached frames or
brackets.
5. Slant plate at junction of lower stool and corrugated bulkhead — Cracks,
corrosion, wastage, leaks.
6. Connecting trunk between tanks, where fitted, – Cracks, corrosion, wastage and
leaks.

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