Paris MOU inspection bulkcarriers (guidelines for PSCOs)

Willem Witsenplein Telephone +31 70 351 1508 PO Box 20904 2500 EX Telefax +31 70 351 1599 THE HAGUE The Netherlands E-mail Office@parismou.org Concentrated Inspection Campaign on Structural Safety of Large Bulk Carriers April 1999 - 30 June 1999 Guidelines for PSCOs General The campaign will target bulk carriers which are more than 30000 GT and more than 15 years old, particularly those carrying high density or corrosive cargoes and trading on the spot market During the campaign all Maritime Authorities will inspect, within current resources, as many bulk carriers as possible which meet the criteria in paragraph and which are due for an expanded inspection For the efficiency of the campaign and to minimise disruption to the ship and terminal Authorities may consider, if they wish, inspecting ships at anchor and awaiting a berth or at a lay-by berth Preparation An expanded inspection in accordance with section of Annex of the Paris MOU should be carried out but the inspection should focus principally on the structure of the vessel Inspections shall be recorded as ‘expanded inspection’ When planning to inspect a particular ship it is advisable to notify the master, owner or agent in advance, 48 hours prior to the ships ETA if possible, of the planned inspection So as to avoid any unnecessary delays they may then be advised that the forepeak and/or afterpeak and amidships pair of topside ballast tanks should opened, vented and prepared for safe access as soon as the vessel arrives and that holds will be inspected as cargo operations permit The local representative of the relevant classification society should also be informed at this time Different tanks may be nominated if information on the Enhanced Survey Programme can be obtained from the ship in advance It is not the intention to inspect all holds but, taking into account the cargo operations, the team should attempt to inspect as many holds as is reasonable Access to the upper parts of holds is problematic Ladders may help and experience has shown that using binoculars along with high powered torches can assist in making an initial assessment of the condition of inaccessible parts If the condition of other parts of the hold and the hull structure in general give rise to concern the flag state/classification society should be consulted to consider the need for a more detailed survey Inspection Ideally inspections should be carried out by a team of at least two PSCOs and include at least one person with an in depth knowledge of ship structures In a loading port they should be ready to board the vessel on arrival In a discharge port information on the likely discharge sequences should be obtained where possible so that the inspection can be carried out when some holds are available The PSCOs must be equipped with appropriate safety equipment Before boarding the ship the team should note its outboard condition, position of load line marks if loaded, mooring lines, means of access etc 10 On reaching the bridge/Captain's cabin the team should explain the methodology of the inspection .1 One will examine the ship's certificates and carry out a ‘normal’PSC inspection .2 11 Others will examine the ship structure, including internal inspections of holds and ballast tanks as possible It is acknowledged there are limitations on the number of spaces which can be inspected safely and the detail to which some areas within spaces can be examined As with all inspections only a sample of areas of the ship can be covered However the team may consider selecting other tanks and areas for inspection having consulted the ships plans and survey reports IMO Resolution A.744(18) requires a specific survey programme which includes access arrangements, the requirements for close up survey and thickness measurements A Survey Report File is required to be held on board consisting of: • • • • Reports of Structural Surveys Condition Evaluation Reports Thickness Measurement Reports Survey Planning Document (or equivalent) containing the following information: • Main particulars • Plan of tanks and holds • List of tanks and holds and usage, corrosion protection and condition of coating • Corrosion risk in tanks • Design risk of structures 12 Before tanks or holds are entered the PSCO is to ensure it is safe to enter The requirements of the Code of Safe Practice for Solid Bulk Cargoes, Appendix F are to be observed as applicable Authorities may consider additional safeguards such as providing PSCOs with their own devices capable of determining the safety of tank atmospheres or employing the services of a chemist 13 The team should verify that, if relevant, the necessary calculations have been made to ensure bending and shear stresses are maintained within maximum limits both during loading/discharge and the ensuing voyage This is especially important where high density cargoes are carried or the loading/ballasting arrangement is of a different configuration to that described in the vessel's loading manual 14 The guidance notes at Appendix indicate, in general terms, those areas of the ship's structure to be considered for inspection More detailed guidance is contained in IMO Resolution A866(20) ‘Guidance for ship’s crew and terminal personnel for bulk carrier inspections’ and the IACS publication ‘Bulk Carriers: Guidelines for Surveys, Assessment and Repair of Hull Structure’ Defects 15 If excessive cracks, wastage or other damage is discovered the inspection should be extended as the team deems appropriate and the classification society requested to attend the vessel 16 Every effort is to be made not to unduly delay the vessel or to stop cargo operations If the team has clear grounds for extending its inspection and it is necessary to interfere with cargo operation the master and port operator should be consulted so that any disruption is kept to a minimum 17 If the condition of the structure the ship is clearly hazardous to safety then it should be detained and the flag state and classification society informed immediately 18 In reaching the decision regarding detention, the team should consider the seaworthiness and not the age of the ship, making allowance for fair wear and tear over the minimum acceptable scantlings Where there is doubt the class society should advise the accepted diminution rates of structural members Damage not affecting seaworthiness will not constitute grounds for judging that a ship should be detained, nor will damage temporarily but effectively repaired for a voyage to a port for permanent repairs However, in his assessment of the effect of damage the PSCO should have regard to the location of crew accommodation and whether the damage substantially affects its habitability 19 Any proposals from the flag state or class are to be considered carefully Specification of repairs is for the classification society surveyor to propose and need only be agreed by the PSCO In the event the proposals are acceptable, care is to be taken to ensure the flag state and class oversee the repairs and clear the ship before a request to lift the detention is made 20 All repairs carried out to internal structure of ballast tanks should be carefully considered to ensure that they are effective 21 Any proposal by the flag state to allow the vessel to make a single voyage to a repair yard should be considered in accordance with section 3.8 of the Memorandum 22 The questionnaire at Appendix should be completed at every inspection and forwarded with the Report of Inspection The Report should record an expanded inspection APPENDIX GUIDANCE NOTES FOR STRUCTURAL INSPECTIONS OF LARGE BULK CARRIERS The following notes are to be taken into account when performing structural inspections of large bulk carriers The impression of hull maintenance and general state on deck, the condition of such items as ladders, hatches, air pipes, guard-rails, visible evidence of previously effected repairs, and the condition of deck machinery should influence the PSCO’s decision on whether to make fullest possible examination of the hull Special attention needs to be given to areas of high stress and bending moments such as; i) immediately forward of the engine room bulkhead ii) over the midships half-length iii) No hold side shell framing and top and bottom connections (panting region) Particular attention is to be given to areas where fracturing, cracks, distortion or excessive wastage can occur These areas are illustrated in the diagrams at Appendix & The watertight integrity of hatches and closures is particularly important on ore carriers with no reserve buoyancy Common defects are: i) Cracking at hatch corners ii) Plate panel buckling of cross deck strips and stiffening structure iii) Cracking of hatch coamings iv) Cracking at intersection of the inner bottom plating and the hopper plating v) Grab and bulldozer damage to the main frames lower brackets vi) Grab damage to the inner bottom plating, hopper and lower stool plating vii) Cracking at main frame bracket toes viii) Both general and localised corrosion of main frames and brackets ix) Cracking at fore and aft extremities of topside tank structures x) Corrosion within topside tanks xi) General corrosion and cracking of transverse bulkheads Permanent sea water ballast tanks represent one of the most likely problem areas and the following aspects should be considered during any inspection; i) the paint condition in coated ballast tanks and condition of anodes In ballast tanks rates of corrosion of the order of 1mm per year may be encountered, depending on whether they are coated, coated, or protected by anodes In some ships only the ullage space is coated with the remainder protected by anodes This can result in corrosion during empty periods on uncoated structures which remain wet ii) in tanks used for ballast which may be subject to variable depths of seawater, for example forepeak tanks, it is often the case that there is little wastage top and bottom, but significant wastage over central regions Attention should be paid to longitudinal stiffeners and brackets at the collision bulkhead to shell junction iii) longitudinal shell stiffeners in dedicated ballast tanks, particularly in areas adjacent to bulkheads and web frames iv) underdeck longitudinals in ballast tanks Wastage is usually most severe close to the deckhead This may result in the fillet welds attaching longitudinals to the deck being wasted leading to detachment of the longitudinals and consequent buckling of deck plates Where a fracture, which has not been caused by contact damage, is found in the main hull structure on one side of a ship, the corresponding structure on the opposite side is to be examined to see if a similar failure has occurred Fractures of this nature are of concern especially where corrosion is associated with the failure and may have been a contributing factor Advice on safe practices on board bulk carriers and the duties of crew in port has been issue by IMO in Resolution A862(20) ‘Code of practice for the safe loading and unloading of bulk carrier’ APPENDIX - WHAT TO LOOK FOR IN HOLDS Where to look What to look for Side shell plating Cracks in welds or plates Leaks in welds or plates Distortion of plating Connection of bulkhead plating to side shell Punctured plating Cracked plating Heavily indented plating Buckled plating Corrosion and wastage Connection of side shell frames and end brackets to the shell plating and hopperside tank plating by close-up inspection Cracks Corrosion and wastage Excessively deformed frames or brackets Detached frames or brackets Connection of side shell frames and end brackets to the shell plating and topside tank plating Cracks Corrosion and wastage Excessively deformed frames or brackets Detached frames or brackets APPENDIX cont’d - WHAT TO LOOK FOR IN HOLDS (reproduced with the kind permission of IACS) APPENDIX - WHAT TO LOOK FOR ON DECK APPENDIX Concentrated Inspection Campaign on Structural Safety of Bulk Carriers (>30.000 GT and > 15 years) April 1999 - 30 June 1999 Inspection Authority: Place of inspection: Date of Inspection: Name of ship: IMO number: Flag of ship: Age: Gross Tonnage: Class Society (which has done LL and Safcon surveys): Deadweight: Cargo: There are limitations on the number of spaces which can be inspected safely and the detail to which some areas within spaces can be examined As with all port state control inspections only a sample of areas of the ship can be covered This questionnaire is solely for the purpose of collecting information on the Paris MOU’s Concentrated Inspection Campaign on Structural Safety of Bulk Carriers It cannot be construed as a seaworthiness certificate An answer ‘yes’to an items 1-9 does not confirm compliance with the requirements of the relevant international convention Ship/Shore Safety Checklist completed (IMO Res A.862(20)) Calculated bending and shear stresses within max limits Any cargo/ballast operations in accordance with plan Enhanced survey records complete (IMO Res A.744(18)) Hatches checked can be secured weathertight Hatch corners/coamings checked are free of cracks Hold frames/plating checked are free of serious grab and bulldozer damage Ballast tank structure checked is in satisfactory condition Cargo hold structure checked is in satisfactory condition 10 Ship detained How many holds inspected? a by ship b by terminal Yes No 1) N/A 2) O O O O O O O O O O O O O O O O O O O O O O O O O How many tanks inspected? Remarks: 1) IF ANY “NO” IS TICKED PLEASE ATTACH A COPY OF PSC FORM A & B NOT APPLICABLE (for example in Q1 could mean vessel not yet alongside If ship or terminal refuses to use the check list then “No” should be ticked In Q3 could mean no operations are being carried out at the time of inspection) 2)