SOLAS Bulk Carrier Safety

SOLAS
International Convention for

the Safety of Life at Sea, 1974
Resolutions of the 1997 SOLAS Conference
relating to bulk carrier safety
B
International Maritime Organization
London, 1999
Published in 1999
by the INTERNATIONAL MARITIME ORGANIZATION
4 Albert Embankment, London SE1 7SR
Printed by the International Maritime Organization, London
2 4 6 8 10 9 7 5 3 1
ISBN 92-801-6101-6
IMO PUBLICATION
Sales number: IMO-160E
Copyright # IMO 1999
All rights reserved.
No part of this publication may, for sales purposes,
be produced, stored in a retrieval system or transmitted
in any form or by any means, electronic, electrostatic,
magnetic tape, mechanical, photocopying or otherwise,
without prior permission in writing from the
International Maritime Organization.
Foreword
Concerned at the continued loss of ships carrying bulk cargoes, sometimes
without trace, and the heavy loss of life incurred, and recognizing the urgent
need further to improve the safety standards of ships carrying solid bulk
cargoes in all aspects of their design, equipment and operation to avoid the
recurrence of such casualties, the Conference of Contracting Governments
to the International Convention for the Safety of Life at Sea (SOLAS),
1974, adopted amendments to the Convention aimed at enhancing the
safety of bulk carriers in November 1997. These are contained in res-
olution 1 of the Conference and have been published by IMO.
*
The remaining resolutions of the 1997 SOLAS Conference are included in
this publication. Among other things, they include amendments to the
Guidelines on the enhanced programme of inspections during surveys of
bulk carriers and oil tankers (resolution A.744(18)), as previously amended
by resolution MSC.49(66),
{
which are mandatory under regulation XI/2 of
the Convention.
*
Refer to the publication SOLAS: 1997/1998 Amendments (sales number: IMO-158E).
{
For ease of reference, resolution MSC.49(66) is included in the appendix to the present
publication.
iii
Contents
Page
Resolutions of the 1997 SOLAS Conference
Resolution 2 Adoption of amendments to the Guidelines on
the enhanced programme of inspections during surveys of
bulk carriers and oil tankers (resolution A.744(18)) . . . . . . . . . . . . . . 1
Resolution 3 Recommendation on compliance with
SOLAS regulation XII/5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Resolution 4 Standards for the evaluation of scantlings
of the transverse watertight vertically corrugated bulkhead
between the two foremost cargo holds and for the evaluation
of allowable hold loading of the foremost cargo hold . . . . . . . . . . . . 15
Resolution 5 Recommendation on loading instruments . . . . . . . . 39
Resolution 6 Interpretation of the definition of ``bulk carrier'',
as given in chapter IX of SOLAS 74, as amended in 1994. . . . . . . . . 40
Resolution 7 Enhanced surveys carried out prior to
entry into force of the amendments . . . . . . . . . . . . . . . . . . . . . . . . . 42
Resolution 8 Further work on the safety of bulk carriers. . . . . . . . 43
Resolution 9 Implementation of the International Safety
Management (ISM) Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Appendix
Resolution MSC.49(66) Adoption of amendments to the
Guidelines on the enhanced programme of inspections during
surveys of bulk carriers and oil tankers (resolution A.744(18)) . . . . . . 47
v
Resolution 2
(adopted 27 November 1997)
Adoption of amendments to the
Guidelines on the enhanced programme of
inspections during surveys of bulk carriers
and oil tankers (resolution A.744(18))
THE CONFERENCE,
RECALLING article VIII(c) of the International Convention for the Safety of
Life at Sea, 1974 (hereinafter referred to as ``the Convention''), concerning
the procedure for amending the Convention by a Conference of
Contracting Governments,
RECALLING ALSO resolution A.744(18) by which the Assembly of the
International Maritime Organization (IMO) adopted Guidelines on the
enhanced programme of inspections during surveys of bulk carriers and oil
tankers,
RECALLING FURTHER article VIII(b) and regulation XI/2 of the
Convention concerning the procedure for amending the aforementioned
Guidelines,
NOTING that the IMO Assembly, at its eighteenth session, when adopting
resolution A.744(18), requested the IMO Maritime Safety Committee and
the Marine Environment Protection Committee to keep the Guidelines
under review and update them as necessary, in the light of experience gained
in their application,
NOTING ALSO resolution MSC.49(66) by which amendments to resolution
A.744(18) were adopted by the Maritime Safety Committee in accordance
with article VIII and regulation XI/2 of the Convention,
RECOGNIZING the urgent need to further improve the safety standards of
ships carrying solid bulk cargoes,
HAVING CONSIDERED amendments to the said Guidelines proposed and
circulated in accordance with article VIII of the Convention,
1. ADOPTS, in accordance with article VIII(c)(ii) of the Convention,
amendments to the Guidelines on the enhanced programme of inspections
during surveys of bulk carriers and oil tankers, the text of which is set out in
the annex to the present resolution;
2. DETERMINES, in accordance with article VIII(b)(vi)(2)(bb) of the
Convention, that the amendments shall be deemed to have been accepted
on 1 January 1999, unless, prior to that date, more than one third of the
Contracting Governments to the Convention or Contracting Governments
the combined merchant fleets of which constitute not less than 50% of the
1
gross tonnage of the world's merchant fleet, have notified the Secretary-
General of IMO of their objections to the amendments;
3. INVITES Contracting Governments to note that, in accordance with
article VIII(b)(vii)(2) of the Convention, the amendments shall enter into
force on 1 July 1999 upon their acceptance in accordance with paragraph 2
above.
Annex
Amendments to the Guidelines on the enhanced
programme of inspections during surveys of bulk
carriers and oil tankers (resolution A.744(18))
(resolution A.744(18), annex A)
1 In the ``Contents'', the following text is added at the end:
`Ànnex 10 Requirements for extent of thickness measurement at areas of
substantial corrosion. Periodical survey of bulk carriers within the cargo
area''.
2 Existing paragraph 1.2.10 is replaced by the following:
``1.2.10 A corrosion-prevention system is normally considered either:
.1 a full hard coating; or
.2 a full hard coating supplemented by anodes.
Protective coating should usually be epoxy coating or equivalent. Other
coating systems may be considered acceptable as alternatives provided that
they are applied and maintained in compliance with the manufacturer's
specifications.
Where soft coatings have been applied, safe access should be provided for
the surveyor to verify the effectiveness of the coating and to carry out an
assessment of the conditions of internal structures which may include spot
removal of the coating. When safe access cannot be provided, the soft
coating should be removed.''
3 The title ``Tank corrosion-prevention system'' of section 2.3 is changed to
``Space protection''.
``2.3.1 Where provided, the condition of corrosion-prevention system of
ballast tanks should be examined. For ballast tanks, excluding double-bottom
tanks, where a coating is found in POOR condition as defined in 1.2.11, and
2
it is not renewed, or where soft coating has been applied, or where a coating
has not been applied, the tanks in question should be examined at annual
intervals. When such breakdown of coating is found in ballast double-bottom
tanks, or where a soft coating has been applied, or where a coating has not
been applied, the tanks in question may be examined at annual intervals.
When considered necessary by the surveyor, or where extensive corrosion
exists, thickness measurements should be carried out. Where a protective
coating is provided in cargo holds and is found in good condition, the extent
of close-up surveys and thickness measurements may be specially
considered.
*
''
5 In paragraph 2.4.2, the word ``random'' is deleted and the word `àll'' is
inserted between the words `òperation of'' and ``mechanically''.
6 The following sentence is added to paragraph 2.6.3:
``Provisions for extended measurements for areas with substantial corrosion
as defined in 1.2.9 are given in annex 10.''
``Where a protective coating is provided in cargo holds and is found in good
condition, the extent of close-up surveys and thickness measurements may
be specially considered.''
8 In paragraph 3.3.2, the words ``, including close-up survey of hatch
cover plating'' are inserted after the words ``hatch cover''.
9 In paragraph 3.3.3, the words ``, including close-up survey of hatch
cover plating'' are inserted after the words ``steel pontoons''.
10 The following new paragraphs 3.3.5 and 3.3.6 are added:
``3.3.5 Checking of the satisfactory condition of hatch coaming plating and
their stiffener, including close-up survey should be done.
3.3.6 Random checking of the satisfactory operation of mechanically
operated hatch covers should be done, including:
.1 stowage and securing in open condition;
.2 proper fit and efficiency of sealing in closed condition;
.3 operational testing of hydraulic and power components, wires,
chains, and link drives.''
*
NOTES: All through the text, replace the sentence ``Thickness measurement should be
carried out as considered necessary by the surveyor'' with the expression ``When considered
necessary by the surveyor, or where extensive corrosion exists, thickness measurements
should be carried out.''
Where the words ``specially considered'' are found, add a reference to the following footnote:
``
________
*
As a minimum, the words ``specially considered'' are taken to mean that sufficient close-
up inspection and thickness measurements are taken to confirm the actual average condition
of the structure under coating.''
3
11 Existing paragraphs 3.4.1 and 3.4.2 are replaced by the following:
``3.4.1 For bulk carriers over 10 years of age, the following should be
carried out:
.1 overall survey of all cargo holds. Where a protective coating is
provided in cargo holds and is found in GOOD condition, the
extent of close-up surveys and thickness measurements may be
specially considered;
.2 close-up examination of sufficient extent, minimum 25% of
frames, to establish the condition of the lower region of the shell
frames including approximately lower one-third length of side
frame at side shell and side frame end attachment and the
adjacent shell plating in the forward cargo hold. Where this level
of survey reveals the need for remedial measures, the survey is to
be extended to include a close-up survey of all of the shell frames
and adjacent shell plating of that cargo hold as well as a close-up
survey of sufficient extent of all remaining cargo holds;
.3 when considered necessary by the surveyor, thickness measure-
ment is to be carried out. If the results of these thickness
measurements indicate that substantial corrosion is found, the
extent of thickness measurements should be increased in
accordance with annex 10.
3.4.2 For bulk carriers over 15 years of age, the following should be
carried out:
.1 overall survey of all cargo holds. Where a protective coating is
provided in cargo holds and is found in good condition, the
extent of close-up surveys and thickness measurements may be
specially considered;
.2 close-up examination of sufficient extent, minimum 25% of
frames, to establish the condition of the lower region of the shell
frames including approximately lower one-third length of side
frame at side shell and side frame end attachment and the
adjacent shell plating in the forward cargo hold and one other
selected cargo hold. Where this level of survey reveals the need
for remedial measures, the survey is to be extended to include a
close-up survey of all of the shell frames and adjacent shell
plating of that cargo hold as well as a close-up survey of sufficient
extent of all remaining cargo holds;
.3 when considered necessary by the surveyor, thickness measure-
ment should be carried out. If the results of these thickness
measurements indicate that substantial corrosion is found, the
extent of thickness measurements should be increased in
accordance with annex 10.''
12 Add a new paragraph 3.4.3 as follows:
``3.4.3 All piping and penetrations in cargo holds, including overboard
piping, should be examined.''
4
``3.5.1 Examination of ballast tanks should be carried out when required as
a consequence of the results of the periodical survey and intermediate
enhanced survey When considered necessary by the surveyor, thickness
measurement should be carried out. If the results of these thickness
measurements indicate that substantial corrosion is found, the extent of
thickness measurements should be increased in accordance with annex 10.''
``4.2.3 For ballast tanks excluding double-bottom tanks, where a coating is
found in POOR condition as defined in 1.2.11, and it is not renewed, or
where soft coating has been applied, or where a coating has not been
applied, the tanks in question should be examined at annual intervals. When
such breakdown of coating is found in ballast double-bottom tanks, or where
soft coating has been applied, or where a coating has not been applied, the
tanks in question may be examined at annual intervals. When considered
necessary by the surveyor, or where extensive corrosion exists, thickness
measurements should be carried out.''
15 Existing paragraphs 4.3.1 and 4.3.2 are replaced by the following:
``4.3.1 For bulk carriers over five years of age, the following should be
carried out:
.1 an overall survey of all cargo holds, including a close-up survey of
sufficient extent, minimum 25% of frames, should be carried out
to establish the condition of:
shell frames including their upper and lower end attachments,
adjacent shell plating, and transverse bulkheads in the forward
cargo hold and one other selected cargo hold;
areas found suspect according to 1.2.8 at the previous
periodical survey;
.2 where considered necessary by the surveyor as a result of the
overall and close-up survey as described in 4.3.1.1, the survey
should be extended to include a close-up survey of all of the shell
frames and adjacent shell plating of that cargo hold as well as a
close-up survey of sufficient extent of all remaining cargo holds.
4.3.2 For bulk carriers over 10 years of age, the following should be
carried out:
.1 an overall survey of all cargo holds, including a close-up survey of
sufficient extent, minimum 25% of frames, is to be carried out to
establish the condition of:
shell frames including their upper and lower end attachments,
adjacent shell plating, and transverse bulkheads in all cargo
holds; and
periodical survey;
.2 where considered necessary by the surveyor as a result of the
overall and close-up survey as described in 4.3.2.1, the survey is
5
to be extended to include a close-up survey of all of the shell
frames and adjacent shell plating of all cargo holds.''
16 The following new paragraph 4.3.3 is added:
``4.3.3 For bulk carriers over 15 years of age, the following should be
carried out:
.1 an overall survey of all cargo holds, including a close-up survey, is
to be carried out to establish the condition of:
all shell frames including their upper and lower end
attachments, adjacent shell plating, and transverse bulkheads
in all cargo holds; and
periodical survey.''
17 The following sentences are added to paragraph 4.4.1:
``The minimum requirement for thickness measurements at the intermediate
enhanced survey are areas found to be suspect areas according to 1.2.8 at
the previous periodical survey. Where substantial corrosion as defined in
1.2.9 is found, the extent of thickness measurements should be increased in
accordance with the requirements of annex 10.''
``4.4.3 Where a protective coating is provided in cargo holds and is found
in GOOD condition, the extent of close-up surveys and thickness
measurements may be specially considered.''
19 Existing sections 6, 7 and 8 are renumbered as sections 7, 8 and 9, including all
relevant paragraphs, and the following new section 6 is inserted:
``6 PROMPT AND THOROUGH REPAIRS OF BULK CARRIERS
RELATIVE TO DAMAGES AND WASTAGE IN CARGO HOLDS
6.1 General
6.1.1 Any damage or excessive wastage beyond allowable limits to side
shell frames, their end attachments and/or adjacent shell plating, and deck
structure and deck plating between hatches, watertight bulkheads and hatch
covers and hatch coamings that affect the structural strength or integrity of
the hull of the vessel, is to be promptly and thoroughly repaired.
Prompt is defined as to be done without delay at the time of the
survey.
Thorough is defined as satisfactory in all respects and permanent.
6.1.2 For locations where adequate repair facilities are not immediately
available, consideration may be given to allow a vessel to proceed directly to
a repair facility. This may require discharging of the cargo and/or temporary
repairs for the intended voyage.
6.1.3 Damages or excessive wastage in the areas noted above which are
considered by the attending Surveyor to be of a nature not immediately
affecting the vessel's structural or watertight integrity may be temporarily
repaired for a limited period.''
6
20 Add the following sentence to paragraph 7.1.1.2 of both annexes A and B:
`Ìn all cases, regardless of the pattern, the extent of thickness measurements
should be sufficient as to represent the actual average condition of the
plate.''
21 Existing annex 1 is replaced by the following:
`Ànnex 1
Requirements for close-up survey at periodical surveys
AGE _ 5
YEARS
5 < AGE _ 10
YEARS
10 < AGE _ 15
YEARS
AGE 15
YEARS
(A) 25% of shell
frames in the
forward cargo hold
at representative
positions.
Selected frames in
remaining cargo
holds
(B) One transverse
web with
associated plating
and longitudinals in
two representative
water ballast tanks
of each type (i.e.,
topside, hopper
side or side tank)
(C) Two selected
cargo hold
transverse
bulkheads,
including internal
structure of upper
and lower stools,
where fitted
(D) All cargo hold
hatch covers and
coamings
(A) 25% of shell
frames in all cargo
holds including
upper and lower
end attachments
and adjacent shell
plating
(B) One transverse
web with
associated plating
each water ballast
tank (i.e., topside,
hopper side or side
tank)
(B) Forward and aft
transverse
bulkhead in one
side ballast tank,
including stiffening
system
(C) One transverse
bulkhead in each
cargo hold,
including internal
structure of upper
and lower stools,
where fitted
(D) All cargo hold
hatch covers and
coamings
(E) Selected areas
of deck plating
inside line of hatch
openings between
cargo hold hatches
(A) All shell frames
in the forward
cargo hold and
25% of frames in
remaining cargo
holds, including
upper and lower
end attachments
and adjacent shell
plating
(B) All transverse
webs with
associated plating
each water ballast
tank (i.e., topside,
hopper side or side
tank)
(B) All transverse
bulkheads in ballast
tanks, including
stiffening systems
(C) All cargo hold
transverse
bulkheads
including internal
structure of upper
and lower stools,
where fitted
(D) All cargo hold
hatch covers and
coamings
(E) All deck plating
inside line of hatch
openings between
cargo hold hatches
(A) All shell frames
in all cargo holds
including upper
and lower end
attachments and
adjacent shell
plating
Areas (B)(E) as for
column 3
7
(A) Cargo hold transverse frame
(B) Transverse web frame or watertight transverse bulkhead in water ballast tanks
(C) Cargo hold transverse bulkhead plating, stiffeners and girders
(D) Cargo hold hatch covers and coamings
(E) Deck plating inside line of hatch openings between cargo hold hatches
Note: Close-up survey of transverse bulkheads to be carried out at four
levels:
Level (a) Immediately above the inner bottom and immediately
above the line of gussets (if fitted) and shedders for ships without lower
stool
Level (b) Immediately above and below the lower stool shelf plate
(for those ships fitted with lower stools), and immediately above the
line of the shedder plates.
Level (c) About mid-height of the bulkhead.
Level (d) Immediately below the upper deck plating and immediately
adjacent to the upper wing tank, and immediately below the upper
stool shelf plate for those ships fitted with upper stools, or immediately
below the topside tank.''
22 In annex 8 to annex A, ``Recommended procedures for thickness
measurements'', General, the following words are added at the end of paragraph 2:
`ànd the maximum allowable diminution should be stated''
23 In appendix 2 to annex 8 to annex A, ``Reports on thickness
measurement'', a new column headed ``Maximum allowable diminution
(mm)'' is added.
24 The following new annex 10 is added:
`Ànnex 10
Requirements for extent of thickness measurement at areas
of substantial corrosion
Periodical survey of bulk carriers within the cargo area
Shell plating
STRUCTURAL
MEMBER
EXTENT OF
MEASUREMENT
PATTERN OF
MEASUREMENT
1 Bottom and side shell
plating
a Suspect plate, plus four
adjacent plates
b See other tables for
particulars on gauging in
way of tanks and cargo
holds
a Five-point pattern for
each panel between
longitudinals
2 Bottom/side shell
longitudinals
Minimum of three
longitudinals in way of
suspect areas
Three measurements in
line across web
Three measurements on
flange
8
Transverse bulkheads in cargo holds
STRUCTURAL
MEMBER
EXTENT OF
MEASUREMENT
PATTERN OF
MEASUREMENT
1 Lower stool a Transverse band within
25 mm of welded
connection to inner bottom
b Transverse band within
25 mm of welded
connection to shelf plate
a Five-point between
stiffeners over 1 m
length
b Ditto
2 Transverse bulkhead a Transverse band at
approximately mid-height
b Transverse band at part of
bulkhead adjacent to upper
deck or below upper stool
shelf plate (for those ships
fitted with upper stools)
a Five-point pattern over
1 m
2
of plating
b Five-point pattern
over 1 m
2
of plating
9
Deck structure including cross strips, main cargo hatchways,
hatch covers, coamings and topside tanks
STRUCTURAL
MEMBER
EXTENT OF
MEASUREMENT
PATTERN OF
MEASUREMENT
1 Cross-deck strip
plating
Suspect cross-deck strip
plating
a Five-point pattern
between underdeck
stiffeners over 1 m
length
2 Underdeck stiffeners a Transverse members
b Longitudinal member
a Five-point pattern at
each end and mid-
span
b Five-point pattern on
both web and flange
3 Hatch covers a Skirt, each side and ends,
three locations
b Three longitudinal bands,
outboard strakes (2) and
centreline strake (1)
a Five-point pattern at
each location
b Five-point
measurement each
band
4 Hatch coamings Each side and end of
coaming, one band lower
third, one band upper two
thirds of coaming
Five-point measurement
each band, i.e., end or
side coaming
5 Topside water ballast
tanks
a Watertight transverse
bulkheads
i Lower third of bulkhead
ii Upper two thirds of
bulkhead
iii Stiffeners
i Five-point pattern
over 1 m
2
of plating
ii Five-point pattern
over 1 m
2
of plating
iii Five-point pattern
over 1 m length
b Two representative swash
transverse bulkheads
i Lower third of bulkhead
ii Upper two thirds of
bulkhead
iii Stiffeners
over 1 m
2
of plating
over 1 m
2
of plating
iii Five-point pattern
over 1 m length
c Three representative bays
of slope plating
i Lower third of tank
ii Upper two thirds of tank
d Longitudinals, suspect and
adjacent
over 1 m
2
of plating
over 1 m
2
of plating
d Five-point pattern
both web and flange
over 1 m length
10
Deck structure including cross strips, main cargo hatchways,
hatch covers, coamings and topside tanks (continued)
STRUCTURAL
MEMBER
EXTENT OF
MEASUREMENT
PATTERN OF
MEASUREMENT
6 Main deck plating Suspect plates and adjacent
(4)
Five-point pattern over
1 m
2
of plating
7 Main deck
longitudinals
Minimum of three
longitudinals where plating
measured
Five-point pattern on
both web and flange
over 1 m length
8 Web frames/
transverses
Suspect plates Five-point pattern over
1 m
2
11
Double bottom and hopper structure
STRUCTURAL
MEMBER
EXTENT OF
MEASUREMENT
PATTERN OF
MEASUREMENT
1 Inner/Double bottom
plating
Suspect plate plus all adjacent
plates
Five-point pattern for
each panel between
longitudinals over 1 m
length
2 Inner/Double bottom
longitudinals
Three longitudinals where
plates measured
line across web, and
three measurements on
flange
3 Longitudinal girders
or transverse floors
Suspect plates Five-point pattern over
about 1 m
2
4 Watertight bulkheads
(WT floors)
a lower third of tank
b upper two thirds of tank
a Five-point pattern
over 1 m
2
of plating
alternate plates over
1 m
2
of plating
5 Web frames Suspect plate Five-point pattern over
1 m
2
of plating
6 Bottom/Side shell
longitudinals
Minimum of three
longitudinals in way of
suspect areas
line across web
Three measurements on
flange
12
Cargo holds
STRUCTURAL
MEMBER
EXTENT OF
MEASUREMENT
PATTERN OF
MEASUREMENT
1 Side shell frames Suspect frame and each
adjacent
a At each end and mid
span: five-point
pattern of both web
and flange
within 25 mm of
welded attachment
to both shell and
lower slope plate
inspection during surveys of oil tankers
(resolution A.744(18), annex B)
`À tank which is used for both cargo and ballast will be treated as a ballast
tank when substantial corrosion has been found in that tank.''
``1.2.8 Corrosion-prevention system is normally considered either:
.1 a full hard coating; or
.2 a full hard coating supplemented by anodes.
Protective coating should usually be epoxy coating or equivalent. Other
coating systems may be considered acceptable as alternatives provided that
they are applied and maintained in compliance with the manufacturer's
specifications.
Where soft coatings have been applied, safe access should be provided for
the surveyor to verify the effectiveness of the coating and to carry out an
assessment of the conditions of internal structures which may include spot
removal of the coating. When safe access cannot be provided, the soft
coating should be removed.''
27 In paragraph 2.3.1, second sentence, the words `òr where soft coating has
been applied,'' are added after the word ``renewed''.
28 In paragraph 4.2.4, first sentence, the words `òr where soft coating has
been applied,'' are added after the word ``renewed''.
29 In annex 10 to annex B, ``Recommended procedures for thickness
measurements'', General, the following words are added at the end of paragraph 2:
`ànd the maximum allowable diminution should be stated.''
30 In appendix 2 to annex 10 to annex B, ``Reports on thickness
measurement'', a new column headed ``Maximum allowable diminution
(mm)'' is added.
''
13
Resolution 3
Recommendation on compliance
with SOLAS regulation XII/5
THE CONFERENCE,
HAVING ADOPTED amendments to the International Convention for the
Safety of Life at Sea (SOLAS), 1974, as amended, concerning the safety of
bulk carriers,
CONSIDERING that new SOLAS regulation XII/5 requires that bulk carriers
of 150 m in length and upwards of single side skin construction, designed to
carry solid bulk cargoes having a density of 1,000 kg/m
3
and above and
constructed on or after 1 July 1999 should have sufficient strength, taking
into account the recommendations adopted by the Organization, to
withstand flooding of any one cargo hold in all loading and ballast
conditions, taking also into account dynamic effects,
NOTING that the International Association of Classification Societies
(IACS) has issued the following relevant Unified Requirements:
S17 Longitudinal strength of hull girder in flooded condition for
single side skin bulk carriers;
S18 Evaluation of scantlings of corrugated transverse watertight
bulkheads for single side skin bulk carriers considering hold
flooding; and
S20 Evaluation of allowable hold loading for single side skin bulk
carriers considering hold flooding,
NOTING ALSO that the rules of classification societies should provide for
adequate strength for bulk carriers of types other than single side skin
construction in accordance with regulation II-1/3-1 of the Convention,
BEING OF THE OPINION that application of the said Unified Requirements
will satisfy the requirements of regulation XII/5 of the Convention,
URGES Governments to ensure that all bulk carriers of single side skin
construction, whether or not they are classed with classification societies
being members of IACS, comply with the aforesaid IACS Unified
Requirements.
14
Resolution 4
Standards for the evaluation of scantlings
of the transverse watertight vertically corrugated
bulkhead between the two foremost cargo holds
and for the evaluation of allowable hold loading
of the foremost cargo hold
THE CONFERENCE,
bulk carriers,
CONSIDERING that new SOLAS regulation XII/6 requires that the
transverse vertically corrugated watertight bulkhead between the two
foremost cargo holds and the double bottom structure in way of the
foremost cargo hold of bulk carriers of 150 m in length and upwards of
single side skin construction, carrying solid bulk cargoes having a density of
1780 kg/m
3
and above, should have sufficient strength, in compliance with
the bulk carrier bulkhead and double bottom standards developed by the
Organization, to withstand flooding of the foremost cargo hold, taking also
into account dynamic effects,
BEING OF THE OPINION that the implementation by Governments of the
said regulation in accordance with the implementation schedule prescribed
in new SOLAS regulation XII/3 will greatly contribute to enhancing the
safety of existing bulk carriers and safeguarding the lives of those on board,
HAVING CONSIDERED the recommendation made by the Maritime Safety
Committee of the International Maritime Organization at its sixty-eighth
session,
ADOPTS:
.1 the Standards for the evaluation of scantlings of the transverse
watertight vertically corrugated bulkhead between the two
foremost cargo holds, set out in annex 1 to the present
resolution; and
.2 the Standards for the evaluation of allowable hold loading of the
foremost cargo hold, set out in annex 2 to the present
resolution,
for the purpose of application of SOLAS regulation XII/6.
15
Annex 1
Standards for the evaluation of scantlings of
the transverse watertight vertically corrugated bulkhead
between the two foremost cargo holds
1 Introduction
The net scantlings of the transverse watertight vertically corrugated
bulkhead between the two foremost cargo holds are to be calculated
using the loads given in section 2, the bending moment and shear force
given in section 3 and the strength criteria given in section 4.
Where necessary, steel renewal and/or reinforcements are required as per
section 6.
In these standards, homogeneous loading condition means a loading condition in
which the ratio between the highest and the lowest filling ratio, evaluated
for the two foremost cargo holds, does not exceed 1.20, to be corrected for
different cargo densities.
2 Load model
2.1 General
The loads to be considered as acting on the bulkhead are those given by the
combination of the cargo loads with those induced by the flooding of the
foremost cargo hold.
The most severe combinations of cargo-induced loads and flooding loads
are to be used for the check of the scantlings of the bulkhead, depending on
the loading conditions included in the loading manual:
homogeneous loading conditions;
non-homogeneous loading conditions.
Non-homogeneous part loading conditions associated with multiport
loading and unloading operations for homogeneous loading conditions
need not to be considered according to these standards.
2.2 Bulkhead corrugation flooding head
The flooding head h
f
(see figure 1) is the distance, in m, measured vertically
with the ship in the upright position, from the calculation point to a level
located at a distance d
f
, in m, from the baseline equal to:
16
(a) in general:
D
(b) for ships less than 50,000 tonnes deadweight with Type B
freeboard:
0.95 D
D = the distance, in m, from the baseline to the freeboard deck
at side amidship (see figure 1).
(c) for ships to be operated at an assigned load line draught T
r
less
than the permissible loadline draught T, the flooding head
defined in (a) and (b) may be reduced by TT
r
.
2.3 Pressure in the flooded hold
2.3.1 Bulk cargo loaded hold
Two cases are to be considered, depending on the values of d
1
and d
f
, d
1
(see
figure 1) being a distance from the baseline given, in m, by:
d
l
=
M
c
,
c
l
c
B

V
LS
l
c
B
(h
HT
h
DB
)
b
HT
B
h
DB
where:
M
c
= mass of cargo, in tonnes, in the foremost cargo hold
,
c
= bulk cargo density, in t/m
3
l
c
= length of the foremost cargo hold, in m
B = ship's breadth amidships, in m
V
LS
= volume, in m
3
, of the bottom stool above the inner bottom
h
HT
= height of the hopper tanks amidship, in m, from the
baseline
h
DB
= height of the double bottom, in m
b
HT
= breadth of the hopper tanks amidship, in m.
(a) d
f
_ d
1
At each point of the bulkhead located at a distance between d
1
and d
f
from
the baseline, the pressure p
c,f
, in kN/m
2
, is given by:
p
c.f
= , g h
f
where
, = seawater density, in t/m
3
g = 9.81 m/s
2
, gravity acceleration
h
f
= flooding head as defined in section 2.2.
17
At each point of the bulkhead located at a distance lower than d
1
from the
baseline, the pressure p
c,f
, in kN/m
2
, is given by:
p
c.f
= , g h
f
[,
c
, (1 perm)[ g h
1
tan
2
where:
,. g. h
f
= as given above
,
c
= bulk cargo density, in t/m
3
perm = permeability of cargo, to be taken as 0.3 for ore
(corresponding bulk cargo density for iron ore may
generally be taken as 3.0 t/m
3
).
h
1
= vertical distance, in m, from the calculation point to a level
1
, as defined above, from the base-
line (see figure 1)
= 458 (,,2)
, = angle of repose of the cargo, in degrees, and may generally
be taken as 358 for iron ore.
The force F
c,f
, in kN, acting on a corrugation is given by:
F
c.f
= s
1

_
, g
(d
f
d
1
)
2
2

, g (d
f
d
1
) (p
c.f
)
le
2
d
1
h
DB
h
LS
)
_
where:
s
1
= spacing of corrugations, in m (see figure 2a)
,, g, d
1
, h
DB
= as given above
d
f
= as given in 2.2
(p
c,f
)
le
= pressure, in kN/m
2
, at the lower end of the
corrugation
h
LS
= height of the lower stool, in m, from the inner
bottom.
(b) d
f
< d
1
At each point of the bulkhead located at a distance between d
f
and d
1
from
the baseline, the pressure p
c,f
, in kN/m
2
, is given by:
p
c.f
= ,
c
g h
1
tan
2
where:
,
c
, g, h
1
, = as given in (a).
18
At each point of the bulkhead located at a distance lower than d
f
from the
baseline, the pressure p
c,f
, in kN/m
2
, is given by:
p
c.f
= , g h
f
[,
c
h
1
, (1 perm) h
f
[ g tan
2
where:
,, g, h
f
, ,
c
, h
1
, perm, = as given in (a).
The force F
c,f
F
c.f
= s
1

_
,
c
g
(d
1
d
f
)
2
2
tan
2

,
c
g (d
1
d
f
) tan
2
(p
c.f
)
le
2
(d
f
h
DB
h
LS
)
_
where:
s
1
. ,
c
. g. . (p
c.f
)
le
. h
LS
= as given in (a)
d
1
, h
DB
= as given above
d
f
= as given in 2.2.
2.3.2 Empty hold
At each point of the bulkhead, the hydrostatic pressure p
f
induced by the
flooding head h
f
is to be considered.
The force F
f
F
f
= s
1
, g
(d
f
h
DB
h
LS
)
2
2
where:
s
1
. ,. g. h
LS
= as given in 2.3.1 (a)
h
DB
= as given in 2.3.1
d
f
= as given in 2.2.
2.4 Pressure in the non-flooded bulk cargo loaded hold
At each point of the bulkhead, the pressure p
c
, in kN/m
2
, is given by:
p
c
= ,
c
g h
1
tan
2
where:
,
c
. g. h
1
. = as given in 2.3.1 (a).
19
The force F
c
F
c
= ,
c
g s
1

(d
1
h
DB
h
LS
)
2
2
tan
2
where:
,
c
. g. s
1
. h
LS
. = as given in 2.3.1 (a)
d
1
, h
DB
= as given in 2.3.1.
2.5 Resultant pressure
2.5.1 Homogeneous loading conditions
At each point in the bulkhead structure, the resultant pressure p, in kN/m
2
,
to be considered for the scantlings of the bulkhead is given by:
p = p
c.f
0.8 p
c
.
The resultant force F, in kN, acting on a corrugation is given by:
F = F
c.f
0.8 F
c
.
2.5.2 Non-homogeneous loading conditions
At each point in the bulkhead structure, the resultant pressure p, in kN/m
2
,
to be considered for the scantlings of the bulkhead is given by:
p = p
c.f
.
The resultant force F, in kN, acting on a corrugation is given by:
F = F
c.f
.
In case the foremost cargo hold, in non-homogenous loading conditions, is
not allowed to be loaded, the resultant pressure p, in kN/m
2
, to be
considered for the scantlings of the bulkhead is given by:
p = p
f
and the resultant force F, in kN, acting on a corrugation is given by:
F = F
f
.
20
3 Bending moment and shear force in the bulkhead corrugations
The bending moment M and the shear force Q in the bulkhead corrugations
are obtained using the formulae given in 3.1 and 3.2. The M and Q values
are to be used for the checks in section 4.
3.1 Bending moment
The design bending moment M, in kNm, for the bulkhead corrugations is
given by:
M =
F /
8
where:
F = resultant force, in kN, as given in 2.5
/ = span of the corrugation, in m, to be taken according to
figures 2a and 2b.
3.2 Shear force
The shear force Q, in kN, at the lower end of the bulkhead corrugations is
given by:
Q = 0.8 F
where:
F = as given in 2.5.
4 Strength criteria
4.1 General
The following criteria are applicable to transverse bulkheads with vertical
corrugations (see figure 2a).
Requirements for local net plate thickness are given in 4.7.
In addition, the criteria given in 4.2 and 4.5 are to be complied with.
Where the corrugation angle c shown in figure 2a is less than 508, a
horizontal row of staggered shedder plates is to be fitted at approximately
mid-depth of the corrugations (see figure 2a) to help preserve dimensional
stability of the bulkhead under flooding loads. The shedder plates are to be
welded to the corrugations by double continuous welding, but they are not
to be welded to the side shell.
The thicknesses of the lower part of corrugations considered in the
application of 4.2 and 4.3 are to be maintained for a distance from the inner
21
bottom (if no lower stool is fitted) or the top of the lower stool not less than
0.15/.
The thicknesses of the middle part of corrugations considered in the
application of 4.2 and 4.4 are to be maintained to a distance from the deck
(if no upper stool is fitted) or the bottom of the upper stool not greater than
0.3/.
4.2 Bending capacity and shear stress
The bending capacity is to comply with the following relationship:
10
3
M
0.5 Z
le
o
a. le
Z
m
o
a. m
_ 1.0
where:
M = bending moment, in kNm, as given in 3.1
Z
le
= section modulus of one half pitch corrugation, in cm
3
, at
the lower end of corrugations, to be calculated according
to 4.3
Z
m
3
, at
the mid-span of corrugations, to be calculated according to
4.4
o
a. le
= allowable stress, in N/mm
2
, as given in 4.5, for the lower
end of corrugations
o
a. m
2
, as given in 4.5, for the mid-
span of corrugations.
In no case is Z
m
to be taken greater than the lesser of 1.15Z
le
and 1.15Z'
le
for calculation of the bending capacity, Z'
le
being defined below.
In case effective shedder plates are fitted which:
are not knuckled;
are welded to the corrugations and the top of the lower stool by one
side penetration weld or equivalent;
are fitted with a minimum slope of 458 and their lower edge is in line
with the stool side plating;
or effective gusset plates are fitted which:
are fitted in line with the stool side plating;
have material properties at least equal to those provided for the
flanges,
22
the section modulus Z
le
, in cm
3
, is to be taken not larger than the value Z'
le
,
in cm
3
, given by:
Z
/
le
= Z
g
10
3
Q h
g
0.5 h
g
2
s
1
p
g
o
a
where:
Z
g
3
,
according to 4.4, in way of the upper end of shedder or
gusset plates, as applicable
Q = shear force, in kN, as given in 3.2
h
g
= height, in m, of shedders or gusset plates, as applicable (see
figures 3a, 3b, 4a and 4b)
s
1
= as given in 2.3.1 (a)
p
g
= resultant pressure, in kN/m
2
, as defined in 2.5, calculated in
way of the middle of the shedders or gusset plates, as
applicable
o
a
2
, as given in 4.5.
Shear stresses t are obtained by dividing the shear force Q by the shear area.
The shear area is to be reduced in order to account for possible non-
perpendicularity between the corrugation webs and flanges. In general, the
reduced shear area may be obtained by multiplying the web sectional area by
(sin c), c being the angle between the web and the flange.
When calculating the section moduli and the shear area, the net plate
thicknesses are to be used.
The section moduli of corrugations are to be calculated on the basis of the
requirements standards given in 4.3 and 4.4.
4.3 Section modulus at the lower end of corrugations
The section modulus is to be calculated with the compression flange having
an effective flange width, b
ef
, not larger than as given in 4.6.1.
If the corrugation webs are not supported by local brackets below the stool
top (or below the inner bottom) in the lower part, the section modulus of
the corrugations is to be calculated considering the corrugation webs 30%
effective.
(a) Provided that effective shedder plates, as defined in 4.2, are fitted (see
figures 3a and 3b), when calculating the section modulus of
23
corrugations at the lower end (cross-section 1 *in figures 3a and 3b),
the area of flange plates, in cm
2
, may be increased by:
_
2.5 a

t
f
t
sh
_

o
Fsh
o
Ffl
_ _
(not to be taken greater than 2.5 a t
f
)
where:
a = width, in m, of the corrugation flange (see figure 2a)
t
sh
= net shedder plate thickness, in mm
t
f
= net flange thickness, in mm
o
Fsh
= minimum upper yield stress, in N/mm
2
, of the
material used for the shedder plates
o
Ffl
2
, of the
material used for the corrugation flanges.
(b) Provided that effective gusset plates, as defined in 4.2, are fitted (see
figures 4a and 4b), when calculating the section modulus of
corrugations at the lower end (cross-section 1 *in figures 4a and 4b),
the area of flange plates, in cm
2
, may be increased by (7 h
g
t
gu
)
where:
h
g
= height of gusset plate, in m (see figures 4a and 4b), not
to be taken greater than (
10
7
s
gu
)
s
gu
= width of the gusset plates, in m
t
gu
= net gusset plate thickness, in mm, not to be taken
greater than t
f
t
f
= net flange thickness, in mm, based on the as-built
condition.
(c) If the corrugation webs are welded to a sloping stool top plate which is
at an angle not less than 458 with the horizontal plane, the section
modulus of the corrugations may be calculated considering the
corrugation webs fully effective. In case effective gusset plates are
fitted, when calculating the section modulus of corrugations the area
of flange plates may be increased as specified in (b) above. No credit
can be given to shedder plates only.
For angles less than 458, the effectiveness of the web may be obtained
by linear interpolation between 30% for 08 and 100% for 458.
4.4 Section modulus of corrugations at cross-sections
other than the lower end
The section modulus is to be calculated with the corrugation webs
considered effective and the compression flange having an effective flange
width, b
ef
, not larger than as given in 4.6.1.
24
4.5 Allowable stress check
The normal and shear stresses o and t are not to exceed the allowable values
o
a
and t
a
, in N/mm
2
, given by:
o
a
= o
F
t
a
= 0.5 o
F
where:
o
F
= the minimum upper yield stress, in N/mm
2
, of the material.
4.6 Effective compression flange width and shear buckling check
4.6.1 Effective width of the compression flange of corrugations
The effective width b
ef
, in m, of the corrugation flange is given by:
b
ef
= C
e
a
where:
C
e
=
2.25
u

1.25
u
2
for u 1.25
C
e
= 1.0 for u _ 1.25
u = 10
3
a
t
f
o
F
E
_
t
f
= net flange thickness, in mm
a = width, in m, of the corrugation flange (see figure 2a)
o
F
2
, of the material
E = modulus of elasticity, in N/mm
2
, to be assumed equal to
2.06610
5
N/mm
2
for steel.
4.6.2 Shear
The buckling check is to be performed for the web plates at the corrugation
ends.
The shear stress t is not to exceed the critical value t
c
, in N/mm
2
, as
obtained from the following:
t
c
= t
E
when t
E
_
t
F
2
t
c
= t
F
_
1
t
F
4t
E
_
when t
E

t
F
2
25
where:
t
F
=
o
F
3
_
o
F
2
, of the material as
given in 4.6.1
t
E
= 0.9 k
t
E
_
t
1000c
_
2
k
t
, E, t, and c are given by:
k
t
= 6.34
E = modulus of elasticity of material as given in 4.6.1
t = net thickness, in mm, of corrugation web
c = width, in m, of corrugation web (see figure 2a).
4.7 Local net plate thickness
The bulkhead local net plate thickness t, in mm, is given by:
t = 14.9 s
w

p
o
F
_
where:
s
w
= plate width, in m, to be taken equal to the width of the
corrugation flange or web, whichever is the greater (see
figure 2a)
p = resultant pressure, in kN/m
2
, as defined in 2.5, at the
bottom of each strake of plating; in all cases, the net
thickness of the lowest strake is to be determined using the
resultant pressure at the top of the lower stool, or at the
inner bottom, if no lower stool is fitted or at the top of
shedders, if shedder or gusset/shedder plates are fitted.
o
F
2
, of the material.
For built-up corrugated bulkheads, when the thicknesses of the flange and
web are different, the net thickness of the narrower plating is to be not less
than t
n
, in mm, given by:
t
n
= 14.9 s
n

p
o
F
_
where
s
n
= the width, in m, of the narrower plating.
26
The net thickness of the wider plating, in mm, is not to be taken less than
the maximum of the following values:
t
w
= 14.9 s
w

p
o
F
_
and
t
w
=
440 s
w
2
p
o
F
t
np
2
where:
t
np
_ actual net thickness of the narrower plating and not to be
greater than 14.9 s
w

p
o
F
_
.
5 Local details
As applicable, the design of local details is to comply with the requirements
of the Administration or of an organization recognized by the
Administration in accordance with the provisions of SOLAS regulation
XI/1 (hereinafter referred to as ``the Administration'') for the purpose of
transferring the corrugated bulkhead forces and moments to the boundary
structures, in particular to the double bottom and cross-deck structures.
In particular, the thickness and stiffening of gusset and shedder plates,
installed for strengthening purposes, is to comply with the requirements of
the Administration on the basis of the load model in section 2.
Unless otherwise stated, weld connections and materials are to be
dimensioned and selected in accordance with the requirements of the
Administration.
6 Corrosion addition and steel renewal
(a) Steel renewal is required where the gauged thickness is less than t
net
+
0.5 mm, t
net
being the thickness used for the calculation of bending
capacity and shear stresses as given in 4.2 or the local net plate
thickness as given in 4.7. Alternatively, reinforcing doubling strips
may be used providing the net thickness is not dictated by shear
strength requirements for web plates (see 4.5 and 4.6.2) or by local
pressure requirements for web and flange plates (see 4.7).
Where the gauged thickness is within the range t
net
+ 0.5 mm to
t
net
+ 1.0 mm, coating (applied in accordance with the coating
manufacturer's requirements) or annual gauging may be adopted as an
alternative to steel renewal.
27
(b) Where steel renewal or reinforcement is required, a minimum
thickness of t
net
+ 2.5 mm is to be replenished for the renewed or
reinforced parts.
(c) Gussets with shedder plates, extending from the lower end of
corrugations up to 0.1/, or reinforcing doubling strips (on bulkhead
corrugations and stool side plating) are to be fitted when:
0.8 (o
Ffl
t
fl
) _ o
Fs
t
st
where:
o
Ffl
2
, of the
material used for the corrugation flanges
o
Fs
2
, of the
material used for the lower stool side plating or floors
(if no stool is fitted)
t
fl
= flange thickness, in mm, which is found to be
acceptable on the basis of the criteria specified in (a)
above or, when steel renewal is required, the
replenished thickness according to the criteria
specified in (b) above. The above flange thickness
dictated by local pressure requirements (see 4.7) need
not be considered for this purpose
t
st
= as-built thickness, in mm, of the lower stool side
plating or floors (if no stool is fitted).
If gusset plates are fitted, the material of such gusset plates is to be the
same as that of the corrugation flanges. The gusset plates are to be
connected to the lower stool shelf plate or inner bottom (if no lower
stool is fitted) by deep-penetration welds (see figure 5).
(d) Where steel renewal is required, the bulkhead connections to the
lower stool shelf plate or inner bottom (if no stool is fitted) are to be at
least made by deep-penetration welds (see figure 5).
(e) Where gusset plates are to be fitted or renewed, their connections
with the corrugations and the lower stool shelf plate or inner bottom
(if no stool is fitted) are to be at least made by deep-penetration welds
(see figure 5).
28
Figure 1
29
Figure 2a
30
Figure 2b
Figure 3a
Symmetric shedder plates
Figure 3b
Asymmetric shedder plates
31
Figure 4a
Symmetric gusset/
shedder plates
Figure 4b
Asymmetric gusset/shedder plates
Figure 5
32
Annex 2
Standards for the evaluation of allowable hold loading of
the foremost cargo hold
1 Introduction
The loading in the foremost cargo hold is not to exceed the allowable hold
loading in the flooded condition, calculated as per section 4, using the loads
given in section 2 and the shear capacity of the double bottom given in
section 3.
In no case is the allowable hold loading in the flooding condition to be
taken greater than the design hold loading in the intact condition.
2 Load model
2.1 General
The loads to be considered as acting on the double bottom of the foremost
cargo hold are those given by the external sea pressures and the combination
of the cargo loads with those induced by the flooding of the foremost cargo
hold.
The most severe combinations of cargo-induced loads and flooding loads
are to be used, depending on the loading conditions included in the loading
manual:
homogeneous loading conditions;
non-homogeneous loading conditions;
packed cargo conditions (such as steel mill products).
For each loading condition, the maximum bulk cargo density to be carried
is to be considered in calculating the allowable hold limit.
2.2 Inner bottom flooding head
The flooding head h
f
(see figure 1) is the distance, in m, measured vertically
with the ship in the upright position, from the inner bottom to a level
f
, in m, from the baseline equal to:
D, in general; or
0.95 D for ships of less than 50,000 tonnes deadweight with Type B
freeboard.
D being the distance, in m, from the baseline to the freeboard deck at side
amidship (see figure 1).
33
3 Shear capacity of the double-bottom structure
in way of the foremost cargo hold
The shear capacity C of the double-bottom structure in way of the foremost
cargo hold is defined as the sum of the shear strength at each end of:
all floors adjacent to both hoppers, less one half of the strength of the
two floors adjacent to each stool, or transverse bulkhead if no stool is
fitted (see figure 2); and
all double-bottom girders adjacent to both stools, or transverse
bulkheads if no stool is fitted.
The strength of girders or floors which run out and are not directly attached
to the boundary stool or hopper girder is to be evaluated for the one end
only.
Note that the floors and girders to be considered are those inside the hold
boundaries formed by the hoppers and stools (or transverse bulkheads if no
stool is fitted). The hopper side girders and the floors directly below the
connection of the bulkhead stools (or transverse bulkheads if no stool is
fitted) to the inner bottom are not to be included.
When the geometry and/or the structural arrangement of the double bottom
are such as to make the above assumptions inadequate, to the discretion of
the Administration or of an organization recognized by the Administration
in accordance with the provisions of SOLAS regulation XI/1 (hereinafter
referred to as ``the Administration''), the shear capacity C of the double
bottom is to be calculated according to the criteria laid down by the
Administration.
In calculating the shear strength, the net thickness of floors and girders are
to be used. The net thickness t
net
, in mm, is given by:
t
net
= t t
c
where:
t = as-built thickness, in mm, of floors and girders
t
c
= corrosion diminution, equal to 2 mm, in general; a lower
value of t
c
may be adopted, provided that measures are taken
to the satisfaction of the Administration to justify the
assumption made.
3.1 Floor shear strength
The floor shear strength in way of the floor panel adjacent to hoppers S
f1
, in
kN, and the floor shear strength in way of the openings in the `òutermost''
34
bay (i.e., that bay which is closest to hopper) S
f2
, in kN, are given by the
following expressions:
S
f 1
= 10
3
A
f

t
a
j
1
S
f 2
= 10
3
A
f .h

t
a
j
2
where:
A
f
= sectional area, in mm
2
, of the floor panel adjacent to
hoppers
A
f .h
= net sectional area, in mm
2
, of the floor panels in way of the
openings in the `òutermost'' bay (i.e., that bay which is
closest to hopper)
t
a
= allowable shear stress, in N/mm
2
, to be taken equal to
o
F
3
_
o
F
2
, of the material
j
1
= 1.10
j
2
= 1.20
j
2
may be reduced, at the discretion of the Administration,
down to 1.10 where appropriate reinforcements are fitted to
the satisfaction of the Administration.
3.2 Girder shear strength
The girder shear strength in way of the girder panel adjacent to stools (or
transverse bulkheads, if no stool is fitted) S
g1
, in kN, and the girder shear
strength in way of the largest opening in the `òutermost'' bay (i.e., that bay
which is closest to stool, or transverse bulkhead, if no stool is fitted) S
g2
, in
kN, are given by the following expressions:
S
g1
= 10
3
A
g

t
a
j
1
S
g2
= 10
3
A
g.h

t
a
j
2
where:
A
g
= minimum sectional area, in mm
2
, of the girder panel adjacent
to stools (or transverse bulkheads, if no stool is fitted)
A
g.h
= net sectional area, in mm
2
, of the girder panel in way of the
largest opening in the `òutermost'' bay (i.e., that bay which is
closest to stool, or transverse bulkhead, if no stool is fitted)
t
a
= allowable shear stress, in N/mm
2
, as given in 3.1
j
1
= 1.10
j
2
= 1.15
j
2
may be reduced, at the discretion of the Administration,
down to 1.10 where appropriate reinforcements are fitted to
the satisfaction of the Administration
35
4 Allowable hold loading
The allowable hold loading W, in tonnes, is given by:
W = ,
c
V
1
F
where:
F = 1.05 in general
1.00 for steel mill products
,
c
= cargo density, in t/m
3
; for bulk cargoes, see 2.1; for steel
products, ,
c
is to be taken as the density of steel
V = volume, in m
3
, occupied by cargo at a level h
1
h
1
=
X
,
c
g
X = for bulk cargoes, the lesser of X
1
and X
2
given by
X
1
=
Z,g(Eh
f
)
1
,
,
c
(perm1)
X
2
= Z , g (E h
f
perm)
X = for steel products, X may be taken as X
1
, using perm = 0
, = seawater density, in t/m
3
g = 9.81 m/s
2
, gravity acceleration
E = d
f
0.1 D
d
f
. D = as given in 2.2
h
f
= flooding head, in m, as defined in 2.2
perm = permeability of cargo, to be taken as 0.3 for ore
(corresponding bulk cargo density for iron ore may
generally be taken as 3.0 t/m
3
)
Z = the lesser of Z
1
and Z
2
given by:
Z
1
=
C
h
A
DB. h
Z
2
=
C
e
A
DB. e
C
h
= shear capacity of the double bottom, in kN, as defined in
section 3, considering, for each floor, the lesser of the
shear strengths S
f1
and S
f2
(see 3.1) and, for each girder,
the lesser of the shear strengths S
g1
and S
g2
(see 3.2)
C
e
= shear capacity of the double bottom, in kN, as defined in
section 3, considering, for each floor, the shear strength
S
f1
(see 3.1) and, for each girder, the lesser of the shear
strengths S
g1
and S
g2
(see 3.2)
36
A
DB. h
=
i = n
i = 1
S
i
B
DB. i
A
DB. e
=
i = n
i = 1
S
i
(B
DB
s)
n = number of floors between stools (or transverse
bulkheads, if no stool is fitted)
S
i
= space of ith floor, in m
B
DB. i
= B
DB
s for floors whose shear strength is given by S
f 1
(see 3.1)
B
DB. i
= B
DB. h
for floors whose shear strength is given by S
f 2
(see 3.1)
B
DB
= breadth of double bottom, in m, between hoppers (see
figure 3)
B
DB. h
= distance, in m, between the two considered openings
(see figure 3)
s = spacing, in m, of double-bottom longitudinals adjacent
to hoppers.
Figure 1
37
Figure 2
Figure 3
38
Resolution 5
Recommendation on loading instruments
THE CONFERENCE,
bulk carriers,
NOTING that, in accordance with new SOLAS regulation XII/11, all bulk
carriers of 150 m in length and upwards, as defined in regulation IX/1.6 of
the Convention, are required to be fitted with a loading instrument capable
of providing information on hull girder shear forces and bending moments,
taking into account the recommendations adopted by the Organization,
BEING OF THE OPINION that the loading instrument is a necessary tool to
more efficiently ensure that hull girder shear forces and bending moments
are kept within permissible limits during and at the conclusion of loading
and discharging operations,
BEING AWARE that the International Association of Classification Societies
(IACS) has adopted Recommendation No. 48 on loading instruments,
which is intended to be used by IACS member societies in conjunction
with their requirements and procedures when approving, for their own
purposes, loading instruments for ships not yet fitted with an approved
loading instrument,
URGES Contracting Governments to:
(a) apply the above-mentioned IACS recommendation when approving
loading instruments, as required by regulation XII/11 of the
Convention for ships not yet fitted with an approved loading
instrument; and
(b) ensure that loading instruments already fitted on ships to which
SOLAS regulation XII/11 applies have been approved in accordance
with the standards of the recognized organizations.
39
Resolution 6
Interpretation of the definition of
``bulk carrier'', as given in chapter IX
of SOLAS 1974, as amended in 1994
THE CONFERENCE,
bulk carriers,
NOTING that SOLAS chapter IX will enter into force on 1 July 1998,
NOTING ALSO that bulk carriers will have to comply with the requirements
of SOLAS chapter IX by 1 July 1998,
NOTING FURTHER that the expected entry into force of the new SOLAS
chapter XII on 1 July 1999 will make new requirements mandatory for
bulk carriers,
RECOGNIZING that a number of SOLAS Contracting Governments have
identified certain ambiguities in the definition of the term ``bulk carrier'', as
given in SOLAS regulation IX/1.6, causing diverging interpretations of this
term,
RECOGNIZING FURTHER the need to establish, for the purpose of the
application of the new SOLAS chapter XII, guidance to Contracting
Governments and to the industry as to which ships are subject to the new
requirements,
BEING AWARE of the urgent need to establish, for the purpose of the
application of SOLAS chapter IX on 1 July 1998, a clear guidance to
Contracting Governments and to the industry as to which specific ships are
subject to the requirements of the International Safety Management (ISM)
Code,
DESIRING to ensure that all Contracting Governments should implement
the ISM Code and the new SOLAS chapter XII in their capacity as flag
State or as port State exercising control under the provisions of the
Convention, in a consistent, systematic and harmonized manner, with a
view of facilitating international seaborne trade,
CONSCIOUS of the fact that SOLAS chapter IX should be applied taking
into account Conference resolution 9, as soon as possible,
40
1. URGES SOLAS Contracting Governments to interpret the definition
of the term ``bulk carrier'', given in regulation IX/1.6, for the purpose of the
application of SOLAS regulation IX/2.1.2 and chapter XII to mean:
ships constructed with single deck, top-side tanks and hopper side
tanks in cargo spaces and intended primarily to carry dry cargo in
bulk; or
ore carriers;
*
or
combination carriers;
{
2. INVITES the Maritime Safety Committee of the International
Maritime Organization to consider, as soon as possible:
(a) actions necessary to remove the ambiguity which exists in the
definition of the term ``bulk carrier'' as given in SOLAS regulation
IX/1.6; and
(b) any other appropriate action which will facilitate the easy
identification of the type of ship by SOLAS Contracting
Governments when exercising their rights of control under the
provisions of that Convention.
*
Ore carrier means a sea-going single-deck ship having two longitudinal bulkheads and a double
bottom throughout the cargo region and intended for the carriage of ore cargoes in the centre
holds only.
{
Combination carrier has the same meaning as in SOLAS regulation II-2/3.27.
41
Resolution 7
Enhanced surveys carried out prior to
entry into force of the amendments
THE CONFERENCE,
Safety of Life at Sea, (SOLAS), 1974, as amended, concerning the safety of
bulk carriers,
NOTING that SOLAS regulation XII/7 requires that a bulk carrier of 150 m
in length and upwards of single side skin construction of 10 years of age and
over shall not carry solid bulk cargoes having a density of 1,780 kg/m
3
and
above, unless it has undergone the enhanced surveys in accordance with the
provisions of SOLAS regulation XI/2,
RECOGNIZING that the provisions of the enhanced surveys under SOLAS
regulation XI/2 took effect on 1 January 1996,
RECOGNIZING ALSO that a significant number of bulk carriers had
undergone the enhanced surveys under the provisions of resolution
A.744(18) even before regulation XI/2 took effect, and such surveys may
be recognized as effective for the purpose of application of regulation XII/7,
RESOLVES that SOLAS Contracting Governments may permit the existing
bulk carriers to which regulation XII/7 applies to carry solid bulk cargoes
having a density of 1,780 kg/m
3
and above, if such bulk carriers have been
subject to a periodical survey equivalent to a periodical survey in accordance
with the enhanced programme of inspections required by regulation XI/2,
before 1 January 1996.
42
Resolution 8
Further work on the safety of bulk carriers
THE CONFERENCE,
bulk carriers,
RECOGNIZING that new SOLAS chapter XII does not cover all types and
sizes of bulk carriers, e.g. certain regulations do not apply to bulk carriers
less than 150 m in length or bulk carriers other than those of single side skin
construction,
ACKNOWLEDGING that a number of bulk carriers will be of a length less
than 150 m and that a considerable number of single side skin bulk carriers
may be engaged in the carriage of solid bulk cargoes having a density less
than 1,780 kg/m,
BEING OF THE OPINION that there is a need to consider further the safety
standards of those types and sizes of bulk carriers to which the whole or part
of SOLAS chapter XII does not apply,
RECOGNIZING FURTHER the need to establish a unified definition of the
single side skin construction referred to in SOLAS regulation XII/1.2,
INVITES the Maritime Safety Committee of the International Maritime
Organization, as a matter of urgency, to:
(a) consider further the safety of bulk carriers to which the whole or part
of SOLAS chapter XII does not apply, in particular bulk carriers less
than 150 m in length, new bulk carriers of double side skin
construction, single side skin bulk carriers carrying solid bulk
cargoes having a density less than 1,780 kg/m
3
, bulk carriers with
insufficient number of cargo holds to satisfy regulation XII/4.2, and
ships other than bulk carriers with single side skin construction
intended to carry bulk cargoes; and develop appropriate requirements,
recommendations and/or guidelines, as necessary; and
(b) develop a definition of single side skin construction.
43
Resolution 9
Implementation of the
International Safety Management (ISM) Code
THE CONFERENCE,
bulk carriers,
NOTING the adoption by:
the Assembly of the International Maritime Organization (IMO) of
resolution A.741(18) on the International Management Code for
the Safe Operation of Ships and for Pollution Prevention
(International Safety Management (ISM) Code);
the 1994 Conference of Contracting Governments to the
International Convention for the Safety of Life at Sea (SOLAS),
1974, of a new chapter IX on management for the safe operation of
ships, by virtue of which the ISM Code is due to become
mandatory on 1 July 1998 (the date on which the new chapter will
apply to passenger ships, including passenger high-speed craft, oil
tankers, chemical tankers, gas carriers, bulk carriers and cargo high-
speed craft of 500 gross tonnage and upwards, regardless of their
date of construction); and
the Assembly of IMO of resolution A.848(20) on the implementa-
tion of the International Safety Management (ISM) Code,
NOTING FURTHER that, according to information received from SOLAS
Contracting Governments, a significant number of shipping companies
operating bulk carriers have not yet obtained ISM certification, and may not
even have applied for it,
1. DRAWS the attention of SOLAS Contracting Governments and the
industry to the fact that regulation IX/2 of the Convention does not provide
for any extension of implementation dates for the introduction of the ISM
Code;
2. URGES SOLAS Contracting Governments to make their utmost
effort to finalize as soon as possible the ISM Code certification of ships
entitled to fly their flags as required by SOLAS regulation IX/2;
3. URGES Governments with considerable numbers of bulk carriers in
their fleets, as well as the recognized organizations and shipping companies
concerned, to redouble their efforts to ensure timely and effective
implementation of the ISM Code on these ships;
44
4. REQUESTS the Secretary-General of IMO to take any such additional
measures as may be required aiming at assisting in ensuring the timely and
effective implementation of the ISM Code.
45
Appendix
Resolution MSC.49(66)
(adopted 4 June 1996)
Adoption of amendments to the
inspcetions during surveys of bulk carriers and
oil tankers (resolution A.744(18))
THE MARITIME SAFETY COMMITTEE,
RECALLING Article 28(b) of the Convention on the International Maritime
Organization concerning the functions of the Committee,
RECALLING ALSO resolution A.744(18) by which the Assembly adopted
Guidelines on the enhanced programme of inspections during surveys of
bulk carriers and oil tankers,
RECALLING FURTHER article VIII(b) and regulation XI/2 of the
International Convention for the Safety of Life at Sea (SOLAS), 1974, as
amended, concerning the procedure for amending the aforementioned
Guidelines,
NOTING that the Assembly, at its eighteenth session, when adopting
resolution A.744(18), requested the Maritime Safety Committee and the
Marine Environment Protection Committee to keep the Guidelines under
review and update them as necessary, in the light of experience gained in
their application,
HAVING CONSIDERED, at its sixty-sixth session, amendments to the
Guidelines proposed and circulated in accordance with article VIII(b)(i) of
the SOLAS Convention,
1. ADOPTS, in accordance with article VIII(b)(iv) of the SOLAS
Convention, amendments to the Guidelines the text of which is set out
in the annex to the present resolution;
2. DETERMINES, in accordance with article VIII(b)(vi)(2)(bb) of the
Convention, that the amendments shall be deemed to have been accepted
on 1 January 1998, unless, prior to that date, more than one third of the
Contracting Governments to the SOLAS Convention or Contracting
Governments the combined merchant fleets of which constitute not less
than 50% of the gross tonnage of the world
s merchant fleet, have notified

their objections to the amendments;
47
3. INVITES Contracting Governments to note that, in accordance with
article VIII(b)(vii)(2) of the SOLAS Convention, the amendments shall
enter into force on 1 July 1998 upon their acceptance in accordance with
paragraph 2 above;
4. REQUESTS the Secretary-General, in conformity with article
VIII(b)(v) of the SOLAS Convention, to transmit certified copies of the
present resolution and the text of the amendments contained in the annex
to all Contracting Governments to the SOLAS Convention;
5. FURTHER REQUESTS the Secretary-General to transmit copies of
this resolution and its annex to Members of the Organization, which are not
Contracting Governments to the SOLAS Convention.
Annex
Amendments to the Guidelines on the enhanced
programme of inspections during surveys of bulk
carriers and oil tankers (resolution A.744(18))
(resolution A.744(18), annex A)
1 In the contents, ``5.1 Planning'' is replaced by ``5.1 Survey programme''.
2 In the contents, the following text is added at the end:
`Ànnex 9 Guidelines for technical assessment in conjunction with the
planning of enhanced surveys for bulk carriers''.
3 In paragraph 5.1, sub-heading ``Planning'' is replaced by ``Survey
programme''.
``The survey programme should be in a written format.''
5 Existing paragraph 5.1.2 is replaced by the following text:
``5.1.2 In devel opi ng the survey programme, the fol l owi ng
documentation should be collected and consulted with a view to
selecting tanks, holds, areas and structural elements to be examined:
survey status and basic ship information;
documentation on board, as described in 6.2 and 6.3;
main structural plans (scantlings drawings), including information
regarding use of high-tensile steels (HTS);
48
relevant previous survey and inspection reports from both the
classification society and the owner;
information regarding the use of the ship's holds and tanks, typical
cargoes and other relevant data;
information regarding corrosion protection level on the new-
building; and
information regarding the relevant maintenance level during
operation.''
6 Existing paragraph 5.1.3 is renumbered as a new paragraph 5.1.4.
7 Existing paragraph 5.1.4 is deleted.
``5.1.3 The submitted survey programme is to account for and comply, as
a minimum, with the requirements of annexes 1 and 2 and paragraph 2.7
for close-up survey, thickness measurement and tank testing, respectively,
and is to include relevant information including at least:
basic ship information and particulars;
main structural plans (scantling drawings), including information
plan of holds and tanks;
list of holds and tanks with information on use, protection and
condition of coating;
conditions for survey (e.g., information regarding tank cleaning, gas-
freeing, ventilation, lighting, etc.);
provisions and methods for access to structures;
equipment for surveys;
nomination of holds and tanks and areas for close-up survey (per
annex 1);
nomination of sections for thickness measurement (per annex 2);
nomination of tanks for tank testing (per paragraph 2.7); and
damage experience related to the ship in question.''
``5.1.5 The Administration will advise the owner of the maximum
acceptable structural corrosion diminution levels applicable to the ship.
5.1.6 Use may also be made of the Guidelines for technical assessment in
conjunction with the planning of enhanced surveys for bulk carriers,
contained in annex 9. These Guidelines are a recommended tool which
may be invoked at the discretion of the Administration, when considered
necessary and appropriate, in conjunction with the preparation of the
required survey programme.''
49
`Ànnex 9
Guidelines for technical assessment in conjunction with the
planning of enhanced surveys for bulk carriers
Periodical survey
1 INTRODUCTION
These guidelines contain information and suggestions concerning technical
assessments which may be of use in conjunction with the planning of
enhanced special surveys of bulk carriers. As indicated in paragraph 5.1.6
of annex A, the guidelines are a recommended tool which may be invoked
at the discretion of an Administration, when considered necessary and
appropriate, in conjunction with the preparation of the required survey
programme.
2 PURPOSE AND PRINCIPLES
2.1 Purpose
The purpose of the technical assessments described in these guidelines is
to assist in identifying critical structural areas, nominating suspect areas and
in focusing attention on structural elements or areas of structural elements
which may be particularly susceptible to, or evidence a history of, wastage
or damage. This information may be useful in nominating locations, areas,
holds and tanks for thickness measurement, close-up survey and tank
testing.
2.2 Minimum requirements
These guidelines may not be used to reduce the requirements of annexes 1
and 2 and paragraph 2.7 of annex A for close-up survey, thickness
measurement and tank testing, respectively, which are, in all cases, to be
complied with as a minimum.
2.3 Timing
As with other aspects of survey planning, the technical assessments
described in these guidelines should be carried out by the owner or
operator in co-operation with the Administration well in advance of the
commencement of the periodical survey, i.e. prior to commencing the
survey and normally at least 12 to 15 months before the survey's
completion due date.
2.4 Aspects to be considered
Technical assessments, which may include quantitative or qualitative
evaluation of relative risks of possible deterioration, of the following
aspects of a particular ship may be used as a basis for the nomination of
holds, tanks and areas for survey:
design features such as stress levels on various structural elements,
design details and extent of use of high-tensile steel (HTS);
50
former history with respect to corrosion, cracking, buckling, indents
and repairs for the particular ship as well as similar vessels, where
available; and
information with respect to types of cargo carried, protection of
tanks, and condition of coating, if any, of holds and tanks.
Technical assessments of the relative risks of susceptibility to damage or
deterioration of various structural elements and areas should be judged
and decided on the basis of recognized principles and practices, such as
may be found in reference 3.
3 TECHNICAL ASSESSMENT
3.1 General
There are three basic types of possible failure which may be the subject of
technical assessment in connection with planning of surveys: corrosion,
cracks and buckling. Contact damages are not normally covered by the
survey plan since indents are usually noted in memoranda and assumed to
be dealt with as a normal routine by surveyors.
Technical assessments performed in conjunction with the survey planning
process should, in principle, be as shown schematically in figure 1 which
depicts, schematically, how technical assessments can be carried out in
conjunction with the survey planning process. The approach is based on an
evaluation of experience and knowledge basically related to:
.1 design; and
.2 corrosion.
The design should be considered with respect to structural details which
may be susceptible to buckling or cracking as a result of vibration, high
stress levels or fatigue.
Corrosion is related to the ageing process, and is closely connected with
the quality of corrosion protection at newbuilding, and subsequent
maintenance during the service life. Corrosion may also lead to cracking
and/or buckling.
3.2 Methods
3.2.1 Design details
Damage experience related to the ship in question and similar ships, where
available, is the main source of information to be used in the process of
planning. In addition, a selection of structural details from the design
drawings should be included.
51
Typical damage experience to be considered will consist of:
number, extent, location and frequency of cracks; and
location of buckles.
This information may be found in the survey reports and/or the owner's
files, including the results of the owner's own inspections. The defects
should be analysed, noted and marked on sketches.
In addition, general experience should be utilized. For example, figure 2
shows typical locations in bulk carriers which experience has shown may
be susceptible to structural damage. Also, reference should be made to
reference 3 which contains a catalogue of typical damages and proposed
repair methods for various bulk carrier structural details.
Such figures should be used together with a review of the main drawings,
in order to compare with the actual structure and search for similar details
which may be susceptible to damage. An example is shown in figure 3.
The review of the main structural drawings, in addition to using the above-
mentioned figures, should include checking typical design details where
cracking has been experienced. The factors contributing to damage should
be carefully considered.
The use of HTS is an important factor. Details showing good service
experience where ordinary, mild steel has been used may be more
susceptible to damage when HTS, and its higher associated stresses, are
utilized. There is extensive and, in general, good experience, with the use of
HTS for longitudinal material in deck and bottom structures. Experience in
other locations, where the dynamic stresses may be higher, is less
favourable, e.g., side structures.
In this respect, stress calculations of typical and important components and
details, in accordance with relevant methods, may prove useful and should
be considered.
The selected areas of the structure identified during this process should be
recorded and marked on the structural drawings to be included in the
survey programme.
3.2.2 Corrosion
In order to evaluate relative corrosion risks, the following information is
generally to be considered:
usage of tanks, holds and spaces;
condition of coatings;
condition of anodes;
cleaning procedures;
previous corrosion damage;
ballast use and time for cargo holds;
risk of corrosion in cargo holds and ballast tanks;
location of ballast tanks adjacent to heated fuel oil tanks.
52
Reference 2 gives definitive examples which can be used for judging and
describing coating condition, using typical pictures of conditions.
For bulk carriers, reference 3 should be used as the basis for the evaluation,
together with the age of the ship and relevant information on the
anticipated condition of the ship as derived from the information collected
in order to prepare the survey programme.
The various tanks, holds and spaces should be listed with the corrosion
risks nominated accordingly.
3.2.3 Locations for close-up survey and thickness measurement
On the basis of the table of corrosion risks and the evaluation of design
experience, the locations for initial close-up survey and thickness
measurement (sections) may be nominated.
The sections subject to thickness measurement should normally be
nominated in tanks, holds and spaces where corrosion risk is judged to
be the highest.
The nomination of tanks, holds and spaces for close-up survey should,
initially, be based on highest corrosion risk, and should always include
ballast tanks. The principle for the selection should be that the extent is
increased by age or where information is insufficient or unreliable.
REFERENCES
1 TSCF, Guidance Manual for the Inspection and Condition Assessment of
Tanker Structures, 1986.
2 TSCF, Condition Evaluation and Maintenance of Tanker Structures,
1992.
3 IACS, Bulk Carriers: Guidelines for Surveys, Assessment and Repair of
Hull Structures, 1994.
53
Figure 1: Technical assessment and the survey planning process
54
Figure 2: Typical locations susceptible to structural damage
or corrosion
55
Figure 3: Typical damage and repair example
(reproduced from ref. 3).''
56
inspections during surveys of oil tankers
(resolution A.744(18), annex B)
11 In the contents, ``5.1 Planning'' is replaced by ``5.1 Survey programme''.
12 In the contents, the following text is added at the end:
`Ànnex 11 Guidelines for technical assessment in conjunction with the
planning of enhanced surveys for oil tankers''.
13 In paragraph 5.1, sub-heading ``Planning'' is replaced by ``Survey
programme''.
``The survey programme should be in a written format.''
15 Existing paragraph 5.1.2 is replaced by the following text:
``5.1.2 In devel opi ng the survey programme, the fol l owi ng
documentation should be collected and consulted with a view to
selecting tanks, areas, and structural elements to be examined:
survey status and basic ship information;
documentation on board, as described in 6.2 and 6.3;
main structural plans (scantlings drawings), including information
relevant previous survey and inspection reports from both the
classification society and the owner;
information regarding the use of the ship's tanks, typical cargoes
and other relevant data;
information regarding corrosion protection level on the new-
building; and
information regarding the relevant maintenance level during
operation.''
16 Existing paragraph 5.1.3 is renumbered as a new paragraph 5.1.4.
17 Existing paragraph 5.1.4 is deleted.
``5.1.3 The submitted survey programme is to account for and comply, as
a minimum, with the requirements of annexes 1, 2 and 3 for close-up
survey, thickness measurement and tank testing, respectively, and is to
include relevant information including at least:
basic ship information and particulars;
main structural plans (scantling drawings), including information
57
plan of tanks;
list of tanks with information on use, protection and condition of
coating;
conditions for survey (e.g., information regarding tank cleaning, gas-
freeing, ventilation, lighting, etc.);
provisions and methods for access to structures;
equipment for surveys;
nomination of tanks and areas for close-up survey (per annex 1);
nomination of sections for thickness measurement (per annex 2);
nomination of tanks for tank testing (per annex 3); and
damage experience related to the ship in question.''
``5.1.5 The Administration will advise the owner of the maximum
acceptable structural corrosion diminution levels applicable to the ship.
5.1.6 Use may also be made of the Guidelines for technical assessment in
conjunction with the planning of enhanced surveys for tankers, contained
in annex 11. These guidelines are a recommended tool which may be
invoked at the discretion of the Administration, when considered necessary
and appropriate, in conjunction with the preparation of the required survey
programme.''
`Ànnex 11
Guidelines for technical assessment in conjunction with the
planning of enhanced surveys for oil tankers
Periodical survey
1 INTRODUCTION
These guidelines contain information and suggestions concerning technical
assessments which may be of use in conjunction with the planning of
enhanced special surveys of oil tankers. As indicated in paragraph 5.1.6 of
annex B, the guidelines are a recommended tool which may be invoked at
the discretion of an Administration, when considered necessary and
appropriate, in conjunction with the preparation of the required survey
programme.
2 PURPOSE AND PRINCIPLES
2.1 Purpose
The purpose of the technical assessments described in these guidelines is
to assist in identifying critical structural areas, nominating suspect areas and
in focusing attention on structural elements or areas of structural elements
58
which may be particularly susceptible to, or evidence a history of, wastage
or damage. This information may be useful in nominating locations, areas
and tanks for thickness measurement, close-up survey and tank testing.
2.2 Minimum requirements
These guidelines may not be used to reduce the requirements of annexes
1, 2 and 3 for close-up survey, thickness measurement and tank testing,
respectively, which are, in all cases, to be complied with as a minimum.
2.3 Timing
As with other aspects of survey planning, the technical assessments
described in these guidelines should be carried out by the owner or
operator in co-operation with the Administration well in advance of the
commencement of the periodical survey, i.e., prior to commencing the
survey and normally at least 12 to 15 months before the survey's
completion due date.
2.4 Aspects to be considered
Technical assessments, which may include quantitative or qualitative
evaluation of relative risks of possible deterioration, of the following
aspects of a particular ship may be used as a basis for the nomination of
tanks and areas for survey:
design features such as stress levels on various structural elements,
design details and extent of use of high-tensile steel (HTS);
former history with respect to corrosion, cracking, buckling, indents
and repairs for the particular ship as well as similar vessels, where
available; and
information with respect to types of cargo carried, use of different
tanks for cargo/ballast, protection of tanks and condition of coating,
if any.
Technical assessments of the relative risks of susceptibility to damage or
deterioration of various structural elements and areas should be judged
and decided on the basis of recognized principles and practices, such as
may be found in references 1 and 2.
3 TECHNICAL ASSESSMENT
3.1 General
There are three basic types of possible failure which may be the subject of
technical assessment in connection with planning of surveys; corrosion,
cracks and buckling. Contact damages are not normally covered by the
survey plan since indents are usually noted in memoranda and assumed to
be dealt with as a normal routine by surveyors.
Technical assessments performed in conjunction with the survey planning
process should, in principle be as shown schematically in figure 1 which
depicts, schematically, how technical assessments can be carried out in
59
conjunction with the survey planning process. The approach is based on an
evaluation of experience and knowledge basically related to:
.1 design; and
.2 corrosion.
The design should be considered with respect to structural details which
may be susceptible to buckling or cracking as a result of vibration, high
stress levels or fatigue.
Corrosion is related to the ageing process, and is closely connected with
the quality of corrosion protection at newbuilding, and subsequent
maintenance during the service life. Corrosion may also lead to cracking
and/or buckling.
3.2 Methods
3.2.1 Design details
Damage experience related to the ship in question and similar ships, where
available, is the main source of information to be used in the process of
planning. In addition, a selection of structural details from the design
drawings should be included.
Typical damage experience to be considered will consist of:
number, extent, location and frequency of cracks; and
location of buckles.
This information may be found in the survey reports and/or the owner's
files, including the results of the owner's own inspections. The defects
should be analysed, noted and marked on sketches.
In addition, general experience should be utilized. For example, reference
should be made to reference 1, which contains a catalogue of typical
damages and proposed repair methods for various tanker structural details.
Such figures should be used together with a review of the main drawings,
in order to compare with the actual structure and search for similar details
which may be susceptible to damage. An example is shown in figure 2.
The review of the main structural drawings, in addition to using the above-
mentioned figures, should include checking for typical design details where
cracking has been experienced. The factors contributing to damage should
be carefully considered.
The use of HTS is an important factor. Details showing good service
experience where ordinary, mild steel has been used may be more
susceptible to damage when HTS, and its higher associated stresses, are
utilized. There is extensive and, in general, good experience, with the use of
HTS for longitudinal material in deck and bottom structures. Experience in
other locations, where the dynamic stresses may be higher, is less
favourable, e.g. side structures.
In this respect, stress calculations of typical and important components and
details, in accordance with relevant methods, may prove useful and should
be considered.
60
The selected areas of the structure identified during this process should be
recorded and marked on the structural drawings to be included in the
survey programme.
3.2.2 Corrosion
In order to evaluate relative corrosion risks, the following information is
generally to be considered:
usage of tanks and spaces;
condition of coatings;
condition of anodes;
cleaning procedures;
previous corrosion damage;
ballast use and time for cargo tanks;
corrosion risk scheme (see reference 2, table 3.1);
location of heated tanks.
Reference 2 gives definitive examples which can be used for judging and
describing coating condition, using typical pictures of conditions.
The evaluation of corrosion risks should be based on information in
reference 2, together with the age of the ship and relevant information on
the anticipated condition as derived from the information collected in order
to prepare the survey programme.
The various tanks and spaces should be listed with the corrosion risks
nominated accordingly.
3.2.3 Locations for close-up survey and thickness measurement
On the basis of the table of corrosion risks and the evaluation of design
experience, the locations for initial close-up survey and thickness
measurement (sections) may be nominated.
The sections subject to thickness measurement should normally be
nominated in tanks and spaces where corrosion risk is judged to be the
highest.
The nomination of tanks and spaces for close-up survey should, initially, be
based on highest corrosion risk, and should always include ballast tanks.
The principle for the selection should be that the extent is increased by age
or where information is insufficient or unreliable.
REFERENCES
1. TSCF, Guidance Manual for the Inspection and Condition Assessment
of Tanker Structures, 1986.
2. TSCF, Condition Evaluation and Maintenance of Tanker Structures,
1992.
61
Figure 1: Technical assessment and the survey planning process
62
Figure 2: Typical damage and repair example
(reproduced from ref. 1).''
63

SOLAS Bulk Carrier Safety

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

SOLAS Bulk Carrier Safety

Uploaded by

Copyright:

Available Formats

SOLAS

International Convention for

s merchant fleet, have notified

You might also like