Nomenclatura

FP7-SST-RTD-1
Small or medium-scale focused research project (STREP)

proposal
SST Call 1
FP7-SST-RTD-1
MARINE INSPECTION ROBOTIC ASSISTANT SYSTEM

MINOAS
233715
WP 1 Task 1.1 Analysis and task assessment during a vessel inspection
D1.1 - Definition of the Inspection Plan / Definition of Acceptance Criteria
PERFORMING ORGANISATION
RINA SPA
REV.
DATE
DESCRIPTION
PAGES
0
1
2
3
4
5
August 2009
November 2009
November 2009
December 2009
February 2010
February 2010
More detailed drawings have been addedd

Input and summary tables added by Glafcos
Guideline on surveys requirement by RINA
IACS Guidelines added
Survey Tasks Re-engineering
63
67
CHECKED
APPROVED
FP7-SST-RTD-1
MINOAS 233715
Index
1.
2.
3.
General ................................................................................................................................................4
Classification Requirements Lloyds Register ......................................................................5
2.1.
Lloyd's Register Hull Survey requirements.................................................. 5
2.2.
Double hull oil tankers Close up survey.................................................... 5
2.3.
General dry cargo ships - Close-up Survey .................................................. 6
2.4.
Double skin bulk carriers - Close-up Survey................................................ 7
3.1.
Tank configurations and nomenclature Bulk Carrier ................................. 8
Tank nomenclature and configuration LR..............................................................................8
3.1.1.
Single skin - bulk carrier ..................................................................... 8
3.1.2.
Transverse section bulk carrier .......................................................... 9
3.1.3.
Transverse watertight bulkhead bulk carrier .....................................10
3.1.4.
Transverse watertight bulkhead bulk carrier with nomenclature........11
3.2.
4.
5.
6.
7.
Tank configuration and nomenclature Oil tankers....................................12
3.2.1.
Design of oil tanker types ....................................................................12
3.2.2.
Mid section of double hull oil tanker ...................................................13
3.2.3.
Transverse bulkhead oil tanker .........................................................14
3.2.4.
Transverse bulkhead nomenclature oil tanker ....................................14
3.2.5.
Double oil tanker construction..........................................................15
RINA Class Requirements............................................................................................................ 16
4.1.
General principles of Classification ............................................................16
4.2.
Maintenance of Class .................................................................................16
4.3.
Thickness measurement..............................................................................16
4.4.
Number and Locations of measurements ....................................................18
4.5.
Acceptance criteria for thickness measurement...........................................21
4.5.1.
Local and Global strength criteria........................................................21
4.5.2.
Buckling strength criterion ..................................................................30
4.5.3.
Pitting .................................................................................................30
Tank nomenclature and configuration RINA...................................................................... 33

Common structural defects - LR ................................................................................................ 40
6.1.
Structural defect table.................................................................................40
6.2.
Critical Sections Cargo Holds..................................................................42
7.1.
General.......................................................................................................47
7.2.
Conditions..................................................................................................47
7.3.
Procedures..................................................................................................47
IACS Guidelines for the use of remote survey techniques.................................................. 47
FP7-SST-RTD-1
8.
MINOAS 233715
Best practices and technical operative experience.............................................................. 48
Introduction ..........................................................................................................48
9.
8.1.
Ultrasonic Testing ......................................................................................48
8.2.
Corrosion ...................................................................................................50
8.3.
Ultrasonic Thickness Measurement initiation .............................................51
8.3.1.
Execution procedure of UTM ..............................................................52
8.3.2.
Surface Preparation .............................................................................53
8.3.3.
Measurement execution.......................................................................54
8.3.4.
Measurement Logging and Inspection .................................................55
8.4.
Reporting ...................................................................................................55
8.5.
On board survey completion.......................................................................55
8.6.
Thickness measurement - Reporting ...........................................................56
Synthesis of class requirements (RINA) .................................................................................. 57
10. Synthesis of class requirements LR ....................................................................................... 63
10.1.
Special survey.........................................................................................63
10.2.
Special survey Preparations..................................................................63
10.3.
Special survey Typical hull inspection .................................................64
10.4.
Docking survey - Shell examination........................................................64
11. Survey Tasks Re-engineering..................................................................................................... 65
FP7-SST-RTD-1
1.
MINOAS 233715
General
T1.1 Analysis and task assessment during a vessel inspection of WP1 will provide
as outcome specific guidelines under which the ship inspection will be executed
utilizing the system proposed by MINOAS. The guidelines will be in the form of a list
of instructions / suggestions towards the inspector on the procedures to be followed
during the phases a) of a vessel inspection and b) repair-marking.
During the phase (a) of the project, T1.1 will define the areas that are going to be
inspected and the type of the measurements that is required by the robots. The
traditional inspection protocol, will act as basic guideline for T1.1. Furthermore, a
specific work-plan is required as outcome that will indicate:
the number and the type of the measurements that are needed. The wall thickness
measurements and the image grabbing are considered as prerequisite/ basic tasks.
the frequency in which the measurements are going to be taken. Taking under
consideration that the vessels walls and overall structure cover vast areas of
metallic surfaces, the measurements will be taken according to a predefined
spatial distribution.
the critical sections of the vessel, that require a more elaborate examination.
Under phase (b) of the project, T1.1 will extract the criteria upon which specific areas
of the vessel are in need of repair. These areas will be marked by the robots,
indicating the exact locations of intervention for the repair/ maintenance crew. This
study will produce specification on the number and the sequence of action required
under a MINOAS-type inspection and will provide input for the corresponding tasks
that study the technological aspects of the related tasks, such as the way the robots are
deployed, the way they communicate with the central controller, etc.- T1.4-T1.8.
The results of T1.1 will be documented under D1.1 Definition of the Inspection
Plan / Definition of Acceptance Criteria and will include results and comparison on
the effort minimization achieved within MINOAS related to the traditional inspection
procedures.
FP7-SST-RTD-1
2.
2.1.
MINOAS 233715
Classification Requirements Lloyds Register

Lloyd's Register Hull Survey requirements
In the following, Lloyds Register Class procedures and requirements for the hull
inspection and survey are detailed.
The requirements and the frequency of survey of cargo hold is dependent on the age
of the ship and ship type which focuses on close up survey, overall survey, and
thickness measurements aimed at detecting fractures, buckling, corrosion and other
types of structural deterioration. The following tables shows LR rule requirements for
the survey of double hull tanker and bulk carriers during special survey.Table below
gives details.
2.2.
Double hull oil tankers Close up survey

Table 1: Close up survey for Double Hull oil tankers
Special Survey I
(Ships 5 years old)
Special Survey II
(Ships 10 years old)
Special Survey III

Special Survey IV
(Ships 20 years old and
over)
(1) One web frame

(1) All web frame rings in a
ring in a complete
complete ballast tank,see Notes
ballast tank, see Notes 1 and 3
1 and 3
(2) The knuckle area and the
(2) One deck
upper part (approx. 5 m) of one
transverse in a cargo web frame ring in each
tank, see Notes 4 and remaining ballast tank, see
12
Note 8
(1) All web frame rings in (1) As Special Survey III

all ballast tanks, see Note 3
(2) Additional transverse
(2) All web frame rings in a areas if deemed necessary
cargo tank, see Note 9
by the Surveyor, see Note
10
(3) One web frame ring in
each remaining cargo tank,
see Note 9
(3) One transverse

(3) One deck transverse in two
bulkhead in a
cargo tanks, see Note 4
complete ballast tank,
(4) One transverse bulkhead in
see Notes 1 and 6
each complete ballast tank, see
(4) One transverse
Notes 1 and 6
bulkhead in a cargo
centre tank, see Notes (5) One transverse bulkhead in
two cargo centre tanks, see
2 and 7
Notes 2 and 7
(5) One transverse
bulkhead in a cargo
wing tank, see Note 7 a cargo wing tank, see Note 7
(4) All transverse

bulkheads in all cargo and
ballast tanks, see Notes 5
and 6
NOTES
(1) Complete ballast tank means double bottom tank
plus the double side tank and the double deck tank, as
applicable, even if these are separate.
(2) Where there are no centre tanks, the transverse
bulkheads in wing tanks are to be subject to Close-up
Survey.
(3) Web frame ring in a ballast tank includes the
vertical web in side tank, hopper web in hopper tank,
floor in double bottom tank and deck transverse in a
double deck tank and adjacent structural members. In
(5) As considered necessary

by the Surveyor, see Note
10
(6) Transverse bulkhead complete in ballast tanks,

including girder system and adjacent structural members
including longitudinal bulkheads, girders in double
bottom tanks, inner bottom plating, hopper side,
connecting brackets.
(7) Transverse bulkhead lower part in cargo tanks,
including girder system, adjacent structural members
(including longitudinal bulkheads) and internal structure
of lower stool, where fitted.
(8) The knuckle area and the upper part (approximately 5
m), including adjacent structural members. Knuckle area
is the area of the web frame around the connections of the
FP7-SST-RTD-1
MINOAS 233715
peak tanks a web frame means a complete transverse

web frame, including adjacent structural members.
(4) Deck transverse including adjacent deck structural
members (or external structure on deck in way of the
tank, where applicable).
(5) Transverse bulkhead complete in cargo tanks,
including girder system, adjacent structural members
(including longitudinal bulkheads) and internal
structure of lower and upper stools, where fitted.
sloping hopper plating to the inner hull bulkhead and the

inner bottom plating, up to 2 m from the corners both on
the bulkhead and the double bottom.
(9) Web frame ring in cargo tank includes deck
transverse, longitudinal bulkhead vertical girder and cross
ties, where fitted, and adjacent structural members.
(10) Additional complete transverse web frame ring.
(11) Ballast tanks includes peak tanks.
(12) Within the mid 0,5 length of the tank.
2.3.
General dry cargo ships - Close-up Survey

Table 2: Close up survey for dry cargo ships
Special Survey I
(Ships 5 years old)
Special Survey II (Ships 10

years old)
(1) Selected shell

frames in one
forward and one aft
cargo hold and
associated tween
deck spaces.
(1) Selected shell frames in all

cargo holds and tween deck
spaces.
each cargo hold, including
stiffening system.
(2) One selected

(3) Forward and aft transverse
cargo hold
transverse bulkhead. bulkhead in one side ballast
tank, including stiffening
(3) All cargo hold
system.
hatch covers and
(4) One transverse web with
coamings (plating
associated plating and framing
and stiffeners).
in two representative water
ballast tanks of each type (i.e.
topside, hopper side, side tank
or double bottom tank).
Special Survey III (Ships 15

years old)
(1) All shell frames in the

forward lower cargo hold and
25% of shell frames in each
remaining cargo hold and tween
deck spaces, including their end
attachments and adjacent shell
plating.
(2) All cargo hold transverse
bulkheads, including stiffening
system.
(3) All transverse bulkheads in
ballast tanks, including
stiffening system.
(4) All transverse webs with
associated plating and framing
in each water ballast tank.
(5) All cargo hold hatch covers

and coamings (plating and
stiffeners).
(5) All cargo hold hatch covers

and coamings (plating and
stiffeners).
(6) Selected areas of all deck

plating and underdeck structure
inside the line of hatch openings
between cargo hold hatches.
(6) All deck plating and

underdeck structure and inside
the line of hatch openings
between cargo hold hatches.
(7) Selected areas of inner

bottom plating.
(7) All areas of inner bottom

plating.
Special Survey IV and

subsequent (Ships 20
years old and over)
(1) All shell frames in
all cargo holds and
tween deck spaces,
including their end
attachments and
adjacent shell plating.
(2) All cargo hold
transverse bulkheads,
including stiffening
system.
(3) All transverse
bulkheads in ballast
tanks, including
stiffening system.
(4) All transverse webs
with associated plating
and framing in each
water ballast tank.
(5) All cargo hold hatch
covers and coamings
(plating and stiffeners).
underdeck structure
inside the line of hatch
openings between cargo
hold hatches.
(7) All areas of inner
bottom plating.
NOTES
1. Close-up survey of cargo hold transverse bulkheads to be carried out at the following areas:
(i) Immediately above the inner bottom and immediately above the tween decks, as applicable.
(ii) Mid-height of the bulkhead for the holds without tween decks.
(iii) Immediately below the main deck plating and tween deck plating.
2. Ballast tank includes peak tanks.
FP7-SST-RTD-1
2.4.
MINOAS 233715
Double skin bulk carriers - Close-up Survey
Ore carriers are excluded.

Table 3: Close up survey for double skin bulk carriers
Special Survey I
(Ships 5 years old)
Special Survey II
Special Survey III

Special Survey IV
(Ships 20 years old and
over)
(1) 1 transverse web with associated

plating and longitudinals in 2
representative water ballast tanks of
each type. This is to include the
foremost topside and double side
ballast tanks on either side
(1) 1 transverse web with

associated plating and
longitudinals in each
water ballast tank

and longitudinals in
each water ballast tank

and longitudinals in
each water ballast tank
(2) All transverse

tanks, including
stiffening system
(2) All transverse

tanks, including
stiffening system
(3) 25% of ordinary

transverse web frames
in all double side tanks
(3) All ordinary

transverse web frames
in all double side tanks
(4) All cargo hold

transverse bulkheads
including internal
structure of upper and
lower stools, where
fitted
(4) All cargo hold

transverse bulkheads
including internal
lower stools, where
fitted
(2) Forward and aft

transverse bulkheads,
(2) 2 selected cargo hold transverse including stiffening
system, in a complete
bulkheads including internal
structure of upper and lower stools, ballast tank, see Note 1
where fitted
(3) 25% of ordinary
(3) All cargo hold hatch covers and transverse web frames in
coamings (plating and stiffeners)
the foremost double side
tanks
(4) One transverse
bulkhead in each cargo
hold including internal
lower stools, where fitted
(5) All cargo hold hatch
covers and coamings
(plating and stiffeners)
underdeck structure
inside line of hatch
openings between all
cargo hold hatches
(5) All cargo hold hatch (5) All cargo hold hatch
covers and coamings
covers and coamings
(plating and stiffeners) (plating and stiffeners)
underdeck structure
cargo hold hatches

underdeck structure
cargo hold hatches
NOTES
(1) Complete ballast tank means topside tank, hopper tank, double bottom tank and double side tank, even if these
are separate.
(2) Ballast Tank includes peak tanks.
(3) 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 tanks.
FP7-SST-RTD-1
3.
MINOAS 233715
Tank nomenclature and configuration LR
The following gives and interpretation for the location and critical sections mentioned
in the survey requirements.
3.1.
Tank configurations and nomenclature Bulk Carrier
The purpose of carrying out structural survey of any tank is to determine the
extent of corrosion wastage and structural defects present in the tank and verify
suitability of the structure to continue in offering the strength needed for continous
efficient operation of vessels.
To help achieve this and to identify key locations in the tank that might warrant
special attention, it is paramount to understand the terms mentioned within the rule
requirements. The following cross section diagrams depict the locations described in
the LR rules and provides familiarisation with the configurations within the cargo
holds of oil tankers and bulk carriers.
3.1.1.
Single skin - bulk carrier
FP7-SST-RTD-1
3.1.2.
MINOAS 233715
Transverse section bulk carrier
FP7-SST-RTD-1
3.1.3.
MINOAS 233715
Transverse watertight bulkhead bulk carrier
10
FP7-SST-RTD-1
3.1.4.
MINOAS 233715
Transverse watertight bulkhead bulk carrier with nomenclature
11
FP7-SST-RTD-1
3.2.
3.2.1.
MINOAS 233715
Tank configuration and nomenclature Oil tankers

Design of oil tanker types
12
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3.2.2.
MINOAS 233715
Mid section of double hull oil tanker
13
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3.2.3.
Transverse bulkhead oil tanker
3.2.4.
Transverse bulkhead nomenclature oil tanker
MINOAS 233715
14
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3.2.5.
MINOAS 233715
Double oil tanker construction
15
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4.
MINOAS 233715
RINA Class Requirements
In the following RINA Class procedures and requirements for the structural inspection
and survey are detailed.
4.1.
General principles of Classification
In RINA Rules Pt A Ch 2 Sec 1 Assignment of Class, general principles for class

assignment are provided both for new buildings and for ship classed under
construction.
4.2.
Maintenance of Class
The maintence of Class foresees that ships are submitted to Class renewal survey,
Intermediate class survey and Annual survey and Bottom survey. The relevant criteria
are provided in RINA Rules Pt A Ch 2 Sec 2.
4.3.
Thickness measurement
The extent, determination of location, acceptance criteria for ship constructed

after 1 June 2000
The thickness measurements are a prominent factor in the determination and
extent of the repair and the renewal of the ship structure.
The relevant criteria are provided in RINA Rules Pt A Ch 2 App 2.
In the following table 4 the reference to rule requirements are detailed

Table 4: Reference to Rule requirements related to thickness measurements
SERVICE
NOTATION
all
service notations
except those in
other rows
TYPE OF
CLASS RENEWAL
INTERMEDIATE
ANNUAL
Ch 3, Sec 5, [2.5] and Ch 3,

Ch 3, Sec 4, Tab 1 : thickness
Ch 3, Sec 3, [2.4.1]: areas of
Sec 5, Tab 2: systematic
measurements to be taken if substantial corrosion identified
measurements and suspect
deemed necessary by the
at previous surveys
areas
Surveyor Where substantial
Where substantial corrosion
Where substantial corrosion is
corrosion is found, the extent
is found, the extent of
found, the extent of thickness of thickness measurements may thickness measurements may
measurements may be increased
be increased
be increased
to the Surveyors satisfaction,
using
using Ch 3, Sec 5, Tab 3 as
using
guidance
Ch 3, Sec 5, Tab 3 as guidance Ch 3, Sec 5, Tab 3 as guidance
16
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MINOAS 233715
bulk carrier ESP

ore carrier ESP
Ch 4, Sec 2, [4.1] and Ch 4,

Sec 2, [4.5] : planning and
general requirements
Ch 4, Sec 2, Tab 5 :
measurements of elements
subjected to close-up survey
Ch 4, Sec 2, Tab 6 : extent of
systematic thickness
measurements
Ch 4, Sec 2, Tab 7 to Ch 4,
Sec 2, Tab 11, according to
the different locations, where
substantial corrosion is found
Ch 4, Sec 2, Tab 1, note (2)

for cargo holds and when
Ch 4, Sec 2, Tab 3 for cargo
Surveyor
holds Ch 4, Sec 2, Tab 4 for
Ch 4, Sec 2, [2.3.2] for salt
salt ballast tanks
ballast tanks and when
Ch 4, Sec 2, Tab 7 to Ch 4, Sec
2, Tab 11, according to the
Surveyor
different locations, where
oil tanker ESP

combination
carrier/OBO ESP
combination
carrier/OOC ESP
Ch 4, Sec 3, [6.1] and Ch 4,

measurements
Sec 3, Tab 7, according to the
Ch 4, Sec 3, [2.3.2] limited to

salt ballast tanks and when
Ch 4, Sec 3, Tab 1 for both
cargo and salt ballast tanks
Surveyor
oil tanker ESP

double hull
Ch 4, Sec 4, [4.1] and Ch 4,

Sec 4,
[4.4]: planning and general
requirements
Ch 4, Sec 4, Tab 2:
Ch 4, Sec 4, Tab 3: extent of
measurements

salt
ballast tanks and when
cargo
and salt ballast tanks
Surveyor
17
FP7-SST-RTD-1
Ch 4, Sec 5, [6.1] and Ch 4,

measurements
chemical tanker
ESP
Ch 4, Sec 6, [6.2] and Ch 4,

measurements
liquefied gas
carrier
4.4.
MINOAS 233715

salt ballast tanks and when
cargo and salt ballast tanks
Surveyor
thickness measurements to be
taken if deemed necessary
by the Surveyor
Ch 4, Sec 6, [2.1.6] and

limited to salt ballast tanks
and when
Surveyor
Number and Locations of measurements
Table 5 provides explanations and/or interpretations for the locations and number
of points to be measured
Table 5: Interpretations of rule requirements for the locations and number of points to
be measured
A) SYSTEMATIC MEASUREMENTS
ITEM
INTERPRETATION
FIGURE
Selected plates on deck, tank

top, bottom, double bottom and
wind-and- water
Selected means at least a single point on one out

of three plates, to be chosen on representative areas
of average corrosion
No figure
At least two points on each plate to be taken either

at each
1/4 extremity of plate or at representative areas of
average corrosion
No figure
Refer to the definition given in Sec 2, [2.2.5]
Fig 1 for general cargo ships

Fig 2 for bulk carriers
Fig 3 for oil tankers
For other ship types, see
[3.2.1]
All deck, tank top and bottom

plates and wind-and-water
strakes
Transverse section
Cargo hold hatch covers and

coamings
Fig 4 for ships fitted with

hold hatch covers and
coamings
18
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MINOAS 233715
Bulkheads on ships other than bulk

carriers, oil tankers, chemical
tankers and liquefied gas carriers Selected bulkheads means at least 50% of the
(for these ships refer to B) and C)
bulkheads
CLOSE-UP SURVEYS AND
RELATED MEASUREMENTS)
Fig 5 for general cargo

ships. It may also apply to
other ship types (see
[3.2.1])
Selected internal structure such

as floors and longitudinals,
transverse frames, web frames,
deck beams,
tweendecks, girders
Fig 6 for general cargo

ships. It may also apply to
other ship types (see
[3.2.1])
The internal structural items to be measured in

each space internally surveyed are to be at least 20%
within the cargo area and 10% outside the cargo
area
Two single points on each deck plate (to be taken

Transverse section of deck plating
either at each 1/4 extremity of plate or at
outside line of cargo hatch
representative areas of average corrosion) between
openings (for bulk carriers, ore
the ship sides and hatch coamings in the
carriers and combination carriers)
transverse section concerned
No figure
One section of deck plating for

the full beam of the ship within
the cargo area (for oil tankers,
chemical tankers and liquefied gas
carriers)
No figure
Two single points on each deck plate (to be taken

either at each 1/4 extremity of plate or at
representative areas of average corrosion) in the
transverse section concerned
B) CLOSE-UP SURVEYS AND RELATED MEASUREMENTS (for oil tankers, chemical tankers, gas carriers and combination carriers)
ITEM
INTERPRETATION
FIGURE
Web frame ring (for oil tankers

and combination carriers)
Refer to the definition given in Ch 4, Sec 3, Tab 2.

Extent of areas is shown as
Adjacent structural members means plating and
(1) in Ch 4, Sec 3, Fig 1
stiffeners of deck, bottom, double bottom, sides
Locations of points are given
and longitudinal bulkheads in the vicinity of the
in Fig 10
web frame ring
Transverse section (for chemical

tankers and liquefied gas
carriers)
Refer to the definitions given in Ch 4, Sec 5, Tab 2

and Ch 4, Sec 6, Tab 2.
Adjacent structural members means plating and
stiffeners of deck, bottom, double bottom, sides and
longitudinal bulkheads in the vicinity of the web
frame ring
No figure
This is the upper part of the web frame ring

including the adjacent structural members (see
meaning given above). For chemical tankers it may
be fitted on deck, i.e. outside the tank

in Fig 10
Refer to the definition given in Ch 4, Sec 3, Tab 2
Extent of areas is shown as (2)

and (5) in
Ch 4, Sec 3, Fig 1
Complete means the whole bulkhead including

stringers and stiffeners and adjacent structural
members as defined above

in Fig 11
Deck transverse
Deck and bottom trans- verses

(for oil tankers)
Transverse bulkhead
19
FP7-SST-RTD-1
All plating and internal

structures (for chemical tankers
and liquefied gas carriers)
MINOAS 233715
Lower part means lower part of bulkhead up to

1/4 of ships depth or 2 metres above the lower
stringer, whichever is the greater (stringers,
stiffeners and adjacent structural members

in Fig 11
Refer to the definitions given in Ch 4, Sec 5, Tab 2

and Ch 4, Sec 6, Tab 2
No figure
C) CLOSE-UP SURVEYS AND RELATED MEASUREMENTS (for bulk and ore carriers)
ITEM
INTERPRETATION
FIGURE
25% of frames: one out of four frames should

preferably be chosen throughout the cargo hold
length on each side Selected frames means at
least 3 frames on each side of cargo holds

in Fig 7
Transverse bulkheads in cargo

holds
Refer to the definition given in Ch 4, Sec 2, Tab 5

Two selected bulkheads: one is to be the bulkhead
between the two foremost cargo holds and the
second may be chosen in other positions
Areas of measurements are

shown in
Ch 4, Sec 2, Fig 2
in Fig 8
One transverse bulkhead in each

cargo hold
This means that the close-up survey and related

thickness measurements are to be performed on one
Areas of measurements are
side of the bulkhead; the side is to be chosen
shown in
based on the outcome of the overall survey of both
Ch 4, Sec 2, Fig 2
sides. In the event of doubt, the Surveyor may also Locations of points are given
in Fig 8
require (possibly partial) close-up survey on the
other side
Transverse bulkheads in one

topside/side ballast tank
The ballast tank is to be chosen based on the history

of ballasting among those prone to have the most Locations of points are given
in Fig 9
severe conditions
Frames in cargo holds
Transverse webs in ballast tanks
Either of the representative tanks of each type (i.e.

topside or hopper or side tank) is to be chosen in
the forward part Associated plating and
longitudinals means adjacent plating and
longitudinals of deck, bottom, side shell, slope,
hopper and longitudinal bulkhead, as applicable

in Fig 7
Selected means at least a single point on one out

of three plates, to be chosen on representative areas
of average corrosion
Areas of deck plating inside line
of hatch openings
All deck plating means at least two points on each
plate to be taken either at each 1/4 extremity of
plate or at representative areas of average corrosion
20
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4.5.
MINOAS 233715
Acceptance criteria for thickness measurement
The acceptance criteria for the minimum thicknesses are divided into:
criteria on local and global strength
criteria on buckling strength
criteria on pitting
Each measured structural item is to be checked against the following criteria, as far as
applicable. Where any of the criteria are not met, reinforcements, repairs and renewals
are to be carried out as appropriate.
4.5.1.
Local and Global strength criteria
Local and global strength criteria are given for the following ship types:
general cargo ships
bulk carriers
Oil tankers.
These criteria may also be used for other ship types taking into consideration the
equivalence or similarity of structural elements and their contribution to local and/or
global strength.
The evaluation of ship longitudinal strength is based on the prerequisite that fillet
welding between longitudinal members and deck, side and bottom plating is
maintained effective so as to keep continuity of hull structures.
Each structural item to be assessed is illustrated in a typical transverse section (see fig
1 for general cargo ships, fig 2 for bulk carriers, fig 3 for oil tankers).
These structural items are grouped according to their position and contribution to the
local or global strength of the ship (see tab 6 for general cargo ships, tab 7 for bulk
carriers, tab 8 for oil tankers).
Each structural item is to be assessed according to four different criteria which vary
with regard to the domain under which it is considered, namely:
a) An isolated area, which is meant as a part of a single structural item. This
criterion takes into consideration very local aspects such as grooving of a plate or web,
or local severe corrosion; however, it is not to be used for pitting for which separate
criteria are considered
b) An item, which is meant as an individual element such as a plate, a stiffener, a
web, etc. This criterion takes into consideration the average condition of the item,
which is assessed by determining its average thickness using the various
measurements taken on the same item
c) a group of items, which is meant as a set of elements of the same nature (plates,
longitudinals, girders) contributing either to the longitudinal global strength of
the ship in a given zone or to the global strength of other primary transverse
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elements not contributing to the ship longitudinal strength, e.g. Bulkheads, hatch
covers, web frames
d) a zone, which is meant as all and only longitudinal elements contributing to the
longitudinal strength of the ship; in this regard, the three main zones are defined as
deck zone, neutral axis zone and bottom zone. This criterion takes into consideration
the average condition of all groups of items belonging to the same zone.
Figure 1 : General cargo ship: layout of items to be assessed
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Figure 2: Bulk carrier: layout of items to be assessed
Figure 3 : Oil tanker: layout of items to be assessed
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Table 6: Local and global acceptance criteria for general cargo ships (given in % of
wastage)
Group of
items
Description of items
1
Isolated
area
2
Item
3
Group
4
Zone
ITEMS CONTRIBUTING TO THE LONGITUDINAL STRENGTH (TRANSVERSE SECTION)

DECK ZONE
(1)
Hatch coaming
1
underdeck girder web

underdeck girder flange
Upperdeck plating, deck stringer plates and sheer

strakes
Deck longitudinals
web
flange
NEUTRAL AXIS ZONE
(1)
(2)
(3)
(1)
10
25
20
20
15
10
-
30
20
10
30
25
20
15
10
-
15
Side shell plating
25
20
15
Tweendeck hatch girder

web
flange
25
20
20
15
15
-
Tweendeck plating
30
20
15
Tweendeck longitudinals
web
flange
30
25
20
15
15
-
BOTTOM ZONE (1)

Bilge and bottom strakes and keel plate
25
20
10
10
-
Bottom girders
25
20
10
Each zone is to be evaluated separately.

If continuous, to be included in item 1.
For deep tank bulkheads, the values average of item and average of group are to be increased by 5 (%).
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Contd
Group of
items
1
Isolated
area
2
Item
3
Group
4
Zone
10
Bilge and bottom longitudinals

web
flange
30
25
20
15
10
-
11
Inner bottom plating
30
20
10
Inner bottom longitudinals
30
25
20
15
10
-
25
30
25
30
30
20
25
20
20
20
15
-
30
30
25
30
25
30
20
20
15
20
15
20
15
-
30
25
30
20
15
20
web
flange
30
25
20
15
Floors
plating
30
20
30
30
25
20
20
15
15
-
12
web
flange
OTHER ITEMS
13
14
15
16
17
18
Hatch coaming plating (2)

Hatch coaming brackets
Hatch cover top plating
Hatch cover skirt plating
Hatch cover stiffeners
Transverse bulkheads (3)
plating
stringer web
stringer flange
stiffener web
stiffener flange
brackets
Side frames
19
web
flange
brackets
Deck/tweendeck frames
20
21
Forward and aft peak bulkheads

22
(1)
(2)
(3)
plating
stiffener web
stiffener flange

For deep tank bulkheads, the values average of item and average of group are to be increased by 5 (%).
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Table 7 : Local and global acceptance criteria for bulk carriers (given in % of
wastage) (1/7/2005)
Group of
items
1
Isolated
area
2
Item
3
Group
4
Zone

DECK ZONE
(1)
10
Strength deck plating, deck stringer, sheer strake and

part of side shell plating in way of top side tanks
25
20
10
Deck longitudinals
web
flange
25
20
20
15
10
-
Side shell longitudinals in way of top side tanks

web
flange
25
20
20
15
10
-
Top side tank sloped plating, including horizontal and

vertical strakes
25
20
10
Longitudinals connected to top side tank sloped plating

web
flange
25
20
20
15
10
-
NEUTRAL AXIS ZONE (1)

Side shell plating
BOTTOM ZONE (1)
Bilge and bottom plating and keel plate
25
25
20
20
15
10
15
10
-
Bilge and bottom longitudinals

web
flange
25
20
20
15
10
-
Bottom girders
25
15
10
10
Inner bottom plating and hopper tank sloped plating
25
20
10
10
11
Longitudinals connected to inner bottom and hopper tank

sloped plating
web
flange
25
20
20
15
6
7
OTHER ITEMS
12
Hatch coaming plating (2) (5)
25
20
13
Hatch coaming brackets (5)
30
25
14
Hatch cover top plating (4) (6)
25
20
15
15
Hatch cover skirt plating (4) (6)
25
20
16
Hatch cover stiffeners (4) (6)
25
20
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(1)
(2)
(3)
(4)
(5)
(6)
MINOAS 233715
17

plating
stiffener web
stiffener flange
25
25
20
20
20
15
15
-
18
Side shell frames

web
flange
brackets
25
20
20
20
15
15
19
Topside and hopper tank web frames

web
flange
25
20
20
15
20
Floors
plating
25
15
21
Forward and aft peak bulkheads

plating
stiffener web
stiffener flange
25
25
20
20
20
15
15
-

For vertically corrugated transverse bulkheads in cargo holds:
For ships indicated in Ch 6, Sec 2, [1.1] which are to comply with the retroactive requirements according to the schedule given in Ch 6,
Sec 2, [1.2], the bulkhead between the two foremost cargo holds is to be assessed based on the criteria given in Ch 6, Sec 2, [1.3].
For ships indicated in Pt E, Ch 4, Sec 3, [7.1.1], contracted for construction on or after 1 July 1998, all bulkheads are to be repaired by
steel renewal where the gauged thickness is less than t + 0,5 mm, where t net is the thickness obtained by applying the strength criteria
given in Pt E, Ch 4, Sec 3, [7.1]. However, where the gauged thickness is within the range t net + 0,5 mm and t net + 1,0 mm, coating
(applied in accordance with the coating Manufacturers requirements) or annual gauging may be adopted as an alternative to steel
renewal.
For ships indicated in Ch 1, Sec 2, [4.3.2], contracted for construction before 1 January 2004, the renewal criteria of all cargo hatch covers are
as follows:
for single skin hatch covers and for the plating of pontoon covers, steel renewal is required where the gauged thickness is less than
tnet + 0,5 mm. Where the gauged thickness is within the range tnet + 0,5 mm and tnet + 1,0 mm, coating (applied in accordance with the
coating Manufacturers requirements) or annual gauging may be adopted as an alternative to steel renewal.
For the internal structure of pontoon hatch covers, thickness gauging is required when plating renewal is to be carried out or when this is
deemed necessary, at the discretion of the Surveyor, on the basis of the plating corrosion or deformation condition. In these cases, steel
renewal for the internal structures is required where the gauged thickness is less than tnet.
For ships indicated in Ch 1, Sec 2, [4.3.2] to Ch 1, Sec 2, [4.3.7], contracted for construction on or after 1 January 2004, the renewal
criteria of forward and side hatch coamings on exposed decks in position 1, as defined in ILCC, are as follows:
steel renewal is required where the gauged thickness is less than tnet + 0,5 mm. Where the gauged thickness is within the range
tnet + 0,5 mm and tnet + 1,0 mm, coating (applied in accordance with the coating Manufacturers requirements) or annual gauging may be
adopted as an alternative to steel renewal. Coating is to be maintained in good condition, as defined in Sec 2, [2.2.11].
For ships indicated in Ch 1, Sec 2, [4.3.2] to Ch 1, Sec 2, [4.3.7], contracted for construction on or after 1 January 2004, the renewal
criteria of all cargo hatch covers are as follows:
for single skin hatch covers and for the plating of double skin hatch covers, steel renewal is required where the gauged thickness
is less than tnet + 0,5 mm. Where the gauged thickness is within the range tnet + 0,5 mm and tnet + 1,0 mm, coating (applied in
accordance with the coating Manufacturers requirements) or annual gauging may be adopted as an alternative to steel renewal. Coating is
to be maintained in good condition, as defined in Sec 2, [2.2.11].
For the internal structure of double skin hatch covers, thickness gauging is required when plating renewal is to be carried out or when
this is deemed necessary, at the discretion of the Surveyor, on the basis of the plating corrosion or deformation condition. In these cases,
steel renewal for the internal structures is required where the gauged thickness is less than tnet.
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Table 8 : Local and global acceptance criteria for oil tankers (given in % of wastage)
Group of
items
1
Isolated area
2
Item
3
Group
4
Zone
10
25
20
10
25
20
20
15
10
-
web
flange
25
20
20
15
10
-
Longitudinals connected to long. bulkhead upper strake (2)

web
flange
25
20
20
15
10
-
15
DECK ZONE
(1)
Deck plating, deck stringer, sheer strake and

longitudinal bulkhead upper strake (2)
Deck and sheer strake longitudinals
web
flange
Deck longitudinal girders
NEUTRAL AXIS ZONE
(1)
Side shell plating (2)
25
20
15
Side shell longitudinals and stringers (2)

web
flange
25
20
20
15
15
-
Longitudinal bulkhead plating
25
20
15
Longitudinal bulkhead longitudinals and stringers

web
flange
25
20
20
15
15
-
BOTTOM ZONE (1)
10
Bilge and bottom strakes, longitudinal bulkhead lower

strake and keel plate (2)
25
20
10
10
Bilge and bottom longitudinals (2)

web flange
25
20
20
15
10
-
11
Longitudinals connected to longitud. bulkhead lower strake

web
flange
25
20
20
15
10
-
12
Bottom girders
web
flange
25
20
20
15
10
-
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Contd
OTHER ITEMS
13
Deck transverse web frame

web
flange
brackets / stiffeners
25
20
25
20
15
20
14
Side shell web frame

web
flange
25
20
25
20
15
20
15
Longitudinal bulkhead web frame

web
flange
25
20
25
20
15
20
16
Bottom transverse web frame

web
flange
25
20
25
20
15
20
25
20
20
15
15
15
25
25
20
30
25
20
20
15
20
15
15
-
Cross tie
17
web
flange
plating
18
(1)
(2)
(3)
stringer web
stringer flange
stiffener web
stiffener flange

For double hull oil tankers, the structural elements of the inner skin (plating, longitudinals, girders, bulkheads) are to be included
in the corresponding elements of the outer skin.
Including swash bulkheads, forward and aft peak bulkheads.
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4.5.2.
MINOAS 233715
Buckling strength criterion
This criterion is applicable to ships having a length greater than 120 metres.
In addition to the evaluation of structural elements according to the local and global
strength criteria, the structural items contributing to the longitudinal strength of the
ship, such as deck and bottom plating, deck and bottom girders, etc., are also
to be assessed with regard to their buckling strength. The values shown in Tab 9
are not to be exceeded.
The minimum thickness will be specially considered for ships built with excess hull
girder section modulus.
Table 9: Buckling strength criterion

MATERIAL (ReH)
ITEMS
Bottom and deck plates
RATIO
235
315
s/t
56,0
51,0
49,0
20,0
18,0
17,5
Longitudinals
flat bar web
Flanged longitudinals / girders
web
hw / tw
56,0
51,0
49,0
Flanged longitudinals / girders
symmetrical flange
bf / tf
34,0
30,0
29,0
bf
17,0
15,0
14,5
Flanged longitudinals / girders asymmetrical flange

ReH : minimum yield stress of the material, in N/mm2;
hw : web height, in mm; tw : web thickness, in mm;
4.5.3.
hw / tw
355 and 390
/ tf
Symbols:
s : longitudinal spacing, in mm;
bf : flange breadth, in mm;
t : actual plate thickness, in mm;

tf : flange thickness, in mm;
Pitting
The maximum acceptable depth for isolated pits is 35% of the as-built thickness.
For areas with different pitting intensity, the intensity diagrams shown in Fig 4
are to be used to identify the percentage of affected areas.
For areas having a pitting intensity of 50% or more, the maximum acceptable average
depth of pits is 20% of the as-built thickness. For intermediate values between
isolated pits and 50% of affected area, the interpolation between 35% and 20% is
made according to Tab 10.
In addition, the thickness outside the pits in the area considered is to be assessed
according to the local and global strength criteria and to the buckling strength
criterion.
Application of filler material (plastic or epoxy compounds) is recommended as a
means to stop or reduce the corrosion process, but it is not considered an acceptable
repair for pitting exceeding the maximum allowable wastage limits. Welding repairs
may be accepted when performed in accordance with procedures agreed with
the Society
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Table 10: Pitting intensity and corresponding maximum acceptable average depth of
pitting
PITTING INTENSITY (%)
MAXIMUM ACCEPTABLE
AVERAGE
PITTING DEPTH (% of the
as-built thickness)
Isolated
35,0
33,5
10
32,0
15
30,5
20
29,0
25
27,5
30
26,0
40
23,0
50
20,0
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Figure 4: Pitting intensity diagrams (from 1% to 50% intensity)
32
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5.
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Tank nomenclature and configuration RINA
The following Figures are given to facilitate the visualization of requirements given in
the table.
These figures show typical arrangements of cargo ships, bulk carriers and oil tankers.
Figures are not intended to cover all the different cases. However, the figures
provided here may be used as a guidance for ships other than those here illustrated.
Figure 5: Transverse section of a general cargo ship
Measure
Point Symbol
Measurements are to be taken on both port and starboard sides of the selected transverse section
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Figure 6: Transverse section of a bulk carrier
Measurements are to be taken on both port and starboard sides of the selected transverse section
Figure 7: Transverse section of an oil tanker
Measurement are to be taken on both port and starboard sides of the selected transverse section
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Figure 8: Locations of measurements on hatch covers and coamings

(valid for all ships fitted with hatch covers and coamings)
(1) Three sections at L/4, L/2, 3L/4 of hatch cover length, including:
one measurement of each hatch cover plate and skirt plate
measurements of adjacent beams and stiffeners
one measurement of coaming plates and coaming flange, each side
(2) Measurements of both ends of hatch cover skirt plate, coaming plate and coaming flange
(3) One measurement of one out of three hatch coaming brackets and bars, on both sides and both ends
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Figure 9: Locations of measurements on bulkheads of general cargo ships
Cargo hold bulkhead/watertight floor plating to be measured as per main view

One stiffener out of three to be measured as per view A - A
Figure 10: Locations of measurements on selected internal structural elements of

general cargo ships
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Figure 11: Locations of measurements on structural members in cargo holds and

ballast tanks of bulk carriers
Figure 12: Locations of measurements on cargo hold transverse bulkheads of bulk

carriers
Measurements to be taken in each shaded area as per views A - A and B B
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Figure 13: Locations of measurements on transverse bulkheads of topside, hopper

and double bottom tanks of bulk carriers
Measurements to be taken in each vertical section as per view A - A
Figure 14: Locations of measurements on web frame rings and longitudinal elements
of oil tankers
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Figure 15: Locations of measurements on tranverse bulkheads of oil tankers
(1) : Corrugated bulkhead

(2) : Plane bulkhead
Measurements are to be taken in a similar way on the centre tank bulkheads
Measurements are to cover the different thicknesses of strakes over the height of the bulkhead
Measurements are to be taken of the adjacent structural members
39
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6.
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Common structural defects - LR
When dealing with any hull damage, defect or failure consideration needs to be given
to the location of the damage and its extent, as well as severity, age, size, type and
general condition of the ship. These factors will influence the nature and extent of any
repairs.
Hull defects are in many cases preventable with timely maintenance and an
understanding of their causes. Understanding the typical causes of defects is important
as it will also help to locate defects.
The following can be used to define, group into category the type of hull defect which
can be found in the hull of a ship.
1.
2.
3.
4.
5.
6.
Structural overload
Design related
Workmanship related
Vibration related
Corrosion
Pitting
It is important to state here that structural damages and deterioration imply

deficiencies caused by:
o excessive corrosion
o design faults
o material defects or bad workmanship
o navigation in extreme weather conditions
o loading and unloading operations, water ballast exchange at sea
o wear and tear
o Contact (with quay side, ice, touching underwater objects, etc.
This is not as a direct consequence of accidents such as collisions, groundings and
fire/explosions as deficiencies are normally recognized as material wastage, fractures
or cracks, deformations etc
6.1.
Structural defect table
The table below gives a brief description of these defects.

Table 11 : Common Structural defect
Defect category
Definition
Structural overload
Structural overload is caused by placing greater stress on the ship than it was designed for.
This category of defect may be the result of the following:
Grounding
Collision
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Contact (for example with the quay or with tugs)

Operational overload (for example; poor loading sequence, too high a rate of loading,
variable ballast levels during loading)
Overload due to heavy weather (heavy weather damage) may also be considered to fall into
this category.
Design related
Design related defects resulting from:

Differences between the actual loads experienced by the structure compared with the
theoretical loads used for design
The design tolerances having been exceeded
Applicable standards not having been complied with
Inadequacies in the initial design and in particular the detail design.
This category of defect is characterised by the defect having no apparent cause and by it
repeatedly re-occurring following repair as per the original design.
Workmanship related
Regardless of the quality of the design, poor workmanship results in defects.

Workmanship related defects include those defects caused by any of the following:
Use of sub-standard materials
Poor alignment
Poor welding
Poor finishing and/or omissions
Initial deformations.
Vibration related
Fatigue defects resulting from hydrodynamic or mechanically induced vibration
Corrosion
The type of corrosion encountered in a location will fall into one of the following types:
General wastage
Localised corrosion.
Local coating breakdowns are more likely in:
Areas which are hard to access and therefore maintain
Areas such as erection joints where weld profiles may be less smooth (particular attention
should be paid to such areas in ballast tanks)
Areas of higher stresses.
It should be noted that corrosion rates are accelerated in areas of higher stresses (corrosion
under stress). In turn, the more a structure corrodes the greater are the stresses on the remaining
sound structure and therefore the corrosion rate increases. Conversely, if the stresses in an area
are reduced the rate of corrosion is also reduced.
Pitting
Pitting defects generally caused by corrosion.
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The various types of deficiencies and where they may occur will be discussed in more
details.
6.2.
Critical Sections Cargo Holds
The following areas where structural defects might occur should have special
attention at during survey:
(a) Cargo Tanks
Main deck deckhead: corrosion and fractures.
Buckling in web plate of the underdeck web frame and fractures at end of
bracket toes.
Transverse bulkhead horizontal stringers: fractures in way of cut-outs and at
end bracket toe connections to inner hull and longitudinal bulkhead.
Longitudinal bulkhead transverse web frames: fractures at end bracket toe
Connection to inner bottom.
Necking effect of longitudinal web plating at longitudinal bulkhead plating.
For plane transverse bulkheads, transverse bulkhead vertical stiffeners
connected to inner bottom: for vertically corrugated bulkheads, corrugation
connection to lower shelf plate and bulkhead plating connection to inner
bottom:
Fractures caused by misalignment and excessive fit-up gap.
Transverse bulkheads at the forward and after boundaries of the cargo space:
Fractures in way of inner bottom.
Pitting and grooving of inner bottom plating.
(b) Double Hull Ballast Spaces
Main deck deckhead: corrosion and fractures.
Inner hull plate and stiffener: coating breakdown.
Buckling of the web plate in the upper and lower part of the web frame.
Fractures at the side shell longitudinal connection to web frames due to
fatigue.
Corrosion and fractures at knuckle joints in inner hull at forward and after
parts of ship.
Corrosion and fractures at the juncture where the sloped inner hull is
connected to the inner bottom.
Fractures at side and inner hull longitudinal connections to transverse
bulkheads due to fatigue and/or high relative deflections.
Inner bottom deckhead corrosion at inner bottom.
Bottom corrosion wastage.
Cracks at inner bottom longitudinal connection to double bottom floor web
plating.
Fractures at inner bottom and bottom longitudinal; connection to transverse
Watertight floor due to high relative defections.
42
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Figure 16 : Common Critical Sections
43
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Figure 17: Typical fracturing at the connection of transverse bulkhead structure

Bulk carriers
44
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45
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46
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7. IACS Guidelines for the use of remote survey techniques

On may 2004 the International Association of the Classification Societies (IACS)
proposed a guideline regarding the use of remote survey techniques. The contents of
this guideline are following detailed:
7.1. General
Remote Inspection Technique methods may be used to facilitate the required

internal examinations, including close-up surveys and gaugings required with
close-up surveys. The methods applied for Remote Inspection Techniques are to
provide the survey results normally obtained for the Surveyor.
Confirmatory close-up surveys are to be carried out by the Surveyor at selected
locations where close up surveys are required to verify the results of the Remote
Inspection Technique methods. Proposals for use of Remote Inspection Technique
methods are to be submitted to the Classification Society for approval in advance
of the survey. The Classification Society will review the proposal and approve the
arrangements including minimum requirements for confirmatory close-up surveys.
7.2. Conditions
Use of Remote Inspection Technique method may be restricted or limited where

there is a record or indication of abnormal deterioration or damage to structure.
This method may not be applicable if there are recommendations for repairs. It
may also be inapplicable if conditions affecting the class of the vessel are found
during the course of the survey. If the Remote Inspection Technique method
reveals damage or deterioration that requires attention, the Surveyor may require
close-up survey without the use of Remote Inspection Techniques to be
undertaken.
7.3. Procedures
The inspection is to be carried out by a qualified technician with adequate

knowledge of hull structure inspection under the surveillance of a Surveyor. The
attending Surveyor(s) are to be fully informed of the firms proposed inspection
plan.
The Surveyor shall be satisfied with the method of live pictorial representation
and the method of positioning of the technician on the structure. Two-way
communication between the Surveyor and technician is to be provided. Means of
thickness gauging and non-destructive testing may be required in conjunction with
use of Remote Inspection Technique methods.
The structure to be examined using Remote Inspection Technique methods is to be
sufficiently clean to permit meaningful examination. Tanks are to be thoroughly
cleaned including removal, from tank internal surfaces, of all loose accumulated
corrosion scale, if present.
If divers are used for Remote surveys, the visibility in the tank is to be good to
allow for a meaningful examination.
47
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8.
MINOAS 233715
Best practices and technical operative experience
Introduction
8.1.
Ultrasonic Testing
The need for surveys and fault diagnosis in a wide field of industrial applications has
lead to the development of various Non Destructive Testing (NDT) techniques and
equipment for specific type of fields [www.ndt.org]. Thickness measurements of
metal constructions are essential for the verification of the structures integrity as is
also the demand for fast and reliable testing of large constructions. The most widely
used techniques for non destructive thickness measurements in industry are listed in
the sequel (a detailed analysis may be found in
http://www.ndted.org/EducationResources/CommunityCollege/communitycollege.htm).
Ultrasonic Testing (UT) with piezoelectric transducer

Electromagnetic Acoustic Transducer (EMAT)
Magnetostictive
Laser induced ultrasonic
All methods use the measurement of the time of travel of ultrasound within the
material with known acoustic properties for the calculation of its thickness. The use of
piezoelectric transducers is widely used for its easy creation of ultrasounds within the
specimen although good contact with the specimen is required since the ultrasound is
induced through mechanical coupling of probe to the material.
Figure 18: Piezoelectric Probes and active

material (SiO2)
The piezoelectric material is usually excited with an impulse and its response is a
short narrow-band oscillation. Its frequency is well defined by the used probe and is
usually in the range of 1 to 20MHz, where higher frequencies lead to increased
resolution in the expense of increased attenuation. The probes vibration is coupled to
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the steel part and the ultrasound travels through the specimen. For its detection the
opposite effect is used by the same piezoelectric element or a different receiver.
Typical waveforms appear in the following figure.
Figure 19: Transmitter (top) and receiver (bottom) waveforms

The main drawback of piezoelectric transducers is the need of contact of the active
element to the part under test, especially when the material is corroded or covered
with paint as is the usual case in marine industry. For cancelling the effect of the
additional delay caused by paint or other layers between the active element and the
material, the multi echo method is used. Instead of measuring the time between the
transmitted tone burst and the first echo, the time between 2nd and 3rd echo are
measured.
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Figure 20: Echo timing

8.2.
Corrosion
A qualitative categorization as appear in Ultrasonic thickness gauging for hull

surveys, ABS Academy, 1995 is:
Pitting Corrosion. Localized corrosion occurring on bottom plating, other

horizontal surfaces and at structural details that trap water.
General Corrosion. Appears as non protective, friable rust which can
uniformly occur on tank internal surfaces that are uncoated. The rust scale
breaks off, exposing fresh metal to corrosive attack.
Grooving Corrosion. Localized, linear corrosion which occurs at structural
intersections where water collects and flows.
Weld Metal Corrosion. Defined as preferential corrosion of the weld deposit.
Most likely cause is galvanic action with the base metal. More likely in
manual welds than machine welds.
For the quantization of the corrosion it is common to visually compare the area with
various Measle charts, depending on corrosion type (localized, scattered or linear). A
list of examples follows.
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Figure 21: Examples of corrosion quantization
8.3.
Ultrasonic Thickness Measurement initiation
As a general rule the Class surveyor, considering the Class Rules for the particular
type of ship, dictates for the survey type. After the ships preparation by the ship yards,
the UT operator and the appointed Class surveyor examine the ship's plans and its
history regarding former surveys, modifications and repairs that may had, and also the
kind of cargo that used to transfer. Depending on ship's load conditions, former UT
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measurements and repairs, it is possible to isolate the critical parts of the ship's
structure that need maintenance. Considering the practical inability for examining the
whole ship's structure and parts, this is a valuable pre-process stage that its main aim
is to minimize the metal surfaces and parts that need to be examined, thus minimizing
surveys time, while maintaining safety rules. However this process encapsulates in a
significant degree the experience of the Class surveyor and the UT operator, rendering
the survey not factual.
The UT operator before proceeding with the main stage of the survey, that is the
thickness measurements of the defined locations, must ensure the following
conditions are met for the personnels safety
1. Informing of captain and/or chief mate and other teams that may work on
board, about the places that will be visited and the corresponding time
schedule.
2. In enclosed, isolated and/or dangerous places the UTM technician must be
accompanied of at least one more with adequate equipment.
3. Before entering inside any tank and void space, it is necessary to check the
quantity of oxygen that is contained in space (>21% per volume), especially
for fuel tanks and cargo tanks (tankers) must be covered the criterions that
mentioned at the International Safety Guide for oil Tankers and Terminals
(ISGOTT: Ch.10 Entry into & work in enclosed spaces. During stay inside
tanks must be provided adequate ventilation. At the entrance of the tank must
remain a crew member, responsible of the safety of those inside.)
4. The UTM technician must never enter inside cargo holds during
loading/unloading and ballast tanks during ballasting / deballasting.
5. Lighting must be natural where available, i.e. by opening hatch covers in cargo
holds or all small hatches in way of a tank. When natural light is not enough or
not available, the crew must provide the appropriate means (i.e. cargo lights)
for satisfactory lighting. UTM technician must always carry a personal
waterproof torchlight in enclosed spaces with artificial lighting.
6. Protection of means of access.
7. Means of escape & proceedings of rescue.
8. When the time schedule of spaces to be visited is being prepared,
consideration must be taken of the existing temperature levels (i.e. at hot
climates (tropics) visiting exposed spaces during noontime must be avoided).
8.3.1.
Execution procedure of UTM
After the initiation process the UT operator proceeds to the thickness measurements.
The preparation of the surface for the measurements to be accurate is the most time
and effort consuming operation.
Since the majority of thickness measurement equipment use ultrasonic waves, the
ultrasonic probe (transmitter / receiver) must be in good contact with the specimen, so
that the waves may pass from the probe to the steel plate easily without great loss and
reflections for an accurate and reliable measurement. The most common tasks for the
measurement execution are ordered as:
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8.3.2.
MINOAS 233715
Surface Preparation
i.
Visual inspection of the area to be surveyed. An evaluation of corrosion is

made empirically and with guidance of the Classes manuals the number and
location of required point measurements are estimated. Also a first time
schedule assessment is noticed to the Owner representative and Class
Surveyor.
ii. Cleaning of the spot to be measured from paint or rust by hammering (if
considered necessary). It is usual for the steel plates of the ships structure to be
corroded or pitted, thus having a significant amount of brittle material above
the structural steel that is not contributing to the structural integrity and
mechanical loading. Even if a measurement is feasible, the added layers of
brittle material may lead to misleading measurements since the extra layers are
measured as structural steel.
iii. Cleaning as above but with the use of portable grinder (if necessary).
Figure 22: Grinding of corroded plate
iv. Rub out with rag.

Figure 23: Prepared surface
v. Apply a layer of couplant (grease, water, etc.). This layer acts as acoustic
impedance matching between the UT probe and the steel part minimizing
reflections from the contact area allowing the UT wave to travel through the
steel part.
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Figure 24: Ultrasonic probe and use of acoustic couplant
8.3.3.
i.
Measurement execution
Take the spot thickness measurement on the structural member. The UT

operator in most cases has in his disposal several type of UT probes for
specific type of parts and corrosion. The use of such different equipment is
based on his expertise and capabilities since e.g small dual element probes
(separately transmitter / receiver) may require smaller amount of surface
preparation whereas larger single element probes (transmitter and receiver in
the same element) require larger clean surfaces but producing more reliable
results.
ii. Record the thickness at the corresponding exact point on the prepared
drawings.
Figure 25: Measurement
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Figure 26: Measured points and marking for Class Surveyor's reference
iii. Repeat the above-described procedure for all measurements required to be

taken, by the class surveyor.
8.3.4.
Measurement Logging and Inspection
i.
The measurements that will be recorded to UTM tables are the average of
multiple readings thus giving a general indication of the plate concerned.
ii. In case of there is a deviation between e.g. a plates original thickness as came
up from U.T. Measurements and same plates original thickness which derives
from vessels drawings, then prior of any action, an immediate notification
should be made to Owners Representative and LR attending Surveyor in
order for him to conclude and/or consult timely for any further action.
iii. Re-test measuring instruments every three (3) hours of continuous operation
for proper functioning and correct measurement indications.
8.4.
Reporting
During the measurement procedure the UT operator should manually log the data for
the specific measured part to the corresponding drawing so as a representative
thickness profile is created. The plans are then consulted for the original steel
thicknesses of the particular part or any available former measurements and in case of
large deviations or substantial corrosion the Owner Representative and Class surveyor
should be informed before further actions are taken.
In general the reporting operations required follow:
8.5.
On board survey completion
1. The thickness measurements as taken and recorded are presented to Owners

Representative and submitted in rough forms to the Class surveyor. Frequency
of those presentations is at Class Surveyor discretion, but the best situation is
in an every-day basis.
2. Additional measurements in critical structural areas might be requested to be
taken by the Class surveyor.
3. Where excessive diminution of the structure is found during the survey then
this is to be brought to the attention of the Owners and Surveyors, also where
the diminution of the structure is zero or minimal then this also to be brought
to the Surveyors attention such that the extent of the measurements may be
given further consideration.
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4. The measurement report or summary of the report is to be submitted to the

attending Surveyor prior to the completion of the survey for verification and
confirmation of completeness of the thickness survey. This is required in order
to confirm that the recorded measurements are acceptable.
5. Upon completion of the aforementioned procedures and with the Class
surveyors consent, the onboard survey is included.
6. Before departure, operator must submit to Owners Representative and Class
Surveyor an electronic copy of Ultrasonic Thickness Measurements Report,
considered as Preliminary Report.
7. Departure of UT operator.
8.6.
Thickness measurement - Reporting
Thickness measurements, depending on the vessel's type and associate Class, are
reported in report forms. According to Thickness Measurement & Close up Survey
Guidance, Revision 5.4 (April 2009) by LR, and in Lloyds Register Thickness
Measurements v.3.1 the report is to include the following (e.g. for single skin bulk
carriers):
1. Table/index of contents.
2. Thickness Measurement report - General Particulars.
3. Drawings indicating the taken thickness, drafted with the use of CAD
programs.
4. Tables of results for the measured members. The tables are designed by
appropriate computer program.
5. The tabulated results
6. In general the final report is submitted to the attending surveyor prior of
vessels departure but in any case no later than 2 weeks after measurements is
completed.
Upon completion of survey and delivery of report the survey file is to contain, apart of
the information mentioned in paragraph 1, the following:
1. The rough drawings used onboard to mark the onsite.
2. Original thickness measurement booklet.
3. Any additional information and document considered being of useful future
reference.
4. Evidence of the final approved (stamped) report (i.e. fully stamped copy, copy
of the 1st (gen. par.) stamped page etc.). The described evidence is collected
either directly by the surveyor or by the shipping company.
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9.
MINOAS 233715
Synthesis of class requirements (RINA)
In order to synthetize the RINA requirements, the following guide on visual

inspection and thickness measurments criteria in accordance with RINA rules is
provided.
Accordingly to RINA Requirements the Class Certificate is assigned to a ship upon a
survey in order to verify whether it is eligible to be classed on the basis of the Rules
of the Society.
All RINA classed ships are submitted to surveys for the maintenance of the class
during their operative life.
In particular the surveys foreseen during the ship life are:
Class renewal survey (every 5 years);
Intermediate (every 2,5 years);
Annual survey (every year).
Bottom survey1 (two surveys in the 5 years class period)
In addition to the above periodical surveys, Classed ships are to be submitted to

occasional surveys whenever the circumstances may require them.
Procedures to be followed during a survey
The general procedure of a survey consists in:
An overall survey (visual inspection) of the parts of the ship covered by the
rule requirements;
Checking by means of Thickness Measurements selected items covered by the
rule requirements.
Overall survey and close-up survey
An overall survey is a survey intended to report on the overall condition of the hull
structure and determine the extent of additional close-up survey.
A close-up is a survey where the details of structural components are within the close
visual inspection range of the surveyor, i.e. normally within reach of hand.
Bottom survey means the examination of the outside of the ships bottom and related items. This
examination may be carried out with the ship either in dry dock or afloat. (see RINA Rules Pt A Ch 2
Sec 2 item 5 and Pt A Ch 3 Sec 6)
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Thickness measurements (TM)

General aspects
In general, thickness measurements are to be carried out under the responsibility of
the Owner, in the presence of the Surveyor.
The thickness measurements are to be witnessed by a Surveyor of the Society. The
Surveyor is to be on board to the extent necessary to control the process.
Prior to commencement of the intermediate and class renewal surveys, a meeting is to
be held between the attending Surveyor(s), the Owner's representative(s) in
attendance and the thickness measurement firm's representative(s) so as to ensure the
safe and efficient execution of the surveys and thickness measurements to be carried
out on board.
Thickness measurements are to be carried out by a firm approved by the Society in
accordance with the "Rules for the Certification of Service Suppliers".
The TM are a major part of surveys to be carried out for the maintenance of class, and
the analysis of these measurements is a prominent factor in the determination and
extent of the repairs and renewals of the ships structure.
Type of Thickness Measurements
The thickness measurements required by the RINA Rules consist of:
1. systematic thickness measurements of different parts of the structure in
order to assess the overall and local strength of the ship
2. thickness measurements of suspect areas
3. additional thickness measurements on areas determined as affected by
substantial corrosion.
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1. Systematic thickness measurements

Criteria for the Systematic thickness measurements are provided in the following
table.
Table 12 : Interpretations of rule requirements for the locations and number of points
to be measured
SYSTEMATIC MEASUREMENTS
ITEM
INTERPRETATION
Selected paltes on deck, tank top, bottom, Selected means at least a single point on
double bottom and wind-and-water
one out of three plates, to be chosen on
representative areas of average corrosion
All deck, tank top and bottom plates and At least two points on each plate to be
wind-and-water strakes
taken either at each extremity of plate
or at representative areas of average
corrosion
Transerve section
Cargo hold hatch covers and coamings
Bulkheads on ships other than bulk Selected bulkheads means at least 50%
carriers, oil tankers, chemical tankers and of the bulkheads
liquefied gas carriers
Selected internal structure such as floors The internal structure items to be
and longitudinals, transverse frames, web measured in each space internally
frames, deck beams, tweendecks, girders surveyed are to be at least 20% within the
cargo area and 10% outside the cargo
area
Transverse section of deck plating outside Two single points on each deck plate (to
line of cargo hatch openings (for bulk be taken either at each extremity of
carriers, ore carriers and combination plate or at representative areas of average
carries)
corrosion) between the ship sides at hatch
coamings in the transverse section
concerned
One section of deck plating for the hull Two single points on each deck plate (to
beam of the ship within the cargo area be taken either at each extremity of
(for oil tankers, chemical tankers and plate or at representative areas of average
liquefied gas carriers)
corrosion) in the transverse section
concerned
2. Thickness Measurements of suspect areas

Suspect areas are locations showing substantial corrosion and/or considered by the
Surveyor to be prone to rapid wastage
3. Additional Thickness Measurements
Additional measurements are foressen on areas determined as affected by substantial
corrosion.
Substantial corrosion is an extent of corrosion such that assessment of the corrosion
pattern indicates a wastage in excess of 75% of allowable margins, but within
acceptable limits. For ships built under the IACS Common Structural Rules,
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substantial corrosion is an extent of corrosion such that the assessment of the

corrosion pattern indicates a gauged (or measured) thickness between tnet + 0,5mm
and tnet.
Criteria for the selection of additional thickenss measurements are provided in the
table below.
Table 13 : Guidance for additional thickness measurements in way of substantial
corrosion areas
Structural member
Extent of measurements
Plating
Suspect area and adjacent plates
Stiffeners
Suspect area
Pattern of measurements
5 point pattern over 1 square
metre
3 measurements each in line
across web and flange
Thickness measurement vs. type of suvey

In the following table the thickness measurements foreseen for all type of surveys are
provided.
RENEWAL (5 years)
Systematic measurements
TYPE OF SURVEY
INTERMEDIATE (2,5 years)
Measurements on suspect areas
Annual (every years)

Additional measurements
Other maeasurments
surveyor satisfaction
at
the
As far as the TM extension and location for the Renewal survey is concerned they are
to be done in accordance to the requirements indicated in the following table.
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Table 14 : Requirements for thickness measurements at class renewal survey

Age of ship (in years at time of class renewal survey) (1) (2)
age < 5
Suspect
areas
5 < age < 10

Suspect areas
10 < age <15 (4)

Suspect areas
One transverse section

of deck plating in way
of a cargo space within
0,5 L amidship
Two transverse sections

within 0,5 L amidship
in way of two different
cargo spaces (3)
Internals in forepeak
and after peak tanks
All cargo hold hatch
covers and coamings
(plating and stiffeners)
age > 15
Suspect areas
A minimum of three transverse
sections in way of cargo spaces
within 0,5 L amidship (3)
Internals in forepeak and after peak
tanks
All cargo hold hatch covers and
coamings (plating and stiffeners)
All exposed main deck plating full

length
Representative exposed
superstructure deck plating (poop,
bridge, and forecastle deck)
Lowest strake and strakes in way of
tween decks of all transverse
bulkheads in cargo spaces together
with internals in way
All wind and water strakes, port
and starboard, full length
All keel plates full length. Also,
additional bottom plates in way of
cofferdams, machinery space, and
aft end of tanks
Plating of seachests. Shell plating
in way of overboard discharges as
considered necessary by the
attending Surveyor
(1) Thickness measurement locations are to be selected to provide the best representative sampling of
areas likely to be most exposed to corrosion, considering cargo and ballast history and arrangement and
condition of protective coatings.
(2) Thickness measurements of internals may be specially considered by the Surveyor if the hard
protective coating is in GOOD condition.
(3) For ships less than 100 metres in length, the number of transverse sections required at the class
renewal survey for ships 10 < age <15 may be reduced to one, and the number of transverse sections
required at subsequent class renewal surveys may be reduced to two
(4) For ships more than 100 metres in length, at the class renewal surveys for ships 10 < age <15,
thickness measurements of exposed deck plating within 0,5 L amidship may be required.
ACCEPTANCE CRITERIA
Acceptance criteria stipulate limits of wastage which are to be taken into account for
reinforcements, repairs or renewals of steel structure. These limits are generally
expressed for each structural item as a maximum percentage of acceptable wastage
(W). When the maximum percentage of wastage is indicated, the minimum acceptable
thickness (tmin) is that resulting from applying this percentage to the rule thickness
(trule), according to the following formula:
tmin = (1-W/100)trule
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However, when the rule thickness is not available, the as-built thickness can be used.
Only for criteria related to an item the Society may establish a list of renewal
thicknesses taylored to the different structural items. In such a case these thicknesses
are used in lieu of the minimum thicknesses calculated from the percentage of
wastage.
Each structural item is to be assessed according to four different criteria which vary
with regard to the domain under which it is considered, namely:
an isolated area, which is meant as a part of a single structural item. This criterion
takes into consideration very local aspects such as grooving of a plate or web, or
local severe corrosion; however, it is not to be used for pitting for which separate
criteria are considered 4.5
an item, which is meant as an individual element such as a plate, a stiffener, a
web, etc. This criterion takes into consideration the average condition of the item,
which is assessed by determining its average thickness using the various
measurements taken on the same item
a group of items, which is meant as a set of elements of the same nature (plates,
longitudinals, girders) contributing either to the longitudinal global strength of the
ship in a given zone or to the global strength of other primary transverse elements
not contributing to the ship longitudinal strength, e. g. bulkheads, hatch covers,
web frames
a zone, which is meant as all and only longitudinal elements contributing to the
longitudinal strength of the ship; in this regard, the three main zones are defined as
deck zone, neutral axis zone and bottom zone. This criterion takes into
consideration the average condition of all groups of items belonging to the same
zone
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10.
10.1.
MINOAS 233715
Synthesis of class requirements LR

Special survey
Any damage in association with wastage over the allowable limits (including
buckling, grooving, detachment or fracture), or extensive areas of wastage over the
allowable limits, which affects or, in the opinion of the surveyor, will affect the
vessels structural watertight or weathertight integrity, is to be promptly and
thoroughly repaired.
Areas to be considered for a typical bulk carrier are to include:
Side shell frames,
Their end attachments and adjacent shell plating,
deck structure and deck plating,
watertight bulkheads,
hatch covers and
Coamings.
Areas to be considered for a typical oil tanker carrier are to include:
10.2.
bottom structure and bottom plating;

side structure and side plating;
deck structure and deck plating;
Watertight or oil-tight bulkheads.
Special survey Preparations
Ships are required to be risk free before overall survey to ascertain any
significant corrosion, deformation, fractures, damages and other structural
deterioration.
Such preparation including the following
Provision for proper and safe access to tanks and spaces
Tanks and spaces to be gas free and properly ventilated
Permit to entry may be required ( minimum 24hrs ventilation)
All spaces to be cleaned including removal from surface of all lose
accumulated corrosion scale.
Clean spaces to be free from water, scale, dirt, oil residue etc to reveal
corrosion deformation, fracture and condition of protective coating.
Sufficient illumination to reveal any structural deformation
A communication system is to be arranged between the survey party in the
tank and the responsible officer on deck.
Where soft coatings have been applied, safe access is to 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
is to be removed.
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10.3.
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Oxygen-meter, breathing apparatus, lifeline, riding belts with rope and hook
and whistles together with instructions and guidelines on their use are to be
made available during the survey.
For oil tankers and chemical tankers, an explosimeter is to be provided
Special survey Typical hull inspection
The following are the general requirements for special survey and the list is not
exhaustive of the full requirements but considers areas applicable to the hull.
10.4.
Hull and related piping are to be in satisfactory condition fit for any another
new period of class of 5years subject to maintenance and operation and
periodical surveys being carried out.
One docking survey to coincide with special survey
Overall survey to be carried out to ascertain any significant corrosion,
deformation, fractures, damages and other structural deterioration.
All spaces within the hull and superstructure are to be examined
Internal of tanks are to be examined
For ballast water tanks, condition of the corrosion prevention system where
provided in the salt-water ballast tanks is to be examined.
Double bottom, deep, ballast, peak and other tanks, including cargo holds
assigned also for the carriage of salt water ballast, are to be tested with a head
of liquid to the top of air pipes or to near the top of hatches for ballast/cargo
holds.
All bilge and ballasting piping systems are to be examined and operationally
tested to working pressure to ensure tightness and condition remains
satisfactory to the satisfaction of the surveyor.
Areas of tanks and cargo holds where coatings are found in good condition,
the extent of close up surveys may be specially considered.
Docking survey - Shell examination
The following are the requirements for docking Survey:
2 dockings required in a 5 year period

Max interval of first docking not exceeding 3 years
One docking survey must coincide with special survey
One docking survey is to coincide with special survey
Damages, nature of indents, position and sharpness

Cracks or fracture looking for dripping or weeping water/oil.
Pay attention at bilge keels/tunnel welds for cracks or fracture
Erosion/corrosion of welds, platings, stern appendages, sea chest
Condition of the shell coating
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11.
MINOAS 233715
Survey Tasks Re-engineering
The extent of the Classification Requirements elaborated in the previous sections, sets
the reasons for constructing an elaborated plan-methodology that needs to be followed
during the re-engineering of the survey procedures. The adaptation of the existing
rules that apply to each type of survey and each type and size of vessel will be the task
within the framework of D1.2 Tentative Draft Rules for acceptance of a Hull Robot
Inspection, which will set up and clarify the rules applicable to survey tasks by
making use of the holistic approach used by the means of MINOAS system.
Results from the elaboration of the existing rules (traditional survey) show the variety
of the cases needed to be examined in order to set up the specifications for the
ongoing of the technical tasks extraction of quantititative rather than qualitative
criteria for the execution of tasks. It has been agreed upon, during the evolution of
T1.1, that the amount of the information to be examined to extract the aforementioned
specifications is large compared to the expected profits and is rather recommended to
narrow down the extraction of the quantititative criteria needed by utilizing a specific
application example - by choosing a specific vessel type and size.
The criteria set out in order to reach a decision on the vessel type were:
a. the complexity of the structure is required to be the most challenging
one which means that the vessel type should include most (if not all)
of the difficulties/obstacles that could be faced during a vessel survey
by a robot, so that locomotion and reachability difficulties will be
resolved within the work of this application example.
b. the size of the vessel is chosen based on the availability of the vessel
that will host/accommodate the execution of the pilot testing and
experimental verification of the results
c. the amount of information required for the surveyor to reach a
decision has been kept to the mean expected values met during most
of the applications at hand. That is, the number of images & UT
measurements has been chosen (through the choice of the vessel type
& size) to be near the values expected in real-life applications but it
is expected that it will not be limited in other cases due to the
availability of the resources (power supply is assumed to be available
by the same metrics/values in all real life applications).
This specialization intends solely to narrow down the specifications set down by the
Classification Societies (following the traditional survey Requirements followed by
humans) which will result in the formalization and the equipping of the robotic
platforms. As the choice of the application example is made for the most generic case
(the one that carries most of the difficulties to be faced when facing traditional
surveys) it is expected that minimum or none adaptation of the methodology, the
formulation of the platforms or other subsequent results will be needed but will only
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remain as a matter of scaling down (or up) of the produced results to match up to the
needs met in different applications in practice.
It is has been agreed that the Consortium efforts will be focused on the requirements
stemming from the structure of a PANAMAX - Bulk Carrier vessel type and that a
draft inspection protocol will be assumed (that will also serve as an application
example scenario) so that the sequence of tasks and the information flow will be
clarified (& facilitated) for the needs of the subsequent tasks.
It consists of three sequencially executed Phases, namely:
Phase A: 1st stage of video/image grabbing to provide an overall impression of
the vessel status and input for visual evaluation
Phase B: 2nd stage of detailed video grabbing (up to surveyors satisfaction) it
is identified in the following algorithmic implementation by making use of a
looping condition.
Phase C: Execution of UT measurements at required locations (by the
Classification Requirements & indicated positions by the surveyor)
The surveyor may go on-board during the final phase of the execution protocol
at his/her own free-will to assess the results of both the previous phases and
the execution of the last one.
The protocol formulation is given through the sequence of these steps:
1. Grabbing images/video from the entire vessel. The entire vessel will be
covered by the robots (each locomotion ability used based on the activation
area) that will transmit images/video to a control station within which the
surveyor resides. This way he/she will have an overall view of the vessels
status within a very short period of time
2. <Begin Loop>
a. Comparison of the images grabbed with images from DataBases
that will produce the level of corrosion/pitting. The goal of the
comparison will indicate the percentage of pitting through means of
image processing tools. This pre-processing of the gathered
information aims in assisting the surveyor in reaching decisions similar
to how many more and in which places do we need to take more UT
measurements to reach conclusive results regarding the vessels
structural integrity?. It is foreseen that the images grabbed in the
previous step will be part of the vessels archives and will be available
for future comparisons in future surveys. In cases where this does not
apply the images will be drawn from the Classes DataBases.
b. Extraction of Hot-Spots areas where additive information
(through UT means) will be required
66
FP7-SST-RTD-1
MINOAS 233715
c. <Decision> - Able to reach results with the information at hand?

d. <No> - Grab more images from the dark areas and iterate from
the beginning of the loop.
e. <Yes> - Exit loop and continue
3. Perform the UT operations at the points indicated by the Classes as
standard procedure and the additive Hot-Spots extracted previously.
4. Logging. The entire volume of the data collected within the previous surveytasks will be logged into archives, firstly to formulate/update the vessels own
history archives and secondly to update the required information in the Classes
Databases.
5. Post-Processing, statistical data will be produced and made available to the
surveyor (on the extension of corrosion or the areas with extended pitting),
graphical interpretation of the measurements, representation on 3D-CAD
drawings, etc. that will facilitate the work of the surveyor and the
documentation describing the survey results.
The procedural protocol aims in providing the overall tasks execution described in the
Technical Annex (TA) in the form of an algorithm that will be clear and easy to
follow by both the maritime experts and the robotic partners and will facilitate the
decision making while resolving more detailed technical issues for the subsequent
tasks.
This protocol will act as a main guideline for all partners but is subject to changes if it
is found nessecary during the evolution of the project.
67

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FP7-SST-RTD-1

Small or medium-scale focused research project (STREP)

MARINE INSPECTION ROBOTIC ASSISTANT SYSTEM

WP 1 Task 1.1 Analysis and task assessment during a vessel inspection

D1.1 - Definition of the Inspection Plan / Definition of Acceptance Criteria

More detailed drawings have been addedd

Classification Requirements Lloyds Register ......................................................................5

Lloyd's Register Hull Survey requirements.................................................. 5

Double hull oil tankers Close up survey.................................................... 5

General dry cargo ships - Close-up Survey .................................................. 6

Double skin bulk carriers - Close-up Survey................................................ 7

Tank configurations and nomenclature Bulk Carrier ................................. 8

Tank nomenclature and configuration LR..............................................................................8

Single skin - bulk carrier ..................................................................... 8

Transverse section bulk carrier .......................................................... 9

Transverse watertight bulkhead bulk carrier .....................................10

Transverse watertight bulkhead bulk carrier with nomenclature........11

Tank configuration and nomenclature Oil tankers....................................12

Design of oil tanker types ....................................................................12

Mid section of double hull oil tanker ...................................................13

Transverse bulkhead oil tanker .........................................................14

Transverse bulkhead nomenclature oil tanker ....................................14

Double oil tanker construction..........................................................15

RINA Class Requirements............................................................................................................ 16

General principles of Classification ............................................................16

Maintenance of Class .................................................................................16

Number and Locations of measurements ....................................................18

Acceptance criteria for thickness measurement...........................................21

Local and Global strength criteria........................................................21

Buckling strength criterion ..................................................................30

Tank nomenclature and configuration RINA...................................................................... 33

Structural defect table.................................................................................40

Critical Sections Cargo Holds..................................................................42

IACS Guidelines for the use of remote survey techniques.................................................. 47

Best practices and technical operative experience.............................................................. 48

Ultrasonic Testing ......................................................................................48

Ultrasonic Thickness Measurement initiation .............................................51

Execution procedure of UTM ..............................................................52

Surface Preparation .............................................................................53

Measurement Logging and Inspection .................................................55

On board survey completion.......................................................................55

Thickness measurement - Reporting ...........................................................56

Synthesis of class requirements (RINA) .................................................................................. 57

10. Synthesis of class requirements LR ....................................................................................... 63

Special survey Preparations..................................................................63

Special survey Typical hull inspection .................................................64

Docking survey - Shell examination........................................................64

11. Survey Tasks Re-engineering..................................................................................................... 65

Classification Requirements Lloyds Register

Double hull oil tankers Close up survey

Special Survey III

(1) One web frame

(1) All web frame rings in (1) As Special Survey III

(3) One transverse

(4) All transverse

(5) As considered necessary

(6) Transverse bulkhead complete in ballast tanks,

peak tanks a web frame means a complete transverse

sloping hopper plating to the inner hull bulkhead and the

General dry cargo ships - Close-up Survey

Special Survey II (Ships 10

(1) Selected shell

(1) Selected shell frames in all

(2) One selected