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Hull survey methods, are means and procedures to detect failure and damage at an
early stage to avoid premature breakdown.
Hull survey methods are therefore not only comprehensive means of detecting
deficiencies or monitoring structural condition, but also of defining schemes for
inspection between the last overhaul and before the occurrence of failure.
Means of detection of defects and condition monitoring are inter alia:
Visual inspections
Close-up examinations at
unusual deformation,
hogging
sagging
For measuring purposes, a wire or a piano line may be stretched out from forward
to aft and gauging derived from such a zero basis.
Inside inspections in holds, tanks, hull parts
Similar visual examinations can be carried out inside of compartments:
Attention should be concentrated on the lack of straightness of structures, along
side lines from forward to aft and from port to starboard, with regard to:
Docking inspections
When a vessel is dry-docked, attention has to be focused on:
removal of the drain plug at the rudder blade. If water leaks out this is an
indication that the blade has suffered water ingress (which may otherwise
have remained hidden);
In case of deformation
Deformations that may have been produced as a result of external or internal forces
should be carefully analyzed.
Without apparent extra loads along shell, deck, or bottom, likelihood of the following
should be checked:
location of crack,
possible cause(s):
discontinuation of joints,
twisting motion,
reduced thickness,
should be checked not only in the respective area, but also in other identical
locations, especially at the opposite side.
On deck:
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Under deck:
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In machinery spaces:
As above in under-deck locations and especially
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corners and dead ends where water is restricted from draining or flowing away
(i.e. bottom connection at aft bulkheads),
inside of scupper pipes, especially at the elbows where the scuppers are led
into the shell,
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At hatch covers:
between panel joints and especially along rain gutters, sealing bars, and
rubber channels,
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At hatch coamings:
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in ballast tanks along the area of air between filling level and tank top,
at pipes, especially along their outer rear side, fittings and outer undersides.
Radiographic checks, or
Ultrasonic measurements.
One type of test uses a low viscosity liquid, containing a fluorescent dye. The area
to be tested is sprayed or soaked to allow for penetration by capillary action, and
after a time lapse is wiped dry. When viewed under ultra violet light, any faults will
be shown by the glow of the penetrant in them.
Another test uses a penetrant containing a powerful dye. This is sprayed on the
suspect area with an aerosol. After allowing time for penetration, the area is wiped
clean and covered with a liquid which dries to leave chalky sediment (developer).
The penetrant stains the developer along the line of the crack.
These methods are based on old chalk and paraffin tests but the penetrant can
have a hydrocarbon or alcohol base. Some are emulsifiable for removal by water
spray, others can be cleaned off with solvents to reduce possible fire risk.
This type of test is suitable only for materials which can be magnetized (cannot be
used for austenitic steels or non-ferrous metals). After the test the component is
normally de-magnetized.
The powder used may be black iron oxide held in suspension in thin oil. It is poured
onto the surface, the surplus being collected in a tray beneath. Colored magnetic
inks in aerosols are also available and the dry method makes use of powder only
and this is dusted on the surface. Powder tends to collect at a crack in the same
way as iron filings will stick to the junction of two bar magnets, placed to end with
opposite poles together.
X-rays and gamma rays are used for inspection of welds, castings, forgings etc.
Faults in the metal affect the intensity of rays passing -through the material. Film
exposed by the rays gives a shadow photograph when developed.
Defects such as porosity, slag inclusions, lack of fusion, poor penetration, cracks
and undercutting are shown on the film.
Rays are harmful either in a large dose or a series of small ones where the effect is
cumulative.
A single probe can be used, which combines both transmitting and receiving
functions. Alternatively separate devices for transmitting and receiving the sound
signals are available.
Any flaw in the material being inspected will also produce a peak.
The following details of "US Testing of Hull Butt welds" from BUREAU VERITAS Weld
testing principle:
Transverse waves are emitted from an angle probe moved on the plate surface on
either side of the weld.
The probe displacement should be sufficient for scanning the whole weld over a
single or a double traverse, as shown on Figure 8.
As far as possible, and taking into account the plate thickness, scan from both sides
of the weld, especially for detecting longitudinal defects.
The scanning operation depends on the type of plate edge preparation before
welding and on the configuration of the weldment, i.e. on the difficulty of access for
the probe.
The expanded time-base sweep should be chosen so that a triple traverse is
displayed on the screen. The sweep may, however, be modified according to the
difficulty of access and to the welded joint.
Scanning for longitudinal defects (aligned in the direction of the welded joint)
is performed by a transverse displacement of the probe with respect to the axis of
the weld. The lateral displacement of the probe, which depends on the dimensions
of the transducer, should be such as to ensure the over-lapping of the scanned
areas; see Figure 9.
When an anomaly has been detected, the weld may be inspected further by
moving the probe parallel to the weld and swinging it back and forth by la to 30.
Then the speed of time-base sweep may be set for displaying an ultrasonic path
equal to a double traverse.
For scanning flush welds one may place the probe on the centre line for the
welded joint and direct the ultrasonic beam along the longitudinal axis of the weld.
Should the deep load line be higher than 2.5 m above the upper level of the tank,
the tightness is to be tested with a water column corresponding to the deep load
line.
In all cases the testing shall be carried out with a water column reaching to the
uppermost level of the overflow or air pipe.
Should the test with water not be possible during the vessels stay at the vessel 15
building place or dock, hydrostatic pressure test can also be carried out after
launching.
For cargo tanks the test requires a water column corresponding to 2.5 m above the
upper level of the tank. Any specific weight of the cargo above 1.025 t/m 3 has to be
taken into account.
For cofferdams a water level up to the upper edge of the access hatch is sufficient.
These tests should usually be carried out by hose testing using a fireline with a
nozzle of 12.5 mm diameter at a pressure of at least 2.0 bar from a distance of 1.5
m.
fulfils its respective purpose under the conditions for which it is designed, and
that
all relevant aspects of safety are satisfied when the component is in
operation, in open and/or closed position.
means of escape,
anchoring tests
maneuvering tests
Wind and current should not affect vessel' s free movement during the test.
Chain links in the vicinity of the chain ends should be measured in 2 cross sectional
directions.
The locations for measurement must be chosen at the link ends where maximum
wear and/or deformation is to be expected and/or visible.
As a general rule, the smaller the thicknesses the more the extensive
measurements have to be.
In areas of heavy corrosion testing is to be increased to show the extent of wear and
to allow proper judgment if the area is to be renewed or otherwise repaired.
Vibrations can be excited by periodical forces, such as the main engine (as a
function of the firing frequency), the periodical propeller blade force s at blade
frequency, and other free vibrating masses.
Tank sides and shell plating areas in way of the engine room and propeller area
should be designed so that structural frequencies are higher than the respective
exciting frequency.
For vessels with medium speed engines the possibility of propeller blade induced
vibrations should be examined. This type of engine induces excitations with firing
frequencies between 23 and 33 Hz. Calculations, of natural frequencies of local
structures are therefore necessary.
Local structures should have' natural frequencies of about 20 - 25% above the
highest main exciter frequency. Such calculations may be carried out by using
simple formulas, or by the finite element (FE) methods.
FE models which are used for strength calculations may also be utilized for the
vibration analysis.
Vibration measurements are usually carried out in new-buildings during sea trials.
Measurements are then carried out by a special surveyor team, using vibration
registration equipment positioned in specially selected locations to record
simultaneously engine operation modes together with local structural excitation
frequencies, amplitudes and acceleration in order to identify resonances.
2. INSPECTION SCHEMES
All these scheduled inspection systems ensure that a vessels condition is regularly
controlled and properly supervised within the respective survey system.
A class renewal survey can, under special circumstances, be carried out in several
steps. Here, the total survey period must not exceed 12 months.
A bottom survey within this period of time can likewise be recognized if the
requirements for class renewal are fulfilled.
The examination of certain covered parts may be dispensed with at a Class Renewal
Survey if the Surveyor is completely satisfied of their efficient condition, and if the
Owner undertakes to have them exposed for examination within 12 months. A
corresponding entry will be made in the Certificate of Classification.
Class Renewals Hull is to be effected in the sequence I, II, III, IV and subsequent to
IV. The Class Renewal, No. IV and the following correspond to Class Renewal III.
Instead of the Class Renewal procedure according to 2.1 the Owner may apply for
Continuous Class Renewal for Hull and Machinery. The Class Renewal procedure can,
however, also be adopted only for the hull or only for the machinery, including the
electrical plant.
The required surveys under CSH extend over a period not exceeding
5 years. It has to be made sure that during the Continuous Surveys all parts of the
ships hull and/or machinery, including the electrical plant, be surveyed at intervals
not exceeding the periods normally required for the maintenance of class.
At the end of the period of class the extent of survey of the hull depends on the
scope of the respective class renewal due, I or II or III or IV.
Where both, a ship's hull and machinery, including the electrical plant, are surveyed
in accordance with the continuous class renewal procedure, the 5 years' period of
class is valid for both sectors. This is conditional upon the prescribed survey
intervals and respective scope of survey required being observed.
Where either only the hull or the machinery, including the electrical plant, is subject
to the continuous class renewal procedure, a 4 years' period of class is valid for both
sectors. Class extension by 12 months is possible. Surveys according to the
continuous class renewal procedure are performed al so during the period of class
extension.
A special type of underwater hull survey is the in-water survey which can be
applied under special considerations.
For seagoing ships with character of class 100 A 4 an in-water survey may be
recognized as a substitute for every second periodical bottom survey, provided
the required special equipment is available, documents have been issued and
trial requirements complied with and if the survey is carried out as required and
with approved firms and satisfactory results,
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For ships of more than 10 years of age the intervals between dry-docking must not
exceed 2.5 years.