Basic Naval Architecture Chapter -3 Classification Societies and Governmental Organizations

Prof. T.V.K. Bhanuprakash Head of the Dept Dept of Marine Engineering Andhra University Visakhapatnam

The design, construction and safety of ships is considerably influenced and regulated by a number of organisations and their various requirements.

1. Classification societies
2. Governmental Authorities 3. International Authorities

A shipowner is not compelled to build his ships to the rules of

such a society but generally they are so built.

Classification is defined as 'a division by groups in order

of merit'
It was done for the benefit of 1. Shipowners 2. cargo owners 3. Underwriters

in order to ascertain if a particular ship represented a

reasonable risk.

Governmental authorities
1. These are concerned with the safety of ships and the rules which they produce are mandatory as far as the shipowner

is concerned. 2. Should a ship not meet the standards laid down by such an Authority, it would not be allowed to sail.

The International Maritime Organisation (IMO-1959) is solely concerned with maritime affairs and its main concern is safety at sea. 1. The work of classification societies and governmental

authorities overlap to a certain extent and governments often

delegate authority to them. 2. For instance, classification societies are concerned to a very considerable extent with the strength of the ship's structures, so that a government authority will accept the strength of a

ship as being adequate if it was built to the rules of such a

society.

Lloyds Register of Shipping 1. The original system of classification - A E I O U for hull 2. G M or B (good, middling or bad) for equipment (anchors,

cables).
3. 100 A1 oil tanker 4. 100 A - hull built to the highest standards 5. 1 - equipment. 6. Machinery is also surveyed - LMC (Lloyd's Machinery Certificate) 7. The Register is published annually and gives particulars of ships of 100 tons gross and upwards, whether classed by Lloyd's or not.

Lloyds Register of Shipping Society also deals with special types of ships such as a. oil tankers, b. liquefied gas carriers, c. dredgers, d. hopper barges, etc., e. pumping and piping, f. fire protection, g. detection and extinction, h. boilers and other pressure vessels, i. electrical equipment, j. refrigerated cargo installations k. materials for construction.

1. Rules Empirical (scantlings of the structure - practically adequate) 2. Collects data on ship casualties and analyses this data 3. Backed up by research work carried out by the Society. Periodicity of Survey 1. Intervals of approximately one year. a. Relatively minor items which require a yearly check b. Freeboard marks on the side of the ship. 2. Comprehensive surveys - four-yearly intervals throughout the ship's life - more stringent with the age of the ship. 3. The most important check is of the scantlings of the structure because of deterioration due to corrosion.

New methods of design and analysis of structures - improving ship structures and contributing towards the design of safe ships. Activities are extended to oil rigs, and some societies do a considerable amount of work with land based structures.

GOVERNMENTAL AUTHORITIES Safety of ship is the responsibility of the government Surveyors are employed who examine ships to verify that they are built in accordance with the regulations. a. Load lines b. Tonnage c. Master and crew spaces d. Watertight subdivision of passenger ships e. Life-saving appliances f. Carriage of grain cargoes g. Dangerous cargoes Some of these topics are now the subject of international regulations, e.g. load lines, tonnage, and regulations relative to passenger ships.

Plimsoll Line

Load lines
1. 2. Plimosoll Line ---'load line mark'. Minimum volume of the ship above water, for three reasons.

i.

A minimum freeboard is required so as to provide reserve buoyancy

when a ship moves through waves, so that it can rise as the sea passes. This prevents to a large extent water coming on board and thus makes for a dry ship.

ii. iii.

More freeboard means more range of stability. Ship requires reserve buoyancy so that in the event of damage it can remain afloat, at least for a sufficient length of time to allow those on board to get off.

3.

Freeboard calculations now are based on statical considerations.

The following ships are not required to have load lines assigned 1. 2. 3. 4. 5. Warships new ships less than 24 m length existing ships of less than 150 tons gross pleasure yachts not engaged in trade fishing vessels

Freeboard 1. 2. Freeboard is measured downwards from freeboard deck. Freeboard deck is defined as the uppermost complete deck exposed to the weather and sea which has permanent means of closing and below which

the sides of the ship are fitted with permanent means of watertight closure.
3. Basic freeboards are given in separate table for Type A and Type B ships 1. 2. 4. Type A ship is one which is designed to carry liquid cargoes only and

has only small gasketed openings to the cargo tanks.

If over 150 m long and designed to have empty compartments it shall be capable of floating with anyone of such compartments flooded. A ship of Type B is a ship other than one of Type A.

Free boards have to be corrected ship form and for superstructure

i.
ii. iii. 1. 2.

the block coefficient

the length/depth ratio the sheer of the freeboard deck.

CB correction freeboard X (CB + 0.68)/1.36 for block coefficients >0.68. As block coefficient increases the volume of the underwater form increases at a greater rate than the volume of the above water form to maintain the same ratio of reserve buoyancy to the buoyancy of the underwater form the freeboard should be increased.

The correction for depth (Increase the freeboard by) 1. (D - L/15)R mm, where D is the depth to the freeboard deck and

2.
3. 4.

R = L/0.48 for ships less than 120 m long and

R = 250 in ships whose lengths are above 120 m. (Applicable for ships whose D>L/15)

If the depth is less than L/15 the freeboard can be reduced by the same amount, provided there is an enclosed superstructure covering at least 0.6L, or an efficient trunk extending the full length, or a combination of superstructure and trunks extending the full length of the ship.

Correction for sheer 1. Calculate the mean sheer of the deck 2. Compare it with the standard mean sheer laid down in the rules. 3. Correction for sheer is obtained by (0.75 - S/2L) x deficiency or excess of sheer (S is the length of the superstructures) Additional sheer provides extra reserve buoyancy, so that some reduction in freeboard is permissible.

1. 2.

The presence of superstructures increases the reserve buoyancy so that a reduction in freeboard should be allowed. This is based on an effective length E, which depends on the length of the superstructure S and its breadth in relation to the breadth of the ship

3.

If the effective length is 1.0 L then the allowances on the freeboard are as
follows: i. 350 mm for a length L = 24 m

ii.
iii. 4. 5. 6.

860 mm for a length L = 85 m

1070 mm for a length L = 122 m

If E < 1.0 L, suitable percentage of (E/L) is taken. It also depends upon the type of ship, i.e. whether A or B. When all these corrections have been made to the basic freeboard the figure calculated is the 'Summer Freeboard'.

1. 2. 3.

Summer freeboard is measured downwards from top of the freeboard deck to a line painted on the side with its top edge passing through the centre of a circle. Winter Freeboard = Summer Freeboard + 1/48 of the Summer Draught Winter North Atlantic Freeboard is obtained by adding a further 50 mm to this.

4.
5.

Tropical Freeboard = Summer Freeboard - 1/48 of the Summer Draught

Fresh water mark = Summer Freeboard - /4T mm ( is the displacement in salt water in tonnes and T is the metric tonnes per centimetre immersion)

1.
2. 3.

If ship loads in fresh water and should therefore be allowed to load deeper because of
the difference in density. Map of the world provided in the Load Line Regulations divides the ocean into Summer, Winter, Winter North Atlantic or Tropical zones. It is important for the ship's officers to ensure that the ship does not exceed the maximum draught allowable for a particular zone when the route passes from one zone to another.

Tonnage measurement (Governmental Activity)

1. 2. 3. 4. Tonnage is a means of measuring the earning capacity of the ship. It is used in assessing harbour and port dues and services rendered to the ship. Tonnage is measured in units of 100 ft3 The 'gross tonnage' consists underdeck tonnage (i.e. the tonnage below the tonnage deck) tonnage of spaces between the tonnage deck and the upper deck tonnage of closed-in spaces above the upper deck tonnage of hatchways.

5.
6.

The tonnage deck is the second deck, except in single-deck ships, in

which case it is the upper deck. The underdeck tonnage is measured from the inner bottom to the tonnage deck and inside of frames. This means that double bottom tanks are excluded, which is reasonable since they are not capable of carrying cargo.

7.

In order to obtain the net or register tonnage certain deductions are made from the gross, because of spaces which are necessary for the propulsion and operation of the ship.

8.

The spaces deducted include

o o allowance for the propelling machinery space accommodation of the master and crew

o
o o o o o o o o

wheelhouse and chart room,

chain lockers and steering gear space anchor and capstan gear spaces for storage of safety equipment Workshops certain storerooms donkey engine and boiler space the space occupied by the main pumps if outside the water ballast tanks other than double-bottom tanks. machinery space

1. The allowance for the propelling machinery space was intended to

include space occupied by bunkers (Fuel Storage) and is calculated as follows.

2. If the tonnage of the machinery space is >=13% and < 20% of the
gross tonnage, the allowance is 32% of the gross tonnage. 3. If <13 % of the gross tonnage the allowance is the actual tonnage of

the engine room multiplied by 32/13.

4. Spaces above the upper deck which contain any part of the machinery or which light and ventilate the machinery space may be

included in the machinery space, but must also be included in gross

tonnage.

1.

Formerly it was possible to have certain spaces below the upper deck exempted from

tonnage measurement, for example the space between the second and upper decks.
Shelter deck ship 1. 2. 3. 4. 5. This Ship is one in which the bulkheads stopped at the second deck and the upper or shelter deck above this was the strength deck. The space between the second and upper decks was regarded as being open if a small tonnage hatch was fitted in the shelter deck aft. This opening did not have permanent means of closing and had a very shallow hatch

coaming. Ships of this type had very low freeboards measured to the second deck
had little reserve buoyancy and in most cases would be incapable of floating with a compartment open to the sea. Should an owner decide to carry the watertight bulkheads up to the upper deck, tonnage exemption was not permitted for the 'tween deck space, so that this was an instance of tonnage regulations encouraging a type of ship which was not as safe as it might be.

5. 6.

The open shelter deck concept was modified in 1945.This was done on an

international basis.
This permits a ship to have the tween deck space between the second and upper decks exempted from tonnage even if the watertight bulkheads are

carried up to the upper deck.

7. 8. 9. The tonnage opening in the upper deck was also eliminated. In order to obtain this exemption, the draught of the ship is limited and this limit is shown by a tonnage mark on each side of the ship at amidships. The position of the mark corresponds to the draught which would be obtained if the second deck of the ship were treated as the freeboard deck. 10. But if the ship was designed for the maximum draught obtained by treating the upper deck as the freeboard deck, and was loaded to this draught no exemption would be obtained for the tween deck space.

The International Convention on Tonnage Measurement of Ships (July 18, 1982)

1. Two parameters, gross and net tonnage are used.

2. Gross tonnage is based upon the volume of all enclosed spaces.

3. Net tonnage is the volume of the cargo space plus the volume of passenger spaces multiplied by a coefficient to bring it close to

existing tonnages.
4. Each is to be determined by formulae

Gross Tonnage (GT) = K1 V Net Tonnage (NT) =

i. ii.

V = total volume of all enclosed spaces of the ship in cubic metres K1 = 0.2 + 0.02 log10 V

iii.
iv. v.

Vc = total volume of cargo spaces in cubic metres

K2 = 0.2 + 0.02 log10 Vc K3 = 125 (GT+ 10000)/10000

vi.

D = moulded depth amidships in metres

vii. d = moulded draught amidships in metres viii. N1 = number of passengers in cabins with not more than eight berths ix. x. xi. N2 = number of other passengers N1 + N2 = total number of passengers the ship is permitted to carry as indicated on the ship's passenger certificate. When (N1 + N2 ) <13, N1 and N2 shall be taken as zero xii. GT = gross tonnage of the ship

1. 2. 3.

In the above the factor (4d/3D)2 is not to be taken as greater than unity and the term K2Vc(4d/3D)2 is not to be taken as less than 0.25 GT. The volumes referred to in these formulae are to be calculated to the inside of plating and include the volumes of appendages. Volumes of spaces open to the sea are excluded.

Main Features of the Convention 1. Measurements of gross and net tonnage are dimensionless numbers. 2. The word ton will no longer be used 3. New ships are defined as ships whose keels are laid, or are at a similar stage of construction, or after 18th July 1982. 4. Existing ships may retain their current tonnages until 18th July 1994. 5. After this date they may retain their existing tonnages only for the purpose of the application of international conventions.

6. Excluded spaces are those which are open to the sea and therefore not suitable for the
carriage of perishable cargoes. 7. Cargo spaces are defined as compartments for the transport of cargo which is to be discharged from the ship. 8. They are to be permanently marked with the letters CC. 9. Alterations to the parameters of the net tonnage formula which would result in a reduction of net tonnage are restricted to once a year.

1. 2. 3. 4.

The main effects of this Convention are that open shelter -deck vessels and others with large exempted spaces will have larger gross tonnages. Also Ro-Ro ships and car ferries will have considerable increases in both gross and net tonnages. However, bulk carriers, ore carriers and other ships designed to carry high

density cargoes, will have reduced net tonnage values.

The tonnage of a ship calculated above is accepted for ships today on international voyages, the tonnage of a ship being shown on its Tonnage

Certificate. There are, however, special tonnages which are calculated slightly
differently and shown on separate certificates. They are for ships trading through the Suez Canal, and the Panama Canal. The charges for the use of these canals is based upon their particular canal tonnage.

Passenger ships

Passenger Ships - stringent safety regulations.

Passenger ship is defined as one which carries more than twelve passengers The Safety Convention was not only concerned with the watertight subdivision of passenger ships and the associated problem of safety in the damaged condition, but also i. ii. i. fire detection and extinguishing and fire protection machinery and electrical installation life saving appliances such as boats and the means for launching them

ii.
iii. iv. v.

radiotelegraphy and radiotelephony

safety of navigation carriage of grain and dangerous cargoes regulations relative to nuclear ships.

INTERNATIONAL MARITIME ORGANISATION (IMO - 1959 under UN)

(Safety and Pollution)

1. 2. Matters related to tonnage load line calculations and such matters in the future. The governing body of IMO is the Assembly, which meets once every two years and consists of all the Member States.

3.
4. 5. 6. 7. i.

IMO has 169 Members and 3 Associate Members.

Council exercises the functions of the Assembly when assembly is not running. Council consists of 40 Member Governments elected for two year terms Maritime Safety Committee (MSC) Senior Most Committee Sub Committees of MSC safety of navigation radio communications standards of training and watchkeeping ship design and equipment stability and load lines containers and cargoes and bulk Chemicals.

ii. life-saving appliances iii. carriage of dangerous goods iv. fire protection v. fishing vessel safety

Anti Marine Pollutions - Marine Environment Protection Committee (MEPC) Recommendations are not binding on Governments.

SOLAS (1965) covered a wide range of measures designed to improve the safety of shipping. i. ii. Subdivision and stability Machinery and electrical installations

iii. Fire protection, detection and extinction

iv. Life-saving appliances

v. Carriage-of grain vi. Carriage of dangerous goods

vii. Nuclear ships.

1.

Most common causes of accidents at sea are collisions.

2.

Regulations for - Traffic separation schemes in several parts of the world where
maritime traffic was particularly congested. The adoption of such schemes has considerably reduced the number of collisions in many areas.

3.
4. 5. 6. 7.

IMO in 1972 dealt with the subject of containers

International Convention on the International Maritime Satellite Organisation (INMARSAT)-- 1976 Conventional radio facilities - congested - physically impossible to increase the number of wavelengths available. By using space satellites these difficulties can be overcome. Great benefit in commercial and safety because improved communications enable distress messages to be transmitted and received much more effectively than by terrestrial methods.

Fishing

1.
2. 3.

Fishing is one of the world's oldest industries.

Fishing is complex and varied that many other conventions adopted by IMO cannot be made applicable to fishing vessels. In no maritime activity ships leave the port with their hatches closed and their holds

empty, head into the middle of the ocean and then open their hatches and start loading
cargo. 4. 5. 6. 7. 8. The 1977 Convention, which will apply to new fishing vessels of 24 m in length and over. Ultimately, safety rests very largely with the crew of ships rather than with the ships themselves. Improvement in crew standards automatically lead to an improvement in maritime safety (Standards of Training, Certification and Watch keeping for Seafarers). The aim of the Convention is to establish, for the first time, internationally acceptable minimum standards for crews. Maritime Search and Rescue to improve existing arrangements for carrying out search and rescue operations following accidents at sea.

Marine Pollution 1. First major attempt to curb the impact of oil pollution - 1959. 2. The problem was bad then, it is far more serious today. 3. Oil tankers transport 1,800 million tonnes of crude oil around the world

by sea including 50 percent of U.S. oil imports.

4. Torrey Canyon 1967 (oil spill disaster) fully alerted the world to the great dangers which the transport of oil posed to the marine environment.

5. Convention (1967) gave

1. States right to intervene in incidents on the high seas which are likely result in oil pollution. 2. Civil liability of the ship or cargo owner for damage suffered as a result of an oil pollution casualty. 6. Convention ensures that adequate compensation is available to victims and places the liability for the damage on the ship owner.

1.

Liability limits established at this Conference were too low

2.
3. 4. 5. 6. 7.

Compensation inadequate
International Fund for Compensation for Oil Pollution Damage is adopted Civil Liability Convention puts the onus on the shipowner This Fund is made up of contributions from oil importers. If an accident at sea results in pollution damage which exceeds the compensation available Fund will be available to pay an additional amount oil pollution not only as a result of accidents but through normal tanker operations,

notably the cleaning of cargo tanks.

i. ii. 8. 9. limit the hypothetical outflow of oil resulting from an accident Special protection for the Great Barrier Reef of Australia.

SOLAS Protocol - May 1981 MARPOL Protocol, which in effect absorbs the parent Convention (the combined instrument is usually referred to as MARPOL 73/78) entered into force on 2 October 1983.