Paris MOU inspection bulkcarriers (guidelines for PSCOs)

During the campaign all Maritime Authorities will inspect, within current resources, as many bulk carriers as possible which meet the criteria in paragraph 1 and which are due for an exp

Willem Witsenplein 6 PO Box 20904 2500 EX THE HAGUE The Netherlands Telephone +31 70 351 1508 Telefax +31 70 351 1599 E-mail Office@parismou.org

Concentrated Inspection Campaign on Structural Safety of Large Bulk Carriers

1 April 1999 - 30 June 1999

Guidelines for PSCOs General

1 The campaign will target bulk carriers which are more than 30000 GT and more than 15 years

old, particularly those carrying high density or corrosive cargoes and trading on the spot

market

2 During the campaign all Maritime Authorities will inspect, within current resources, as many

bulk carriers as possible which meet the criteria in paragraph 1 and which are due for an

expanded inspection

3 For the efficiency of the campaign and to minimise disruption to the ship and terminal

Authorities may consider, if they wish, inspecting ships at anchor and awaiting a berth or at a lay-by berth

Preparation

4 An expanded inspection in accordance with section 8 of Annex 1 of the Paris MOU should be

carried out but the inspection should focus principally on the structure of the vessel

Inspections shall be recorded as ‘expanded inspection’

5 When planning to inspect a particular ship it is advisable to notify the master, owner or agent in

advance, 48 hours prior to the ships ETA if possible, of the planned inspection So as to avoid any unnecessary delays they may then be advised that the forepeak and/or afterpeak and amidships pair of topside ballast tanks should opened, vented and prepared for safe access as soon as the vessel arrives and that holds will be inspected as cargo operations permit The local representative of the relevant classification society should also be informed at this time

6 Different tanks may be nominated if information on the Enhanced Survey Programme can be

obtained from the ship in advance It is not the intention to inspect all holds but, taking into account the cargo operations, the team should attempt to inspect as many holds as is reasonable

7 Access to the upper parts of holds is problematic Ladders may help and experience has shown

that using binoculars along with high powered torches can assist in making an initial assessment

of the condition of inaccessible parts If the condition of other parts of the hold and the hull structure in general give rise to concern the flag state/classification society should be consulted

to consider the need for a more detailed survey

Inspection

8 Ideally inspections should be carried out by a team of at least two PSCOs and include at least

one person with an in depth knowledge of ship structures In a loading port they should be ready to board the vessel on arrival In a discharge port information on the likely discharge

sequences should be obtained where possible so that the inspection can be carried out when some holds are available

9 The PSCOs must be equipped with appropriate safety equipment Before boarding the ship the

team should note its outboard condition, position of load line marks if loaded, mooring lines, means of access etc

10 On reaching the bridge/Captain's cabin the team should explain the methodology of the

inspection

.1 One will examine the ship's certificates and carry out a ‘normal’ PSC inspection

.2 Others will examine the ship structure, including internal inspections of holds and

ballast tanks as possible

11 It is acknowledged there are limitations on the number of spaces which can be inspected safely

and the detail to which some areas within spaces can be examined As with all inspections only

a sample of areas of the ship can be covered However the team may consider selecting other tanks and areas for inspection having consulted the ships plans and survey reports IMO Resolution A.744(18) requires a specific survey programme which includes access arrangements, the requirements for close up survey and thickness measurements A Survey Report File is required to be held on board consisting of:

• Reports of Structural Surveys

• Condition Evaluation Reports

• Thickness Measurement Reports

• Survey Planning Document (or equivalent) containing the following

information:

• Main particulars

• Plan of tanks and holds

• List of tanks and holds and usage, corrosion protection and condition

of coating

• Corrosion risk in tanks

• Design risk of structures

12 Before tanks or holds are entered the PSCO is to ensure it is safe to enter The requirements of

the Code of Safe Practice for Solid Bulk Cargoes, Appendix F are to be observed as applicable Authorities may consider additional safeguards such as providing PSCOs with their own devices capable of determining the safety of tank atmospheres or employing the services of a chemist

13 The team should verify that, if relevant, the necessary calculations have been made to ensure

bending and shear stresses are maintained within maximum limits both during loading/discharge and the ensuing voyage This is especially important where high density cargoes are carried or the loading/ballasting arrangement is of a different configuration to that described in the vessel's loading manual

14 The guidance notes at Appendix 1 indicate, in general terms, those areas of the ship's structure

to be considered for inspection More detailed guidance is contained in IMO Resolution

A866(20) ‘Guidance for ship’s crew and terminal personnel for bulk carrier inspections’ and the IACS publication ‘Bulk Carriers: Guidelines for Surveys, Assessment and Repair of Hull

Structure’.

Defects

15 If excessive cracks, wastage or other damage is discovered the inspection should be extended as

the team deems appropriate and the classification society requested to attend the vessel

16 Every effort is to be made not to unduly delay the vessel or to stop cargo operations If the

team has clear grounds for extending its inspection and it is necessary to interfere with cargo operation the master and port operator should be consulted so that any disruption is kept to a minimum

17 If the condition of the structure the ship is clearly hazardous to safety then it should be detained

and the flag state and classification society informed immediately

18 In reaching the decision regarding detention, the team should consider the seaworthiness and not

the age of the ship, making allowance for fair wear and tear over the minimum acceptable scantlings Where there is doubt the class society should advise the accepted diminution rates

of structural members Damage not affecting seaworthiness will not constitute grounds for judging that a ship should be detained, nor will damage temporarily but effectively repaired for

a voyage to a port for permanent repairs However, in his assessment of the effect of damage the PSCO should have regard to the location of crew accommodation and whether the damage substantially affects its habitability

19 Any proposals from the flag state or class are to be considered carefully Specification of

repairs is for the classification society surveyor to propose and need only be agreed by the PSCO In the event the proposals are acceptable, care is to be taken to ensure the flag state and class oversee the repairs and clear the ship before a request to lift the detention is made

20 All repairs carried out to internal structure of ballast tanks should be carefully considered to

ensure that they are effective

21 Any proposal by the flag state to allow the vessel to make a single voyage to a repair yard

should be considered in accordance with section 3.8 of the Memorandum

22 The questionnaire at Appendix 4 should be completed at every inspection and forwarded with

the Report of Inspection The Report should record an expanded inspection

APPENDIX 1

GUIDANCE NOTES FOR STRUCTURAL INSPECTIONS OF LARGE BULK CARRIERS

1 The following notes are to be taken into account when performing structural inspections of

large bulk carriers

2 The impression of hull maintenance and general state on deck, the condition of such items as

ladders, hatches, air pipes, guard-rails, visible evidence of previously effected repairs, and the condition of deck machinery should influence the PSCO’s decision on whether to make fullest possible examination of the hull

3 Special attention needs to be given to areas of high stress and bending moments such as;

i) immediately forward of the engine room bulkhead ii) over the midships half-length

iii) No 1 hold side shell framing and top and bottom connections (panting region)

4 Particular attention is to be given to areas where fracturing, cracks, distortion or excessive

wastage can occur These areas are illustrated in the diagrams at Appendix 2 & 3 The watertight integrity of hatches and closures is particularly important on ore carriers with no reserve buoyancy

5 Common defects are:

i) Cracking at hatch corners

ii) Plate panel buckling of cross deck strips and stiffening structure

iii) Cracking of hatch coamings

iv) Cracking at intersection of the inner bottom plating and the hopper plating

v) Grab and bulldozer damage to the main frames lower brackets

vi) Grab damage to the inner bottom plating, hopper and lower stool plating

vii) Cracking at main frame bracket toes

viii) Both general and localised corrosion of main frames and brackets

ix) Cracking at fore and aft extremities of topside tank structures

x) Corrosion within topside tanks

xi) General corrosion and cracking of transverse bulkheads

6 Permanent sea water ballast tanks represent one of the most likely problem areas and the

following aspects should be considered during any inspection;

i) the paint condition in coated ballast tanks and condition of anodes In ballast tanks rates of corrosion of the order of 1mm per year may be encountered, depending

on whether they are coated, coated, or protected by anodes In some ships only the ullage space is coated with the remainder protected by anodes This can result in corrosion during empty periods on uncoated structures which remain wet

ii) in tanks used for ballast which may be subject to variable depths of seawater, for example forepeak tanks, it is often the case that there is little wastage top and bottom, but significant wastage over central regions Attention should be paid to longitudinal stiffeners and brackets at the collision bulkhead to shell junction

iii) longitudinal shell stiffeners in dedicated ballast tanks, particularly in areas adjacent to bulkheads and web frames

iv) underdeck longitudinals in ballast tanks Wastage is usually most severe close

to the deckhead This may result in the fillet welds attaching longitudinals to the deck being wasted leading to detachment of the longitudinals and consequent buckling of deck plates

7 Where a fracture, which has not been caused by contact damage, is found in the main hull

structure on one side of a ship, the corresponding structure on the opposite side is to be examined to see if a similar failure has occurred Fractures of this nature are of concern especially where corrosion is associated with the failure and may have been a contributing factor

8 Advice on safe practices on board bulk carriers and the duties of crew in port has been issue by

IMO in Resolution A862(20) ‘Code of practice for the safe loading and unloading of bulk

carrier’.

APPENDIX 2 - WHAT TO LOOK FOR IN HOLDS

Where to look What to look for

1 Side shell plating Cracks in welds or plates

Leaks in welds or plates Distortion of plating

2 Connection of bulkhead plating to side shell Punctured plating

Cracked plating Heavily indented plating Buckled plating

Corrosion and wastage

3 Connection of side shell frames and end

brackets to the shell plating and hopperside tank

plating by close-up inspection

Cracks Corrosion and wastage Excessively deformed frames or brackets Detached frames or brackets

4 Connection of side shell frames and end

brackets to the shell plating and topside tank

plating

Cracks Corrosion and wastage Excessively deformed frames or brackets Detached frames or brackets

APPENDIX 2 cont’d - WHAT TO LOOK FOR IN HOLDS

(reproduced with the kind permission of IACS)

APPENDIX 3 - WHAT TO LOOK FOR ON DECK

APPENDIX 4

Concentrated Inspection Campaign on Structural Safety of Bulk Carriers (>30.000 GT and > 15 years)

1 April 1999 - 30 June 1999

Inspection Authority: Place of inspection: Date of Inspection:

Class Society (which has done LL and Safcon surveys): Cargo:

There are limitations on the number of spaces which can be inspected safely and the detail to which some areas within spaces can be examined As with all port state control inspections only a sample of areas of the ship can

be covered This questionnaire is solely for the purpose of collecting information on the Paris MOU’s

Concentrated Inspection Campaign on Structural Safety of Bulk Carriers It cannot be construed as a

seaworthiness certificate An answer ‘yes’ to an items 1-9 does not confirm compliance with the requirements

of the relevant international convention

Yes No1) N/A2)

1 Ship/Shore Safety Checklist completed a by ship O O O

2 Calculated bending and shear stresses within max limits O O

3 Any cargo/ballast operations in accordance with plan O O O

(IMO Res A.744(18))

5 Hatches checked can be secured weathertight O O

6 Hatch corners/coamings checked are free of cracks O O

7 Hold frames/plating checked are free of serious grab and bulldozer damage O O

8 Ballast tank structure checked is in satisfactory condition O O

9 Cargo hold structure checked is in satisfactory condition O O

How many holds inspected? How many tanks inspected?

Remarks: