SOUTH TYNESIDE COLLEGE FACULTY OF MARINE AND MECHANICAL ENGINEERING CLASSIFICATION OF SHIPS A Classification Society is an organisation whose function is to ensure that a ship is soundly constructed and that the standard of construction is maintained. They also carry out research and publish papers. INFLUENCE Cost of insurance of both ship and cargo depends to a great extent upon the classification, the higher standard requiring smaller premiums. It is therefore, to the advantage of the shipowner to have a high class ship. It should be noted, however, that the classification societies are independent of the insurance companies. There are a number of large societies, each being responsible for the classification of the majority of the ships built in at least one country, although in most cases it is left to the shipowner to choose the society. Each of these societies has its own rules which may be used to determine the scantlings of the structural members. The following notes are based on Lloyd's Rules. DESIGN STAGE The scantlings of the structure are based on theory, but because a ship is a very complex structure, a {factor of experience’ is introduced. Lloyd's receive reports of all faults and failures in ships which carry their classification, and, on the basis of these reports, consistent faults in any particular type of ship may be analysed and amendments made to the rules. The scantling plans are submitted to Lloyd’s for their approval before the detail plans are drawn. BUILDING STAGE Steel ships which are built in accordance with the Society's Rules, or are regarded by Lloyd’s as equivalent in strength, are assigned a class in the Register Book. This class applies as long as the ships are found under survey to be in a fit and efficient condition, Class 100 A is assigned to ships which are built in accordance with the rules or are equivalent strength. The figure 1 is added (i.e. 100 A 1) when the equipment, consisting of anchors, cables mooring ropes and towropes, is in good and efficient condition. “Kis added to the ‘100 A 1° notation when a ship is fully built under Special Survey i.e. when a surveyor is in attendance and examines the ship during all stages of the construction. FIRST CLASS NAVAL ARCHITECTURE ENGINEERING KNOWLEDGE PAGE 1SOUTH TYNESIDE COLLEGE FACULTY OF MARINE AND MECHANICAL ENGINEERING ‘100 A 1 is thus the classification assigned to a ship built to the highest standard assigned by Lloyd’s. Additional notations are added to suit particular types of ship such as ‘100 A I oil tanker’ or “100 A I ore carries When the machinery is constructed and installed in accordance with Lloyd’s Rules a notation LMC (Lloyd’s Machinery Certificate) is assigned. OPERATION STAGE To ensure that the ship remains worthy of its classification, annual, docking and special surveys are carried out by the surveyors. The special surveys are carried out at intervals of 4 to 5 years. Many societies act as Assigning Authorities responsible for administering the Load Line Rules and assigning freeboard to a ship. In an annual survey the ship is examined externally, and, if considered necessary, internally a more thorough examination is required at docking and special surveys. It is important to note that Lloyd’s have the ‘power’ to require owners to alter the structure of an existing ship if they consider that the structure is weak. FIRST CLASS NAVAL ARCHITECTURE ENGINEERING KNOWLEDGESOUTH TYNESIDE COLLEGE FACULTY OF MARINE AND MECHANICAL ENGINEERING CLASSIFICATION SOCIETY SURVEYS Annual Surveys ‘These surveys are mainly concerned with the general condition of the ship and machinery and include items preventing the entry of water; items providing crew safety; fire protection arrangements, communication, bilge pumping and electrical systems; steering arrangements ete, An annual survey is carried at 12 monthly intervals (3 months grace), often coinciding, where practical, with Load Line and other statutory surveys. The ship is examined as far as necessary and practical to establish that it is in a satisfactory general condition. Docking Surveys Docking surveys are carried out at approximately 2% yearly intervals (twice in every 5 years but not greater than 3 years between dockings for ships less than 15 years old - every 2 years for ships over 15 years old with an extension to 2¥2 years if an approved high resistance paint is used). The main function of this survey is to examine the underwater shell plating including openings and attachments, also rudder and fittings, stern frame and propeller. In-water Surveys may be carried out on large vessels in lieu of certain Docking Surveys (See separate note). Special Surveys Carried out in dock at 4 yearly intervals although a 12 month period of grace may be allowed. All the requirements of the Annual Survey must be complied with but in addition greater attention is paid to internal structure, masts and rigging, anchors and cables etc. Special and Annual Surveys become more stringent as the ship becomes older. For convenience, the special survey may be carried out over an extended period, or on a continuous survey bi Continuous Surveys ‘These surveys simplify Special Surveys by allowing all compartments of the hull to be opened for survey and testing in rotation with an interval of 5 years between examination of each part, “PAGES FIRST CLASS NAVAL ARCHITECTURE ENGINEERING KNOWLEDGESOUTH TYNESIDE COLLEGE FACULTY OF MARINE AND MECHANICAL ENGINEERING IN WATER SURVEY (IWS) Purpose To obtain information on the condition of the hull and machinery of large vessels normally obtained from the Docking Survey. Application May be carried out in lieu of any one of the two dockings required in a 5 year period on ships less than 15 years old. Beam of vessel to be greater than 30m (or less as agreed in special cases) and a suitable high resistance paint must have been applied. To be carried out under the surveillance of a surveyor with the ship at a suitable draught in sheltered waters, the in water visibility is to be good and the underwater hull clean. In water equipment A self propelled, steerable survey vehicle fitted with a long range TV camera to aid steering and check for hull distortion, also a close up high resolution TV colour camera to give a true picture of the state of coatings and for inspection of wild seams. In some cases a 35mm still camera is fitted, An ultrasonic probe is provided to measure plate thicknesses and other equipment includes a depth meter and speed indicator. Power is supplied and information relayed by means of an umbilical from the vehicle to the survey boat. Survey Boat Equipment It is usually housed in a console containing TV monitors, plate thickness print out, audio cassette recorder, video recorder and play back unit, diver communication system, vehicle control system and associated instrumentation. FIRST CLASS NAVAL ARCHITECTURE ENGINEERING KNOWLEDGE =—————s# PAGE 4SOUTH TYNESIDE COLLEGE FACULTY OF MARINE AND MECHANICAL ENGINEERING Operation The survey vehicle is taken to the starting datum by a diver. With the aid of one of the TV monitors and using the shell expansion plan as a map the vehicle may be guided, from the control console, over the bottom and sides of the hull by following weld runs and by reference to other features such as inlets and tank plugs. Pictures and navigational information are relayed back and video recorded along with plate thicknesses giving the surveyor an integrated visual record of all relevant information. In addition a plate thickness print-out can be produced and/or an audio recording. ‘The vehicle will also provide pictures of such items as stern frame, rudder, propeller, bilge keels and hull openings although a diver may be used with a hand held camera for closer inspection of these items and also for inspection of plating on the turn of the bilge. Divers are also used to measure stern bearing wear down and pintle clearances, and to inspect such things as stern seals, anodes, pintles and rudder stock couplings. Preparation To facilitate underwater surveys plans must be submitted showing the external features of the hull below the sheerstrake together with a key plan indicating the location of these features, also of reference points and the position of water tight and oil tight bulkheads. Notes are included on the proposed methods of marking and identifying plates. To assist divers colour photographs should be provided of items such as shell openings, rudder closing plates and weardown gauge plugs. Provision should be made on the ship identifying bulkheads and frames above the waterline and also for establishing the identity and position of each propeller blade from inside the ship. The design of the ship must facilitate in water inspection and repair, for example, sea inlets must be capable of being blanked off and drained to bilges, shell gratings hinged if practicable and anodes easily changed. For more details of the requirements to be met at classification society surveys, see Lloyds Rules and Regulations for the Classification of Ships (Part 1) FIRST CLASS NAVAL ARCHITECTURE ENGINEERING KNOWLEDGE ‘PAGES:SOUTH TYNESIDE COLLEGE FACULTY OF MARINE AND MECHANICAL ENGINEERING LOAD LINE SURVEYS ‘The Load Line Survey is concerned with the freeboard of the vessel which will be a minimum so that a safe volume of reserve buoyancy is established and maintained. DEFINITIONS Freeboard ‘The vertical distance from the upper edge of the freeboard deck to the upper edge of the load line appropriate to the freeboard being measured. Freeboard deck The deck from which the freeboards assigned to a ship are measured, being either: (@) the uppermost complete exposed deck which has permanent means of closing all openings in its weather portions and below which all openings in the sides of the ship are fitted with permanent means of watertight closing, or; (b) at the request of the owner and approval of the board a complete and permanent deck lower than the above (excluding machinery and peak spaces). Tabular Freeboard Is obtained from a table in the Rules depending upon length of ship and whether type A or B. This tabular freeboard is for a ship assumed to have Cy 0.6 L/D = 15; standard sheer curve and standard height superstructures. Basic Freeboard Is the tabular freeboard increased if wood hatch covers are fitted (B+ ship) and decreased (if required) if steel watertight hatch covers are fitted provided the ship is designed to remain afloat after flooding certain compartments (B-60, B-100 ships). ‘The resulting freeboard may then be corrected for C, not being standard. Assigned Freeboard Is the freeboard assigned to the ship. Obtained by correcting the basic freeboard for variation from standard depth, standard sheer, the extent of superstructures fitted and for bow height above waterline if deficient. FIRST CLASS NAVAL ARCHITECTURE ENGINEERING KNOWLEDGE "PAGE 6SOUTH TYNESIDE COLLEGE — FACULTY OF MARINE AND MECHANICAL ENGINEERING Once freeboard has been assigned, vessels are surveyed annually to ensure that they fulfil the ‘Conditions of Assignment’ as laid down in the Merchant Shipping (Load Line) Rules 1968. These are conditions which must be met before freeboards are assigned to a ship and a Load Line Certificate issued, which enables the load lines and mark to be engraved in and painted on the side of the ship. ‘The conditions are concerned with water tight integrity of the hull and state requirements for the strength, height of sills and coamings and closing arrangements of items such as superstructure end bulkheads, hatchways, machinery space openings, openings in freeboard and superstructure decks, ventilators, air pipes, cargo ports, freeing ports, side scuttles, scuppers, inlets and discharges also means provided for the protection of the crew. The ship must have sufficient structural strength, stability (see attached sheet) and in the case of Type A, B-60 and B-100 vessels, the ability to withstand flooding of compartments eg Type A ships eg tankers if over 150mm in length and designed to have ‘empty compartments when loaded to the Summer Load Waterline shall be capable of remaining afloat in equilibrium after the flooding of any one such compartment at an assumed permeability of 0.95. If the ship exceeds 225m in length the machinery space is treated as one of the compartments with an assumed permeability of 0.85 SAFETY EQUIPMENT SURVEY Carried out annually to ensure the vessel complies with the Merchant Shipping (Cargo Ship Safety Equipment Survey) Regulations 1981. Those items surveyed which are the concern of the marine engineer include:- + Lifeboat winches and motors + Fire and smoke detection systems + Fire main and fire pumps + Fire hoses and nozzles + Fixed fire fighting systems (including IGS) + Fire extinguishers + Remote controls for fans, machinery and oil fuel supply to engine room. + Closing arrangements for ventilators, funnel annular spaces, skylights,doorways and tunnel. + Firemens outfits including self contained breathing apparatus, For further information see the Regulations or Merchant Shipping Notice M963. PAGE7SOUTH TYNESIDE COLLEGE FACULTY OF MARINE AND MECHANICAL ENGINEERING DRY DOCKING Types of dock + Graving (from graved, to carve out), + Floating . Slipways and marine railways for small ships. BEFORE ENTERING DRYDOCK Arrangements to maintain essential services must be made. Cooling diesel generators Fresh water may be piped on board run through sea water coolers to waste, but this is expensive. On some ships, a pipeline is provided so that on removing blanks and opening valves, sea water coolers may be circulated from ships fresh water tanks and back to tanks. Under these conditions generator jacket temperatures must be carefully observed and fresh water tanks changed over before the temperature becomes dangerously high. For lighting and drydock power requirements, radiator or air cooled emergency generators are often adequate. Shore Electrical Supply Check the drydock supply is compatible with the ships phasing voltage and frequency. A cable is put on board and connected to the ship’s supply. Some ships are provided with 4 terminal box for this purpose (on deck or at top of engine room). If no provision has been built in, connect shore cable to main bus bars. It may be easier to connect to emergency generator bus bars and feed back to main bars. Ship’s engineers should know the most convenient terminal point before entering dock and the appropriate length of cable needed to reach it. Auxiliary Condenser The auxiliary condenser is normally sea water cooled. In drydock, the auxiliary range steam is passed up the funnel to atmosphere (operation: open atmosphere valve; close auxiliary condenser valve) and this is done just as dock starts to pump out. Refrigerator Sometimes the chief steward arranges for frozen food to be sent ashore to cold storage. Check in advance to see if the refrigerator is needed. If it is, shore water must be piped to the condenser and discharged overboard to waste FIRST CLASS NAVAL ARCHITECTURE ENGINEERING KNOWLEDGESOUTH TYNESIDE COLLEGE — FACULTY OF MARINE AND MECHANICAL ENGINEERING Fire protection Fire connection made as soon as possible to the international fire connection and any sprinkler system connected to a shore supply of water. Information required Gas free certificates must be obtained for any empty fuel tanks, etc. that are to be worked in drydock. Before entering the dock, all tanks and bilges are sounded and recorded. Any transferring considered necessary should be carried out. A dry docking condition is known and a dry docking plan available for ship and dock staff. Since tank soundings just prior to dry docking are logged, any fuel and water consumed in dock and its effect on trim and heel may be determined from data supplied by the shipbuilder. Tables of hydrostatic data and loading tables for compartments are available. The ship generally leaves the dock in the same conditions as it enters. ENTERING DRYDOCK The ship should be upright and trimmed slightly by the stern, empty of cargo, with minimum free surface in the tanks. The ship is lined up over the keel blocks by permanent marks on the dock gates and head, or by plumblines. As the dock is pumped out, the ship should land on the aft keel blocks first. As the dock water is lowered, the Joad on the after block and the reaction on the stern of the ship increases until the ship is, just about to touch all along the blocks. At this instant, just before grounding all along the length of the keel, is the most critical time with regard to stability. ‘The load on the after keel blocks is a maximum at this point. As soon as the ship comes down on the keel blocks, side shores (if necessary) are fitted, aligning with bulkheads or frames. Modern docks with automatic side blocks do not require side shores. Toilet facilities are arranged (generally toilets on board will be closed) if not, arrangements are made to suit dock staff. IN DRYDOCK A ship is drydocked as required for a docking survey, or as required to repair damage due to grounding or collision, nevertheless, ships are often docked annually. ‘The purposes of drydocking are:- () To clean the hull of marine growth Hull fouling increases the ship resistance, reduces its speed and increases fuel consumption, Gi) Classification Societies Hull Surveys Docking and special surveys are required to maintain a ships ‘class’ FIRST CLASS NAVAL ARCHITECTURE ENGINEERING KNOWLEDGE |