Bab v Nk Surabaya Ok
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Transcript of Bab v Nk Surabaya Ok
BAB V
CLASSIFICATION SURVEY FOR NEW KAPAL
5.1 Classification Surveys
Before a ship or offshore structure can be registered, it must be surveyed in
accordance with technical Rules and regulations of the Society. Once the ship has been
surveyed to the satisfaction of the surveyor, classification of the ship is reviewed by the
Classification Commitee of the Society. If approved, a certificate of classification or
installation registration, as appropriate, is issued and the ship id entered into ClassNK’s
Registration of Ships.
Basically, in the process of shipbuilding there are three mutually interested
parties. They are the shipyard, ship owner, and classification. They perform control
function to ensure quality of shipbuilding process.
Inspection during process of shipbuilding:
a) Inspection by shipyard
Shipyard’s quality control standards
Quality assurance for customer
b) Inspection by ship owner
Owner’s specifications
Consideration to wards usability and maintenance
c) Classification Survey
Class requirements and international regulations
To ensure the quality of the ship is always associated with the survey. This is
done not only when the ship was built, but it occurs througghout the lifetime of the ship
from the beginning design to operate the ship. To explain it, we can look the chart life of
ship below.
Chart 5.1 Life of Ship
Survey conducted during the building of new ship, including a survey for material and
equipment manufacturers. To more clearly we can look at chart below:
Chart 5.2 Construction Stage of Ship
Design Construction Service
Plan Approval Classification Surveys
Class Maintenance Surveys
Fabrication
Shipyard
Equipment Installation
Assembly Launching
Manufacturers
Equipment (engine, propeller, etc)
purchase
Materials (steel plates)
Steel Makers
Sea trials
Delivery
purchase
Chart 5.3 Outline of Classification Survey During Construction
Construction StageInspection by S/Y, Owner
Inspection by Surveyor
1. Building Contract
3. Material Order
4. Fabrication
5. AssemblyKeel Lay
SteelCutting
2. Design
Specification
Plan Approval
Acceptance Inspection
Surveys during Fabrication and Assembly process
Block Inspection
Plan Approval
Construction StageInspection by S/Y, Owner
Inspection by Surveyor
6. Outfitting
7. Block Loading
Launching
8. Outfitting
10. Sea TrialsDelivery
Tightness Test and NDT
Final Inspection of Hull Compartments
Performance Test of various Equipment
Installation of Rudder, Keel Alignment etc.
Sea Trial
Stability Experiments, if necessary
Statutory Survey
Delivery
5.2 Acceptance Inspection
5.2.1 Object of inspection
Plate
Propeller
Shaft
Safety equipment (life buoy, life boat)
Navigation equipment
5.2.2 Outgoing inspection and accepyance inspection
The maker or fabricator which producted plat, propeller, anchor, chain,
etc that used at ship must be approved by classification. And then before
installed, the product must have certificate and stamp by classification. Chart
below can describe the steps of inspection.
Chart 5.4 Steps of Inspection Equipment
5.2.3 Purpose of Acceptance inspection
1. To confirm that the parts or material, which are outside manufacture,
have been inspection by the classification society or other appropriate
body.
2. To confirm that they have not been damaged during transportation.
Example of acceptance inspection is shown picture below:
Figure5.1 Check Mill Sheet and The Pate Markings
Confirm the stamp and the entry in the certificate then examine any damage
caused during transportation.
Figure 5.2 Stamp and Certificate
3. To judge the adequacy of the installation of the delivered products to the
particular cessel.
5.3 Hull Structure Installation
5.3.1 Confirmation of scantling of members
Block assembling system
For quick building, hull construction is divided into the bigger
blocks
The size of blocka depend on the crane capacity and size of
block bay etc.
Working drawings (name and information of members,
sequence of assembling)
Importance of control for building schedule
Increase of building rotation and leveling of amount of building
Scantling of members including thickness and steel garde. Especially
primary members such as web frame and girders.
Missing members : Collar plates, carlings, stiffeners and small brackets,
etc.
If abnormality such as imbalance of structure and discontinuity of strength
are found, even if they are built as per drawings, surveyor is to discuss with the
shipyard and suggest correcting them.
Figure 5.3 Missing Brackets
5.3.2 Confirmation of assembly accuracy
Misalignment at cross joint (fillet welding). Especially counter
members to primary members.
Missalignment at butt joint
Distortion members
Figure 5.4 Inapproriate Edge Preparation and Misalignment
Figure 5.5 Misalignment at Block Joint
Figure 6.6 Misalignment at Block Joint
Figure 5.7 Misgnment at Bracket
Misalignment can cause damage
Figure 5.8 Damage Due to Misalgnment
Ripair for misalignment :
Figure 5.9 Repair for Misalignment
5.3.3 Welding
Check point :
1. Welder qualigication
2. Approved welding procedure specification
3. Welding shall be done properly in accordance with above 2.
4. Defect exceeding the critical the limit are to be repaired and re-
checked.
Proper welding is to be done in accordance with WPS
1. Confirmation of edge preparation
a) Same thickness
Figure 5.10 Edge Preparation for Butt Joint without Grooving
Figure 5.11 Edge Preparation for Butt Joint with V and X Type of Grooving
b) Different Thickness
Figure 5.12 Different Thickness of Butt Joint
ClassNK rule requires this tapering not more than 1/3 when there is the
difference in the thickness over 4 mm.
Figure 5.13 Tapering for Different Thickness Joint Preparation
Figure 5.14 Confirmation of Edge Preparation with Welding Gauge
2. Run-off tab
Tabs should be provided at both ends of butt welding,
because defects are likely to occur here.
Tabs should be cut after completion of welding and
surface should be inspected for defects.
Figure 5.15 Run-off tab
Figure 5.16 Various Type of Run-off tab
3. Welding sequence
In case of wrong welding sequence,
Butt joint will be deformed due to heat
End of butt joint overlaps on the seam, and defect is
likely to occur
NDT of welding joint
To know discontinuity in weld metal in surface and subsurface
Figure 5.17 Discontinuity in Weld Metal and The NDT Method
Kind of NDT
We can look at table below for kinds of NDT
Table 5.1 Kinds of NDT
After completin of welding works, the surveyor is to decide locations for NDT and
indicate them in the block plan.
Figure 5.18 Location for NDT
5.3.4 Other inspection
Confirmation of welding and remaining works:
Missing welding and back gouging of critical points
Defects such as under cut, blow hole, lack of leg length, distortion at
welding joint, etc.
Inspection around blocks:
Finished surface of edge preparation and treatment of craters
Sufficient penetration of automatic welding
Scallops on internal members at welding line of plates
Others:
Penetration of internal members through water/oil tight bulkhead
Properly arranged “cut-water scallop”
Air holes and drain holes in tanks
Inspection in special block (stern frame)
Check point :
Welding between steel plate and cast/forged steel
Slot welding
Tightness test
Alignment of stern frame
Figure 5.19 Inspection of Stern frame for “A” Type Rudder
Inspection inspecial block (shoe piece)
Figure 5.20 Shoe Piece
Block inspection and final inspection
Table 5.2 Advantages of Block Inspection and Final Inspection
5.4 Inspection Before Lounching
5.4.1 Tightness test and structural test
1) Confirmation of tightness and strength
Chart 5.5 Confirmation of Tightness and Strength
2) Plan of Structure Test
Chart 5.6 Plan of Structure Test
3) Hydrostatic test
Hydrostatic test:
Filling water up to a suitable water head
Confirmation of tightness
Confirmation of strength of structure
Objects to be tested:
Double bottom tanks
Deep tanks
Cargo oil tanks and cofferdams of tankers
APT
FPT
Chain Lockers
etc.
Procedure of hydrostatic test
Where it is impracticable to carry out the hydrostatic test on the berth with the
specified test head, the test may be carried out as follows;
1. Hydrostatic test for each compartment on berth under the water head to the level
of ballast water line
2. After that, hydrostatic test for each compartment under the water head specified
above, when ship is afloat
When hydrostatic test for certain compartments is replaced by air test on berth;
a) Some of them including FPT, APT, all COT adjacent to cofferdam and pump
room and ones selected by the surveyor are to be subject to hydrostatic test
in float condition under the water head as specified above.
b) All ballast tanks other than the above selected ones are to be subject to the
hydrostatic test during sea trial with the head of water to the top of the air
pipe.
Example of hydrostatic test (Deep tank)
With the greatest one of followings :
a) Load waterline
b) Top of overflow pipe
c) 2.45m above tank top
(d) 2/3H from tank top
where H is the highest from tank top to upper end of D
Figure 5.21 Hydrostatic Test (Leakage and Strenth test)
4) Air test:
Charge compressed air in the tank up to the required pressure,
Spray leak indicator solution (a kind of soapy water),
In case of any leakage from defective spots, bubbles will be found on it.
Figure 5.22 Air Test (Only Leakage Test)
Figure 5.23 Check point for tightness test
Air Test (Local) Vacuum Test
If the gauge pressure doesn’t decrease, leakage of the box//gasket should be checked.
Figure 5.24 Vacum Test
Air Test (Local) Air Injection Test
This test may be carried out during “in-shop fabrication” or “block inspection”,
in accordance with the approved procedure.
If the gauge pressure doesn’t go up, the “tunnel” or “gap” is stuffed by any
reason. In this case, air tightess should be checked by the other methods.
Figure 5.25 Air Injection Test
5) Hose Test
Pressure (in nozzle): 0.2Mpa
Diameter of nozzle: 12mm or more
Maximum distance: 1.5m
Figure 5.26 Hose Test
Hose test is applicable to shell plating, water-tight deck, water-tight bulkhead,
shaft tunnel, hatchway, etc.
For shell plating of fully welded construction being inspected from both sides
visually, the hose test may be dispensed at the discretion of the surveyor.
5.4.2 Measurement of Pricipal Dimantions
Confirmation of accuracy to the design dimensions
Flatness of keel
Figure 5.27 Standard for Flatness of Keel
Length
Standard for error accordance Japan Standard Quality of Shipyard (JSQS) is ±
50 mm (per 100 m)
Breadth
Standard for error according Japan Standard Quality of Shipyard (JSQS) is ± 15
mm.
Dept
Standard for error according Japan Standard Quality of Shipyard (JSQS) is ±
mm.
Figure 5.28 Standard for Error
Check points ;
Calibartion of the measurement tool
Record of water
Temperature
Time during measurement
Figure 5.29 Flatness of keel, Measurement of L
Measurement of Breadth
a) Set up a pole along the side shell
b) Mark the height of the lower face of keel to the pole
c) Measure the height from the deck line to the lower face of keel
d) Measure the breadth at bottom
Figure 5.30 Measurement of Breadth
5.4.3 Marking
Load lines (ILLC)
� Position of Load line mark, deck line
� Accuracy (±0.5 mm)
� Permanent marking (welding of thin steel plate or punching)
� Color (in contrast with the color of the shell)
Measurement of load lines
Allowable error is 0.5mm
Permanent marking (welding of thin steel plate or punching, Color in
contrast with the color of the shell)
This Marking is on the starboard side
2. Draught Scale (SOLAS II-1)
Marked at fore, aft and midship on both port/ starboard side, every 20 cm of
draught. The height of each letter is to be 10 cm.
The lower edge of the letter should coincide with the actual draught line
(standard ±1 mm, limit ±2 mm)
Figure 5.32 Draught Scale
3. Ship’s identification number (IMO Number) (SOLAS XI/3.4)
Stern, both sides of hull at midship, both sides or front of superstructure
Aftermost bulkhead or hatchway in the machinery space
Figure 5.33 IMO Number at Front of Superstructure
Figurr 5.34 IMO Number at Machinery Space
4. Cargo Compartment Mark (TM 69)
Characters “CC” should be permanently marked at the compartments
included in the calculation of net tonnage
Location of the marking is in principle as follows:
Cargo ship :Outside of hatch coaming
Tanker :Outside of cargo hatch
PCC :Outside of entrance to the hold
LPG carrier:Coaming of tank on upper deck
Figure 5.35 CC (Cargo Compartment) Mark
5.4.4 Corrosion Prevention
5.4.4.1 Painting
Chart 5.7 Corosion Prevention
1. Surface Preparation
Surface preparation
To remove mill scale, rust, & other contaminations on steel surface, as
well, as to provide proper roughness for ensuring better adhesion with
coating
Automated blassting
Below figure shows general layout of shop primer coating machine
Manual blasting
Applicable for various shapes of the objects
Acid pickling
Applicable for pipes and small pieces by using phoshoric acid, etc.
2. Shop Primer
Applied for corrosion protection of steel materials at construction stage, as well
as for reducing work load of surface preparation at painting stage.
Inorganic zinc shop primer
Most propular shop primer due to good durability and a little adverse
defects to the welds.
Zinc epoxy primer
Popular primer used as touch up paint for the surface applied shop
primer due to good durability and quick drying.
Wash primer
Primer used previously due to good adhesion to various kind of coatings
and a little adverse defects to weld.
3. Control of Coating Film Thickness
Wet film gauge
To be used during application and before curing. Dry film thickness
(DFT) can be estimated from wet film thickness (WFT) based on wet/dry
film thickness ratio of the material in the specification.
Dry film gauge
To be used after curing. By using the change in the strength of magnetic
field depending on the distance between steel plate and probe, DFT is
measured.
Figure 5.36 Type of Control Coating
4. Timing of Coating
Main coating is not to be applied until the completion of tightness test.
Welds, which are passed tightness test (e.g. injection test) at block stage,
can be applied with main coating.
Notwithstanding the above, shop primers can be applied prior to
tightness test.
5.4.4.2 Cathodic Protection
Galvanic anode system
Corrosion protective method by fitting less noble metals such as Zinc, aluminum,
magnesium, etc. as sacrificial anode. Generally, outer hull and ballast tank surfaces are
protected by this system in cooperation with coatings.
Impressed current system
Corrosion protective method by using insoluble metal anodes such as Pb or Ti,
which are to be kept in anode potential applied by DC power source installed in E/R
generally. This anode potential works to protect corrosion.
Anodes of aluminum and magnesium generate higher anode potential than zinc, that
looks more effective than zinc. But magnesium anodes are not used for ships in general
due to the risk of hydrogen explosion. And aluminum anodes are not used for ballast
tanks in considering spark hazard and corrosion product from anode itself.
Table 5.3 Kinds of Cathodic Protection
Metal Electric potential in sea water
Copper -0.36V Low carbon steel -0.61V Zinc -1.03V Aluminum alloy abt. -1.10V Magnesium alloy abt. -1.50V
Figure 5.37 Zinc Annode as Cathodic Protection
5.5 Hull Outfits
5.5.1 Rudder
5.5.1.1 Type of Rudder
Figure 5.38 Type of Rudder
5.5.1.2 Installation of rudder
1. Confirmation of material and welding procedure
2. Internal and external inspection
3. Fitting of sleeve, pintle, bush etc.
4. Coupling of rudder plate and rudder stock
Fitting condition of coupling bolts
Locking of nut
5. Alignment of rudder and stern frame
6. Fitting of rudder
7. Measurement of clearance
Between sleeve and bush of each bearing
Between shoe-piece and rudder lower pintle or
Between rudder horn and rudder
8. Swing test
5.5.1.3 Material and construction of rudder
1. Confirmation of material and welding procedure
� Material of rudder stock, pintles, rudder plates, frames,
coupling bolts, etc.
� Material of sleeve and bush
� welding procedure
2. Internal inspection
� Scantling and arrangement of rudder plates, frames, main pieces, etc.
� Welding condition
� No gap between rudder plate and strap for slot welding
� Dimension and pitch of slots
� Confirmation of internal coating
� Drain plug on the bottom
3. External inspection
� Slot welding
� Tightness test
5.5.1.4 Alignment of rudder and stern frame
Rudder carrier
• Material of rudder carrier and bearing
• Completion of all the construction works around the deck
• Finished surface, dimension and install angle of rudder carrier and liner plate
• Arrangement and dimension of reamer bolts or stoppers
Alignment of rudder
• Fore/aft direction, athwart ship direction (allowance=0.3mm, limit=0.5mm)
Alignment of stern frame
• Completion of construction works and hydrostatic test in the vicinity
• Measurement of pre-alignment prior to boring
• Fixing of rudder carrier
• Final boring
Slot welding is applied for rudder plate because of drum panelling.
Figure 5.39 Construction of Type A rudder
Figure 5.40 Slot Weld
5.5.1.5 Pintle and Sleeve
Figure 5.41 Steps of Pintle and Sleeve Installation
5.5.1.6 Colour fit of pintle
a) Put red lead on the tapered part
b) Insert the pintle into the gudgeon
c) Confirm the contact by the colour remained on the gudgeon
Standard is 65%, and the contact should be uniform
Figure 5..42 Colour Fit of Pintle
5.5.1.6 Water Seal for Pintle
Figure 5.43 Pintle
If water soaks, it will lead to :
1) Rust of pintle
2) Slackness of sleeve
5.5.1.7. Centering of Rudder
Allowable error is 0.5mm (standard is 0.3mm)
Figure 5.44 Centering of Rudder by Measurement of fore-aft direction and
Measurement of Athwartship Direction
5.5.1.7 Centering of stern frame
Centering shall be carried out after hydrostatic test of aft construction is finished
(to avoid its effect)
Allowable error is 0.5mm (standard is 0.3mm)
Figure 5.45 Steps of Centering of Stern Frame
5.5.1.8 Measurement of clearance
To be measured at top, middle and bottom, and the average to be calculated.
Figure 5.46 Report of Clearance Calculation
5.5.2 Hatch Cover
Figure 5.47 Hatch Cover
Check point:
� Dimensions L & B : ±5mm, Height : ±3mm (as a standard)
� Distortion 5mm (as a standard)
� Gasket and equipment
� Tightness (for drum panel type)
Note:The standard is for pontoon hatch covers for container carrier
5.5.3 Piping
5.5.3.1 Material of pipe
Steel pipe
Carbon steel pipe
Carbon steel pipe for pressure piping (STPG) is the most commonly used pipes
in ship
Cast steel pipe
Corrosion-resistant. Pipes of large thickness are used in large scale for cargo oil
line and ballast line of tankers
Stainless steel pipe
For piping, where less-maintenance and corrosion-resistance are required
Copper and copper alloy pipe
Easy for bending and corrosion-resistant. For deck steam line
Other material
Synthetic resin, PVC, etc.
5.5.3.2 Pipe joint
Figure 5.48 Type of Pipe Joint
Weld joint (a)
Flange joint (b)
Screw joint (c)
Bite joint (d)
Union joint (e)
Expansion joint (f)
(a) & (b) are the most common joints for hull part
5.5.3.3 Type of valve
Gate valve (a)
Globe valve (b)
Butterfly valve (c)
Non-return valve (d)
5.5.3.4 Classes of Pipes
Table 5.4 Classes of Pipes
Kind of Medium Design Pressure (P) and Design Temperature (T)
Group I Group II(*) Group III
Steam P > 1.6MPa
or T > 300ºC
P £ 1.6MPa and T £
300ºC
P £ 0.7MPa
and T £ 170ºC
Thermal oil P > 1.6MPa
or T > 300ºC
P £ 1.6MPa and T £
300ºC
P £ 0.7MPa
and T £ 150ºC
Fuel oil, lubricating
oil and flammable
hydraulic oil
P > 1.6MPa
or T > 150ºC
P £ 1.6MPa and T £
150ºC
P £ 0.7MPa
and T £ 60ºC
Air, carbon dioxide
gas, water and non-
flammable hydraulic
oil
P > 4.0MPa
or T > 300ºC
P £ 4.0MPa and T £
300ºC
P £ 1.6MPa
and T £ 200ºC
5.5.3.5 Pressure test
Test objects
� Pipes in Group I and II
� Steam pipes, feed water pipes, compressed air pipes and fuel oil pipes with the
design pressure exceeding 0.35MPa (e.g. F.O. pipes and heating pipes)
� Cargo oil pipes, crude oil washing pipes for oil tanker
Check point
� Hydrostatic test with pressure of 1.5 times (1.25 time for cargo oil pipes) of
the design pressure. The test may be replaced by airtight test with prior
consultation
� Test pressure is to be checked by properly calibrated JIS/ISO approved
pressure gauge
� Welding of pipe is to be executed by qualified welders. Joints of pipes in
Group I & II with a diameter of 50A or more is to be of butt welding type
Others
� Penetration of air pipes, sounding pipes, etc. is to be confirmed at the time of
pressure test of tanks
� Not applicable to the pipes with opening end in tanks
5.5.3.6 Protective arrangement of pipes
Figure 5.50 Piping Arrangements
5.5.3.7 Kinds of Air Pipe Head
1. Manual closing type
Gooseneck type
Mushroom type
2. Self Closing type
Ball float type
Disc float type
Note ; Head of air pipe located on the exposed deck of a ship, the keel of which is laid
on or after 1/1/2005, should be of self closing type
(nggak ada gambar)
5.5.3.8 Number and Sectional Area of Air Pipe
1) Tanks having top plates are to be provided with two or more pipes arranged
at suitable distance from each other
2) However, small tanks having inclined top plate may be provided with one air
pipe located at the highest part of the top plate
Figure 5.53 Number and Sectional Area of Air Pipe
5.5.3.9 Height of Air Pipe
A corrosion resistant protection wire net is required for the air pipes of oil tanks
Figure 5.54 Height of Air Pipe
Note: The height of air pipe head is required depending on kinds of deck
5.5.3.10 Types and Position of Sounding Pipe
In principle, the pipes should lead to positions above the bulkhead deck, which
is readily accessible at all times, and are to be provided with effective closing
appliance at their upper ends
Requirements for name plates of air pipes, protections and insulations are also
applied to sounding pipes
Special devises such as self-closing device are required for sounding pipes
which open in E/R
Figure 5.55 Type and Pposition of Sounding Pipe
5.5.3.11 Bilge Line System
When pipes pass through cargo holds, they must be protected against damage
Figure 5.6 Manifold System or Independent System and Pipes Pass Through Cargo
Holds
5.5.3.12 Arrangement of Bilge Well
Except for the aft of propeller shaft, ‘a’ should be less than ‘d0/2’ and ‘b’ should
be more than 460 mm
Capacity of Bilge well should be 0.17 m3 or more
Figure 5.58 Arrangement of Bilge Well
5.5.4 Fire Safety Measures
5.5.4.1 Fire Protection
1. Fire Protection Materials
Non-combustible material
“A” and “B” class division
Fire retardant base material (for divisions, groundsills)
Fire retardant veneers
Fire retardant surface floorings
Primary deck covering
Fire retardant coating
Door (“A” and “B” class)
Side scuttle (“B” class)
Classes A and B mean equivalent performance as the division where they are
installed. (On the other hand, Class B of side scuttle means a category of strength)
Where an asterisk appears in the table, the division is required to be of steel or
other equivalent material but is not required to be of “A” class standard.
Refer to SOLAS and relevant chapter of Part R of the Rules for more details as
there are some other applicable provisions.
5.5.4.2 Inspection before Ceiling, Paneling and Lining
Following parts are to be inspected before ceiling, paneling and lining.
Treatment at intersection of bulkhead or deck, and extension of insulation
Construction of bulkhead or deck at penetration of pipe, duct or electric cable
Arrangement and construction of ventilation duct including damper
Arrangement and construction of draught stop behind ceiling, paneling and
lining
Non-combustible materials (especially for Method IC)
5.5.4.3 Materials of Overboard Fittings
Figure 5.59 Material of Overboard Fittings
Materials readily rendered ineffective by heat, such as PVC, FRP, aluminium alloys,
lead, copper and copper alloys, should not be used for overboard scuppers and sanitary
discharges at following parts:
(1) The parts below the freeboard deck
(2) The parts in the space above freeboard deck having the open end located at
a height of 150mm or less from the LWL
(3) The parts in the spaces directly above the freeboard deck, when the distance
between freeboard deck and the LWL is 150mm or less
In addition to confirmation of the cerificate including its validity and label on the
articles, proper use of the items should be confirmed according to the approved
drawing.
2 Class Of Division
Class Construction
Rise of
temperature of
unexposed side
Passage of smoke
and flame
A
• Formed by bulkheads and decks
• Constructed of steel or equivalent material
• Suitably stiffened
• Insulated with approved non-combustible
material
• Average: 140℃• Any point: 180℃• Time: 0, 15, 30, 60
minutes
Prevent the passage
of smoke and flame
for 1 hour
B
• Formed by bulkheads, decks, ceiling or
linings
• Constructed of approved non-combustible
materials. All materials used in the
construction and erection shall be non-
combustible
• Average: 140℃• Any point: 225℃• Time: 0, 15
minutes
Prevent the passage
of flame for 30
minutes
C• Constructed of approved non-combustible
materials- -
Table 5.5 Class of Division Fire Protection
“ Non-combustible material is a material which neither burns nor gives off flammable
vapors in sufficient quantity for self-ignition when heated to approximately 750 C”
3 Fire Integrity of Bulkheads (Cargo Ships other than Tankers)
Table 5.6 Fire Integrity of Bulkheads
3 The parts inn the spaces directly above the freeboard deck, when the distance between
freeboard deck and the LWL is 150 mm or less.
5.5.4.4 Space for Emergency Fire Pump
Confirm that there is no direct passage between space for emergency fire pump &
machinery spaces
Figure 5.60 Space for Emergency Fire Pump
5.5.4.5 Self-Closing Door
1. Starways accessible to other decks not going out of the starways enclosures
2. Starways with open steps. Only starways are surrounded by an enclosure and acces to
other decks is made through outside the enclosure at each deck level and each end of
stair.
Figure 5.61 Self-Closing Door
5.5.4.6 Insulation at Penetration parts (Pipe)
Extend the insulation at least 450mm (in principle)
Regardless of the class of partition
If the pipe is made of material having low-heat conductivity character (e.g. “B”
class division) and a diameter of less than 150mm, the insulation may be
terminated at the end of penetration piece or sleeve
5.5.4.7 Insulation at Penetration parts (Cable)
Figure 5.63 Insulation at Penetration Cable “A” Class division
Figure 5.64 Insulation at Penetration Cable “B” Class Division
5.5.5 Closing Device
Means that in any sea condition water will not penetrate into the ship (ICLL)
Doors (ICLL Reg.12)
Position of hatchways, doorways and ventilators ( ICLL Reg.13)
Cargo and other hatchways ( ICLL Reg.14,15 and 16)
Machinery space openings (ICLL Reg.17)
Miscellaneous openings in freeboard and superstructure decks
(ICLL Reg.18)
Ventilators (ICLL Reg.19)
Air pipes (ICLL Reg.20)
Cargo ports and other similar openings (ICLL Reg.21)
Scuppers, inlets and discharges (ICLL Reg.22)
Spurling pipes and cable lockers (ICLL Reg.22-2)
Side scuttles, windows and skylights (ICLL Reg.23)
5.5.5.1 Position of openings
Position I: Upon exposed freeboard and raised quarterdecks, and upon exposed
superstructure decks situated forward of a point located a quarter of the ship’s
length from the forward perpendicular
(Note: Those superstructure decks located at least two standard height of
superstructure above the freeboard deck are categorized as Position II)
Position II: Upon exposed superstructure decks situated abaft a quarter of the
ship’s length from the forward perpendicular and located at least one standard
height of superstructure above freeboard deck
Figure 5.6 Position of Opening
5.5.5.2 Closing means for access openings in Superstructure End Bulkheads
To be made of steel or other equivalent materials
To be rigidly fitted to the bulkheads
To be rigidly constructed, to be of equivalent strength to that of intact bulkhead
The means for securing weathertightness to be provided
To permanently fit gaskets and clamping devices or other equivalent devices
To be operated from both sides of the bulkheads
The height of sills of access openings shall not be less than 380mm
Figure 5.66 Closing Means for Acces Openings in Superstructure End Bulkheads
5.5.5.3 Hatchways
Coaming height(ICLL Reg.14-1):
600 mm(Position I)
450 mm(Position II)
Figure 5.67 Hatchway Beams and Wooden Hatchway Covers
5.5.5.4 Bpundaries of Machinery Space and Companionways Coaming Height of
Openings
1. Boundaries of machinery space
General :600 mm (Position I), 380 mm (Position II)
Ship having a reduced freeboard (Type A, Type B-60, B-100): In ships having a
reduced freeboard, doorways in the exposed machinery casings on the freeboard
or raised quarter deck shall lead to a space or passageway which is of a strenght
equivalent to that of the casing and is separated from the stairway to the
machinery spaces by a second steel weathertight door of which the doorway still
be at least 230 mm in height.
2. Companionways
For deck houses or companionways which provides acces to a space below the
freeboard deck or a space within an enclosed superstructure, the coaming height of
openings shall not be less than 600 mm in Position I and 380 mm in Position II.
5.5.5.5 Miscellanceous Opening in Freeboard nad Superstructure Decks
Manholes and flush scuttles within superstructures other than enclosed
superstructures shall be closed by subtantial covers capable of being made watertight.
Unless secured by closely spaced bolts, the covers shall be permanently attached.
5.5.5.6 Ventilators
Ventilators in position I, the coamings of which extend to more than 4.5m
above the deck, and in position II, the coamings of which extend to more than 2.3m
above the deck, need not be fitted with closing arrangement
Note: Fire damper may be required according to the usage
Figure 5.69 Type of Ventilator
Coaming height
Position I : 900 mm
Position II: 760 mm
Ventilator openings shall be provided with weathertiight closing appliance of
steel or other equivalent
5.5.5.7 Air Pipes
Height
On the freeboard deck: 760 mm
On the superstructure deck: 450 mm
Note: For the ship constructed on and after 1st January 2005, air pipes shall be provided
with automatic closing devices
Figure 5.70 Air Pipes
5.5.5.8 Cargo Ports
Check point:
� Opening/Closing device, Securing device and Rocking device
� Operational test, Hose test
� Indicator lights to show the door condition (Open/Close) , Visual and audible
alarms
� Approved “Operation and Maintenance Manual”
5.5.5.9 Spurling Pipes and Chain Lockers
To be provided with permanently attached closing appliances to minimize water ingress
Figure 5.71 Spurling Pipes and Chain
5.5.5.10 Side Scuttles
Side Scuttles at spaces below freeboard deck or within the first tier of enclosed
superstructures shall be fitted with hinged inside deadlights which are capable of being
closed and secured watertight.
Figure 5.72 Side Scuttles below Freeboard Deck
5.6 Stability Experiments
5.6.1 Inclining Test
Prior to the measurement, the surveyor is to confirm that the ship’s condition,
test circumstances and test devices conform to the requirements in “Annex
B2.3.2-2 Guidance for Inclining Test” of the guidance
During the measurement, the surveyor is to confirm that sufficient data is
gathered to determine the particulars of stability information of the ship
If the ship’s construction work is not completed, the weights and positions of
items which are to be added, removed or relocated should be recorded by the
shipyard and confirmed by the surveyor (within ±2% of final lightweight)
When the test report incorporating the data is submitted, the surveyor is to
ensure that the data given in the report is consistent with that gathered during the
test
Note:
1) Small heel angle may result in deviation over tolerance limit
(expected heel 1º to 4º)
2) . Mooring lines are to be free of transverse tension
Figure 5.73 Draught Measurement and Draught Measurement Specific Gravity of Sea
Water.
5.6.3 Oscillation Tests
Inclining Tests: To locate the center of
gravity of the ship
Oscillation Tests: To determine rolling
period of the ship
(approximate calculation)
Rules Part U assume that rolling angle q1 is proportionate to the root of s, which is a
function of T (rolling period)