Hull Survey Methods

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

Non-destructive testing (NDT) and calibrating

Examination of tightness, function and centre of gravity

Measurements of thickness, vibration

Schemes of inspection are periodical survey requirements which by virtue of design

and operational experience are envisaged to discover deficiencies completely and
early enough before they may lead to breakdown.
1. MEANS OF HULL CONDITION ASSESSMENT
1.1 Visual Inspection
A major part of hull surveying work is carried out using visual skills to perform the
examinations and to arrive at an opinion on the state of a vessels condition.
Such visual examinations can be carried out as:

Over-all inspections, a general sighting of a vessel's hull condition, followed

by

Close-up examinations at

1. locations where discontinuities, ruptures or deformations have been found

and
2. certain hull structures as stipulated by rules and/or requirements, for instance
in way of cargo area of oil tanks.

Examination of areas of suspected crack and corrosion concentration.

The methods of visual inspection procedures may be applied as follows:

1.1.1 Visual over-all inspection

Examination of external hull body
Visual attention is to be focused on the vessels shapes, lines and curves for the
detection of

unusual deformation,

misalignment of structures along bottom plating, side shells, bilge keels,

decks.

As a result, permanent deformations of misshaped sections can be caused by:

hogging

sagging

scattered set out

local deflections from the original structure.

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:

stringers and longitudinal frames,

walls, longitudinal bulkheads and corrugations,

platforms, transverse members and bulkheads,

frames, brackets, deck beams,

floors and attached stiffeners.

Lines and/or structures showing misalignment, deflection, buckling or other

discontinuities, are an indication of existing defects requiring close-up inspection.

Docking inspections
When a vessel is dry-docked, attention has to be focused on:

discovery of deformations and/or discontinuities along keel plates, bottom,

and side plates, bilge keels, and attachments,

checks for leakages from inside to outside, if the ballast

tanks have overflow prior to this inspection,

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);

measurement of rudder bearing clearances by feelers can also be considered

a visual approach to assess wear-down. Ditto calibration of anchor chain links
by caliper slide,

condition of rudder flange; bolts or nut(s) must be absolutely tight;

condition of welding at seams and butts and in way of outlet openings.

1.1.2 Close-up examination

If indentations and/or deformations have been located, visual close-up examinations

are necessary.
The area under scrutiny should be accessible for visual inspection within bodily
reach.
Such inspections should be carried out with floodlight etc. A good torch and a test
hammer should always be available, as well as a scraper to remove rust scale and
debris to reveal the bare material underneath.

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:

internal movement of cargo, liquids etc.

excessive flexibility of the structure.

local stress concentrations (point loads excessive).

Further examinations for fractures and incipient cracks may be necessary.

Also other identical locations should be examined to see whether similar defects
exist or are developing.
In case of cracks

location of crack,

configuration of the structure/element,

starting point of the crack,

length and direction,

depth and width of the crack,

possible cause(s):

defective welding of assembled parts,

discontinuation of joints,

compression or tension of adjoining parts,

twisting motion,

reduced thickness,

type of corrosion, etc.

should be checked not only in the respective area, but also in other identical
locations, especially at the opposite side.

1.1.3 Areas of concern for cracks and corrosion

Locations of stress concentration and crack raisers

On deck:
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Corners of hatches on weather decks,

corners at deck connections to deckhouses and superstructures,

deck plating between cargo hatches, especially where plate thickness

changes,
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at bulwark stay deck connections.

Under deck:
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Cutouts at webframes where longitudinal pass,

cutouts at bulkheads where longitudinal passages are closed,

tips of bracing plates (knee brackets) at bulkhead connections,

areas where longitudinal members meet vertical structures.

In machinery spaces:
As above in under-deck locations and especially
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at areas of induced vibration (around oscillating machinery),

underneath of engine seats/along foundations,

at thrust bearing seats.

Locations where accelerated corrosion is likely

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Generally where the coating is inadequate, defective, or poorly maintained,

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 bulwark and coamings stays in way of deck connection,

along deck connections with coamings of hatches, venti1ation trunks, air

pipes, etc.,
on top or underneath of air and ventilation pipes/trunks, especially where
galvanized parts are fitted to steel.

At hatch covers:
between panel joints and especially along rain gutters, sealing bars, and
rubber channels,
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along underside of panel side walls in contact to hatch coaming,

in pockets of lashing points, etc.

At hatch coamings:
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along sealing bar,

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along roller tracks.

Under deck (cargo holds/tanks):

along aft transverse bulkheads in way of deck/tank deck connection where
water or cargo rests are likely to stay,
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inside of bilge trunk,

base of sounding pipes (where doublers should be fitted),

base of suction pipe bell mouths,

in way of pipe clamps and fittings,

at the undersides of pipelines where condensate is dripping,

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.

1.2 Non-destructive Testing Methods

The detection of cracks by visual methods is rather limited. Additionally internal

welding seam imperfections or flaws in material parts cannot be discovered without
suitable means of examination and instrumentation. To discover these suitable
means of non-destructive testing (N.D.T.) are used, such as:
-

Dye checks with liquid penetrants

Magnetic particle checks

Radiographic checks, or

Ultrasonic measurements.

1.2.1 Liquid penetrant methods (dye checks)

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.

1.2.2 Magnetic crack detection

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.

A magnetic field is produced in the component by means of an electric current or

permanent magnet and magnetic particles are spread on the surface. Cracks are
revealed by a line of magnetic particles.

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.

1.2.3 Radiographic inspection

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.

There is a requirement for radiographic examination of many welds, particularly

those in pressure vessels.

Defects such as porosity, slag inclusions, lack of fusion, poor penetration, cracks
and undercutting are shown on the film.

Films of radiographic examination provide a permanent record of quality of welds

etc. and must be identified by serial numbers or other location marks. Image quality
indicators are placed on or adjacent to welds.

Radiographs are viewed by a radiologist on a uniformly illuminated diffusing screen.

Training is necessary for the interpretation of film, both with regards to the faults in
the part being examined and misleading marks that sometimes appear on film.

A skilled radiographer is required for the obtaining of photographs.

Exposure times for gamma rays vary with the type of material, its thickness and the
intensity of the rays. X-ray machine voltage and exposure time are also varied to
suit the material and its thickness. Distances between ray source, faults and film are
important for image definition.

Rays are harmful either in a large dose or a series of small ones where the effect is
cumulative.

Monitoring against overdose is necessary with film badges, medical examination

and blood counts.
Direct exposure is avoided by the use of protective barriers but there is a danger
that objects in the ray path will scatter radiation.

1.2.4 Ultrasonic testing

Internal flaw detection by ultrasonic means is in principle similar to radar. The probe
emits high frequency sound waves which are reflected back by any flaws in the
object. Reflect ions are also received back from the opposite surface. The probe is
connected to a cathode ray oscilloscope which shows the results in a simple way.

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.

1.3. Pressure and Tightness Tests

Pressure or tightness tests are required during ship construction and thereafter at
periodical surveys or after repairs when the tightness of the respective section(s)
has to be proved again.
For such tests the methods are different for either ship tanks and/or cargo tanks.

1.3.1 Basic requirements for tanks (except cargo tanks)

All ballast, trim, feed water, freshwater, and heeling tanks as well as oil tanks for
fuel and lubricants, shall be pressure tested by water corresponding to a water
column of 2.5 m above the upper tank level; under certain circumstances a pressure
test with air followed by a later function test with the liquid is allowed.

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.

1.3.2 Pressure test of cargo tank

Pressure/tightness tests of cargo tanks of oil and chemical tankers, cargo tanks on
dry cargo vessels, etc. are to be carried out as follows:
Prior to the vessels launching a tightness test should be carried out by water
pressure in the cargo tanks and cofferdams. This test is to be carried out in such a
way that the cargo tank bulkheads and the cofferdam bulkheads are tested at least
from one side. The test shall be carried out prior to the application of the first
protective coating.

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.

1.3.3 Tightness test of hatch cover

Weather deck hatch covers should be tested for weathertightness.

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.

1.4 Function Tests

Function tests or operation tests should prove by demonstration that the tested
component

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.

1.4.1 Basic requirements

Function tests shall be carried out with the Surveyor of the
Administration attending and the shipbuilder acting according to the following
guidelines:
A definite testing procedure with details of all single tests is to be agreed upon,
containing information on the duties and actions of all persons involved.
All relevant safety valves and/or pressure or temperature or flow control s should be
readjusted and checked in the workshop before field installation and testing.
For reasons of safety the following should be considered and provided:
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means of escape,

good lighting, including emergency lighting,

shipboard electricity in function and backed up, including blackout back-up,

means for fire fighting to be ready,

the persons engaged in testing shall be limited to a minimum number,

the testing director shall be selected and nominated.

1.4.2 Items to be tested

The following should be considered for each function and/or operation test:
Testing of all operational conditions under which the system should prove safe
operationability (such situations may also be simulated ).
Testing of all relevant means of built-in control s, indicators, valves, and
fittings; tightness of respective piping, admissible motor load, etc.
The minimum or maximum data expected; the relevant limits should be
reached and demonstrated.

1.4.3 Hull function tests

Function tests forming part of hull surveys are inter alia:
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anchoring tests

mooring winch tests

hatch cover operation tests

cargo gear load tests

maneuvering tests

bollard pull tests

heeling tank tests

accommodation ladder tests

pilot lift tests

cargo lift tests

cargo ramp tests

cargo door tests

1.5 Inclining Test

For each new building or after each modification of the vessel which influences
stability an inclining test is to be carried out prior to sea trials for the vessels
recommissioning into service. This test is to be carried out with the Surveyor of the
Administration attending and under suitable conditions.

1.5.1 Condition for testing

Tanks should be empty and the vessel more or less in a completed state in
respect of installation work and the equipment installed. Unavoidable tank contents
should be concentrated to a tank with vertical side walls.
The additional weights on board shall not exceed 20% of the lightweight,
provided no other stringent reasons request a higher percentage for additional
weights.
Tanks should be completely filled up to 100%. Should a tank be partly filled,
the free surfaces must be such that they do not change considerably during testing.
Vessels must be free of persons which are not actually carrying out testing
and control measurements.
The vessel should be unlimited in movements, i.e. mooring rape free and no
contact to quay walls.
Cooling water, fire fighting, sanitary, fuel, lube oil systems should be filled up
to operational conditions.
Ditto boiler and cargo cooling or hydraulic systems.

Wind and current should not affect vessel' s free movement during the test.

1.5.2 Testing procedure

The inclination angles should be between 1.5 and 2.0 In any case limits of
1.00 and 2.500 have to be maintained. The inclinations to each side should be
carried out twice. The zero points should be noted in the protocol.
The inclination test is to be calculated by using the hull form data for the
actual waterline (buoyancy with trim correction).
Inclining tests can be omitted for sister vessels of the same type built by the
same shipyard without deviation of building data which could influence stability,
provided the test results of two previously built vessels produce comparable results.
For this the written approval of the owners (and possibly of the Administration) is
required, but a deadweight calculation is to be carried out in the presence of the
Surveyor for the Administration.
If applied for, the inclination test can be omitted with huge tankers and bulk
carriers of a length of above 250 m provided again the ship owner (and possibly the
Administration) approves this in writing and the deadweight calculation is carried
out under the attendance of the Surveyor of the Administration.
For vessels with built-in heeling moments, f.i. with cranes at one side only, also
this moment is to be calculated in connection with the evaluation of the inclining
test.

1.6 Thickness measurements

1.6.1 Anchor cables

Anchor chains are usually measured by using caliper slides.

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.

1.6.2 Thickness measurements of hull scantlings

In general, thickness measurements are made by ultrasonic thickness gauges (see
above 1.2.4).

If carried out professionally and in a representative way, measurements of the

actual thickness of scantlings can generally reveal the actual overall condition of a
vessel with respect to its structural strength.

The scope of the measurements required is determined by the rules of the

classification society based on the type and age of a vessel under survey. The actual
conditions of the structure, verified by visual observations, may request premature
and/or additional measurements.

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.

1.7 Vibration Measurements

Detailed vibration investigations should be made during the design period of a

vessel to predict the vibration levels in accommodation and working spaces and to
avoid damage by excessive accelerations to hull structures and machinery.

For vessels with slow-speed 2-stroke engines an overall vibration examination

should be carried out for hull and superstructure.

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.

Whether other systems as masts, rudder arrangements or shaft-lines are to be

investigated, depends on the individual case.

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.

Classification societies can greatly assist ship-owners or builders with such

calculations which may avoid expensive modifications or structural alterations after
unfavorable seatrials.

Vibration measurements are usually carried out in new-buildings during sea trials.

Occasionally these measurements are not sufficient and have to be repeated in a

fully or partly loaded condition of the vessel and occasionally also under certain
engine operation modes.

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

The recognized Classification Societies have developed systematic hull inspection

programs which ensure that a vessel's structural parts, components and
compartments are duly kept under control by periodical examinations and are
subjected partially or totally to the above described visual inspections, testing and
examination methods.

These survey programmes are:

Periodical Class Renewal procedures after 4 years, with a possible extension to
5 years if satisfactorily subjected to a class extension survey;
Continuous Survey procedures for Hull (CSH) with the renewal survey program
divided into partial inspections of abt. 20% for each year) over a period of 5 years;
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Class Extension Surveys

Dry-docking Surveys at intervals of at least 2.5 years.

All these scheduled inspection systems ensure that a vessels condition is regularly
controlled and properly supervised within the respective survey system.

The respective inspection schemes are as follows:

2.1 Periodical Class Renewal Surveys (also called Special Surveys)

For the Renewal of the Class, the ships hull, machinery including electrical
installations and the automatic/remote control systems are to be subjected to
surveys at the fixed intervals.

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.

2.2 Continuous Survey Hull CSH

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.

The Surveyor may re-inspect compartments or structures are deemed necessary.

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.

2.3 Class Extension Surveys

On Owners' request el ass can be extended by not more than 12 months after
survey of the vessel - at least to the scope of the requirements for an Annual Survey
afloat. Class may be extended only if hull and machinery, including the electrical
plant, are in perfect condition and if, since the bottom was last surveyed, no
incidents occurred resulting in damages expected to have been caused to the
underwater body.

Ships having a character of classification different from 100 A 4 (highest GL class

character) cannot have their class extended.

Dry-docking intervals are to be observed for class extensions.

At a Class Extension Survey the ship is to be inspected, if practicable, when it is not

loaded, so that the hatches, the cargo holds, the tweendeck spaces, the watertight
doors, etc. can be examined; if necessary, tanks will also be examined. In the case
of oil tankers and ships carrying combined cargoes (e.g. OBO-ships) the ballast
tanks located in the cargo area will be subjected to a general condition survey. An
inspection of the machinery, including the electrical plant, is to be made to verify, in
particular, satisfactory operation. Automatic/remote control systems are to be
examined, taking into account records of operation.

2.4 Docking Surveys

Underwater hull inspections at regular intervals shall ensure that the outside and
the steering facility of a ship remain in a satisfactory condition. Such inspections are
also carried out for the control pf the propeller, the shaft-line bearings and seals. In
addition inlet and outlet piping, valves, seachests and sea filters are examined.

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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this survey is not part of a class renewal.

For ships of more than 10 years of age the intervals between dry-docking must not
exceed 2.5 years.