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New construction survey Survey for conversion(recycling) Survey for repair Survey for breaking Survey Types of ship survey Initial survey - A complete inspection of all the items relating to the particular certificate before the ship is put into service to ensure they are in a satisfactory condition and fit for the service for which the ship is intended. Periodical survey - Inspection of the items relating to the particular certificate to ensure that they are in a satisfactory condition and fit for the service for which the ship is intended. Renewal survey - As per periodical survey but leads to the issue of a new certificate. Intermediate survey - Inspection of specified items Annual survey - General inspection of the items relating to the particular certificate to ensure that they have been maintained and remain satisfactory for the service for which the ship is intended. Additional survey - Inspection, either general or partial according to the circumstances, to be made after a repair resulting from casualty investigations or whenever any important repairs or renewals are made. Structure and procedure of new construction survey There are many well established and systematic class societies available which are dealing with these new construction survey. Each of the class societies has got its own rules and regulations regarding the new construction survey

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New construction is highly systematic when compared to survey for conversion ,breaking ,repair etc.. New construction survey is less dangerous and it reqiures less effort (manual or mechanical) when compared to survey for conversion ,breaking ,repair etc.. Survey for ship conversion(Ship recycling) Ship repair General technique of repair 1. Repair by welding 2. Repair by grinding 3. Insertion of new plates Repaired by welding Local defects which cannot be repaired by grinding followed by welding in accordance with the qualified procedure approved by class society concern. Any single welded area not to exceed .125 m2 .the weld preparation should not reduce the thickness of the product below 80%of nominal thickness. Welding is to be completed with one layer of weld bead in excess, which is subsequently to be ground smooth, level with the plane surface. The defects are to be completely removed by grinding. Complete elimination of the defect is to be verified by magnetic particle or D.P test. Guide lines regarding repair Repair are to be carried out by workshop Repair yard or personnel who demonstrate there capability to carry at the hull repair of adequate quality. in accordance with the class society requirement and this standard.

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Repairs are to be carried out under working condition that facilitate sound repair Provisions are to be made for proper accessibility, staging, lighting and ventilation. Welding operation to be carried under shelter from rain snow and wind. Statutory surveys on ships subject to SOLAS, MARPOL and Load Line Hull preparation Hand scraping normal Hand scraping hard Degreasing before preparation works High pressure jetwash (up to 3000 p.s.i.) Water blast Vacuum dry blast Dry blast (Dependent upon world location. Prohibited in some countries) Grit sweep Grit blast to Sa 2 Grit blast to Sa 2.5 Spot blast to Sa 2.5 Hose down with fresh water after dry blast Disc preparation to St2 ON/OFF HIRE SURVEY

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The aim of the On Off-Hire Survey is to determine the current general condition and state of maintenance of all equipment, and thus to establish a baseline survey for the ship condition at the beginning and end of a management period. Most of the ships plying are not directly owned but hired. Ship hiring is the costliest hiring business in the world. But hiring is not tiring with ships. Reasons being that building a ship is a very tedious process, involving large number of items over which the owner may not have any control over. Also ships have generally a long life upto15 or more years and hence it is less likely that it spends all of its life under the same owner. Hence hiring is a very integral part of the shipping industry. When a new ship is built the condition of delivery of the ship are perfectly established No ambiguities arise due to absence of the factor of ageing. But as the ship gets used wear and tear of the materials, machinery etc takes place. Therefore before and after a period of hiring a ship will be surveyed for its present condition to establish the condition of management by the previous owners. Most of the survey items include materials on board which actively participate in everyday working of the ship. PARTIES PRESENT OWNER CHARTERER SUB-CHARTERER

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LOCAL AGENTS OF THE VESSEL NO ROLE FOR THE PORT AUTHORITIES DONE BY A EX SHIP CAPTAIN OR A CHIEF ENGINEER THINGS TO BE SURVEYED CONDITIONS OF HATCHE TANK TOP,SHIP SIDE FRAMES, BRACKETS, PIPES ETC BULKHEADS SHIP SIDE FROM INSIDE (WHEN TUG PUSHES) PAINT WORK ABOVE HATCH COAMING,STAYS RUBBER PACKINGS,HATCH COVER MAIN DECK DECK PLATE CONDITION,GUARD RAIL OR BULWARK FOR TIMBER CARRIERS LOG UPWRIGHT FOR GEARED SHIP CONDITION OF CRANES FORECASTLE CONDITION AFT DECK CONDITION FORWARD OF ACCOMODATION GENERAL MAINTENCE CONDITION BUNKER SURVEY

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CLACULATED AT THE TIME YOU DROP THE OUTWARD LAST SEA PILOT

Repair of corroded and eroded propellers If the penetration of damage is deep, and also if a large proportion of blade is effected ,The damaged part is cut off, and a new part is prepared and welded on. Less serious corrosion and erosion, and thining of blades corrected by building up. Merchant Marine ship repair use the semi-automatic welding method for repairing steel propeller blades. To speed up the work, special tilting jigs are used to position the propeller in the most suitable position(downhand)for welding. For the cast iron propeller blade, electric welding is done with carbon elecrode,using a straight polarity direct-current arc, with preheating the blade to 600-700C or gas welding. Straightening of deformed blades Small deformations are rectified by hammer blows with the wooden plank support. For large deformation, straightening is done in a press or in a simple rig. Using a template to check the shape of the blade. After straightening the blades are annealed at 850-900C. Repair of propellers in the presence of cracks Open cracks in blades are prepared for welding by profiling the edge of the cracks to a V- or an X-profile, depending on the thickness of the blade.

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Closed cracks are fully excavated and a slot for the weld metal is made. Repair of propellers for the fractured blades When a blade is fractured, the repairing process consists of the following principal-operations : Preparation of the fractured region; manufacture of the missing portion of the blade; fitting the new piece to the old blade, with for the welding; the necessary edge preparation

When a blade is fractured, the repairing process consists of the following principal-operations : Preparation of the fractured region; manufacture of the missing portion of the blade; fitting the new piece to the old blade, with for the welding; Repair of stern gear SHAFTS Situations demanding repair: Wear and damage Corrosion Bending and fracture of shafts Cracks (due to local stress concentration, thermal stresses, low quality material) Flexure of shafts Repair of bent shafts the necessary edge preparation

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For slight flexure machining and/or straightening can be done. For more flexure , local heating of the shaft up to 900-1000 degree c is recommended with subsequent machining of journals and flanges. Shafts may also be straightened by hammering or local heating only. STERN TUBE Untill recently, the vessel had to be dry docked for dealing with oil leakage or other problems associated with faulty stern tube seals. Now it is possible to perform this underwater using MOBDOCK (mobile mini dry dock). A dry space is created by mechanical means within the mob dock, and ambient pressure is maintained . The repair can be done when the vessel is still in operation in ports. This process is approved by all major classification societies. Welding is done if the local corrosion or pits is less than 50 % and length and width is not greater than 10 % of tube diameter. Due to heating effect, welding is restricted because water tightness between hull and stern tube will be impaired.

WARRANTY SURVEY Context of Warranty Survey Present Context Unique floating vessels for exploration and production development Massive platform transportation operations

Variety of platforms

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Innovation in design New risks in insurance market Relevance of Warranty Survey development of procedures, standards and practices by which cover could be obtained for the risks the owners of the assets often required expert assistance on how to carry out some contemplated activity or operation warranty survey companies have developed their expertise and services to assist in all these areas What is a Warranty ? stipulations in an insurance policy with which an assured must comply in order to maintain the validity of the policy Warranty is the same as a condition on any other type of insurance policy Areas of Warranty survey Mobile offshore drilling rigs moving, positioning and approval Mooring design and approval for floating production units Towage approval of all types of vessels and structures Barge and tug evaluations and approvals Motion response analysis and approval for floating structures Approval of seafastenings Approval of analysis of sub sea pipelines and associated structures TYPICAL SURVEYS TOWAGE APPROVAL SURVEY

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POST CASUALITY TOWAGE Design for ship repair and survey Role of surveyors Conduct surveys throughout the ship's life (building new ship, annual survey, interim survey, special survey) to ensure standards are maintained; Perform inspections required by domestic statutes and international conventions byIMO. Witness tests and operation of emergency and safety machinery and equipment; Measure ships for tonnage and survey them for load line assignment; Attend court as an expert witness and assist in coroner's inquiries; Investigate marine accidents. Design for survey means a design which is made so as to simplify surveying and to minimize the room for errors while surveying there by providing safer working conditions . A good design should suffer minimum operational damage and should be easier to repair. This is achieved by proper planning

Use of high quality materials High standards in production Use of standardized products and standardized production methodologies FOR EXAMPLE IN TANKS 1. Height of DB tanks

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2. Depth of under deck transverse webs (tankers), difficult to raft and do a close up inspection of the under decks. Some ships now have those webs on main deck. There are SOLAS regulations which require ship structures to be surveyable for close-up inspection (within arms reach) SOLUTION ship's tanks should have stiffeners/longitudinals which should have ladders/handrails, which can also be used to walk through them and inspect the adjoining areas. hatch covers Loss of weather tight integrity continues to be a constant factor leading to cargo damage which could result in a threat to the safety of the crew, the ship and its cargoes, despite advances in modern shipbuilding technology, construction, navigation and means of preventing ingress of water into hold spaces Although condensation can cause water to collect in holds, it is the problem of water entering into cargo holds through the hold openings as a result of badly maintained or damaged closing arrangements that this paper addresses to reduce leakages of hatch covers The Classification Society Rule requirements for the construction and inspection of hatch covers, cannot, alone, ensure that the hatch covers will be adequate at all times; improvement in the performance of hatch covers can be achieved only through an effort by all parties concerned, which will involve: 1. owners, masters and crew in effective maintenance; 2.feed back to the manufacturers and Classification Societies for improvement in original design specifications 3. close and detailed inspections by Classification Society Surveyors

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4.Since most problems occur at the peripheral and cross-joint gaskets, very strict control of the condition of the components involved must be applied. 5.All securing devices should be checked and tightened by the crew as appropriate especially in case where their ships may be subjected to unusually rough seas. ESTIMATES IN SHIP REPAIR Ship Repair Supply chain Management The ship repair supply chain is a dynamic environment that consists of collaborating companies, each one is specialized in a certain set of manufacturing activities. All these activities are interrelated and that are extremely complex to manage since the highest portion of the work is discovered during the actual repair work leaving very limited time to react and take decisions. In addition, the time to perform the repair of the ship is also constrained, since ships out of operation cause the loss of significant profits from the maritime companies. Thus a web based software framework has been developed that enables the electronic collaboration among the companies that are working jointly for the repair of a ship. The shipyard where the ship owners like to send their ships for repairs primarily depends on the overall cost of repairs they are likely to incur. Ship repair costs are generally evaluated in terms of total expenses directly and indirectly in deciding the yard for ship repair. The factors that affect cost are: Revenue Loss. This is the charter income loss while the ship is undergoing repair in the dry dock. Operational Expenses. During repairs the ship does not earn but has to continue to bear operational expenses like crew wages,

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etc. Docking Expenses. This is one of the most expensive part of any ship repair activity. Hence, the ship owner and the shiprepair yard emphasis on keeping the ship in dock for the least number of days. Mobilization of Ship. The ship is towed/sailed to the ship repair yard from its last unloading port. This has operational expenses whereas the revenue part is totally absent. De-mobilization of Ship. The ship sails from the repair yard to the loading port. Once again operational expenses are incurred without earning revenue. INDUSTRIAL SURVEY Industrial Inspection and Survey is done in various onshore industries and other structures by agencies authorized by the government designated by involved parties. In Industrial survey, Class inspects a variety of Codes and Standards, including Directives and the ASME Code. Class also qualifies welders and weld procedures. The inspection of boilers and pressure systems is a core service. Materials, fabrications, mechanical equipment, electrical equipment, containers and lifting appliances are also inspected. Need OF INDUSTRIAL SURVEY To remain competitive in the marketplace and maintain customer confidence, companies need to ensure that their products meet the highest of standards. Inspection and survey on behalf of administrations

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Inspections on behalf of purchaser Inspection for purchase contracts Applicable industries Marine Oil and Gas Textile Manufacturing Healthcare and medical Machinery Nuclear International Regulations & standards PD 5500 or national equivalent American Society of Mechanical Engineers (ASME) code National Board Inspection Code (NBIC) Pressure Equipment Directive (PED) Indian Boiler Regulations (IBR) Role of Classification Society It is the responsibility of the Owners to ensure that all surveys necessary for the maintenance of class are carried out at the proper time and in accordance with the instructions of the Committee. Works to enhance safety and to approve assets and systems at sea, on land and in the air.

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Class upholds and applies high technical standards of design, manufacture, construction, maintenance, operation and performance across many sectors to the benefit of many businesses. ClassNK uses the term regular to describe Ship Survey and secondary to describe industrial survey RISK AND RELIABILITY Technical Activities Structural reliability of machinery foundations and structures Inspections and maintenance for the assessment of aged machinery and systems integrity Methods of assessing the ultimate strength of steel structures Preventive maintenance of generators Life assessment of machinery Analytical methods on combustion characteristics of industrial fuel oils and wear of lubricating surfaces of diesel engines Reliability-based evaluation Strength of welded pipe joints Corrosion of structural members like pillars, columns, portal frames JTP AND JBP JTP : Joint Tanker Project LRS, ABS & DNV Complete Set of Structural Rules for Double Hull Oil Tankers Length greater than or equal to 150m JBP : Joint Bulker Project

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- BV, CCS, GL, KR, NK, RINA & RS - Complete set of Structural Rules for double hull Bulk Carriers - Length greater than or equal to 90m - By employing the combined experience and resources of the American Bureau of Shipping (ABS), Lloyd's Register (LR) and Det Norske Veritas (DNV) to develop a single common standard, competition between class societies with regard to structural requirements will be eliminated. - This will benefit the industry by affording greater transparency to the technical background of the rules, and reducing costs with only one set rules to apply. Current rules based on empirical relations (most of them)

- There is a need for more easily understood and based on clearly identifiable scientific principles. Visible Effects of the new Rules Transparency Net scantlings Explicit renewal thickness Direct calculations harmonised The two projects started at different points and have followed different paths but IACS has recognized that the two projects must deliver a harmonized approach to the fundamental assumptions of hull design, particularly since the approach will also provide the foundation for possible future projects to establish common structural rules for other ships types such as containerships. Short-term Hull Girder Wave Shear

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Hull Girder Ultimate Strength Prescriptive Buckling Finite element analysis procedures Coating and Corrosion additions Long-term Wave loads Fatigue Finite element analysis Buckling Motivations for developing CSR Avoid competition between Class Societies on safety standards Common and co-ordinated efforts towards improving safety of ships Need to show compliance of Rules to IMO Goals To eliminate empirical relations More items included e.g. Fatigue, seakeeping etc. The principal load elements adopted in the new Rules The new tanker Rules apply a dynamic loading approach to the establishment of requirements. A definition of the loads will be included to provide a clear explanation to the user about the origin of the loads and what the loads represent. The dynamic loads cover both normal service loads and more extreme hull girder loads for ultimate strength in the intact condition. The Rules also include a Hull Girder Ultimate Limit State assessment procedure.

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Rescue and salvage operation Marine salvage is the process of rescuing a ship, its cargo and sometimes the crew from peril. Salvage encompasses rescue towing, refloating a grounded ship or patching or repairing a ship. Today the protection of the environment from cargoes such as oil is often considered a higher priority than saving the ship or cargo. Salvors" are seamen and engineers who carry out salvage to vessels that are not owned by themselves. Purpose prevent pollution or damage to the marine environment or to clear a channel for navigation. Safety of life . Valuable parts of the vessel or its cargo may be recovered for its resale value, or for scrap Re-floating a vessel from a stranding. Rescue towing of an incapacitated vessel to a safe haven. There are two types of salvage contract salvage pure salvage Contract salvage occurs when a contract is made prior to commencement of salvage operations, the amount of compensation is fixed and the salvor is paid regardless of whether the salvage is successful or not When a ship or boat has been rescued or salvaged without prior agreement between the owner and salvor or an agreement is made but not for a fixed amount, this is known as pure salvage

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In this case the salvor can legally claim recompense or a salvage claim. It is also pure salvage when the ship's master signs an open form salvage agreement with no fixed compensation Governing body for salvage operation International Salvage Union (ISU) The International Salvage Union (ISU) is an association representing the interests of 55 salvors worldwide. Membership of the ISU is restricted to those companies with a record of successful salvage and pollution prevention. Members are required to have the high level of expertise expected of the professional salvor. Situations requiring Salvage Fire/Explosion Collision Grounding Breakdowns Pollution Control Rapid Response Wreck Removal Information required for salvors vessel plans; cargo manifest, including hazardous cargo list; towage plan and nature/position of dangerous goods on board; position and quantity of remaining bunkers on board; general casualty information relating to position, damage and condition of the vessel; and

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any emergency towing procedures adopted by the Organization. SHIP REPAIR CATEGORIES OF SHIP REPAIR 1. Voyage repair 2. Routine docking 3. Damage repair 4. Conversion Activities of ship repair Cleaning and painting. Underwater cleaning, fittings. Steelwork. Replacement of corroded or damaged material. Machinery overhauls and repairs. On deck equipment. Miscellaneous work Accommodation and other systems. Ship repair vs. Ship production Ship Building design driven known workload limited changes standard tasks

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fixed price Labour 20 % Material 60 % Ship Repair existing condition unknown workload emergent work few standards variable price Labour 60 % Material 20 % MANAGEMENT OF SHIP REPAIR Contract preparation Fundamental project task Ship zone breakdown Scheduling Develop master plan Develop work orders Sequencing Executing Updating Categories of Ship Zones

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Hull work ( structural) Outfit Electrical Painting Strip out ( access areas) Scheduling Dependent on critical path comprising of work items that take longest time. Proposed arrival and departure dates Expected dock time Estimate man hours Estimate initial task Sequencing On board work by ship zone Sequence areas to minimize traffic and enhance flow of men and materials Consolidate like-work , saves time, more productive. Sequence work in logical order, starting from rip out & uncover to hot work, outfit, fixtures, and cleanup. PERIODICAL SURVEYS ANNUAL SURVEYS INTERMEDIATE SURVEYS DOCKING SURVEYS IN-WATER SURVEY

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SPECIAL SURVEY

DAMAGE SURVEY ANNUAL SURVEY All Ships are required to be surveyed at intervals of approximately one year. They are when practicable, held concurrently with statutory annual or other load line surveys. The surveyor is to examine the condition of all closing appliances covered by the conditions of assignment of minimum freeboard, the freeboard marks, and auxiliary steering gear particularly rod and chain gear. Watertight doors and other penetrations of watertight bulkheads are also examined and the structural fire protection verified. The general condition of the vessel is also assessed and anchors and cables are inspected where possible at these surveys. Dry bulk cargo ships are subject to an inspection of a forward and after cargo hold. INTERMEDIATE SURVEYS Instead of the second and third annual survey after building a special survey or an intermediate survey can be undertaken. In addition to the requirements for annual survey particular attention should be paid to cargo holds in Vessels over 15 years of age The operating system of tankers Chemical tankers LNG carriers.

DOCKING SURVEYS Ships are subject to be examined in the dry dock at intervals not exceeding 2.5 years.

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Particular attention is paid to Shell plating Stern frame and rudder External and through hull fittings

All parts of the hull particularly liable to corrosion and chaffing Any unfairness of the bottom. IN-WATER SURVEY The Society may accept in-water surveys in lieu of any one of the two dockings required in a five year period. Provides the information usually obtained for the docking survey Generally consideration is only given to an in-water survey where a suitable high resistance paint has been applied to the underwater hull . SPECIAL SURVEY Done at five yearly intervals, the first five years from the date of build or the date of special survey for classification and thereafter five years from the date of the previous survey. Special survey hull requirements are divided into four ship age groups as follows: Special survey of ships 5 Years old Special survey of ships 10 Years old Special survey of ships 15Years old Special survey of ships 20Years old and at every special survey thereafter. Damage Surveys

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When a vessel requires repairs to damaged equipment or the hull it is necessary for the work to be carried out to the satisfaction of the Society surveyors. In order that the ship retains its class, approval of the repairs undertaken must be obtained from the surveyors either at the time of repair or at the earliest opportunity. Damage surveys on hull, machinery, equipment and permanent fittings on classed or nonclassed ships are done at the request of ship owners

This service includes survey of damage: To establish nature, extent and cause of damage Recommendation of repairs Supervision and certification of repair done

Control Stucture

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The difference between a Class Survey and a Statutory Survey Class Survey On behalf of a Society Classification requires valid convention certificates

Statutory Survey On behalf of a flag administration . Exclusive Surveyor An exclusive surveyor is a person solely employed by an IACS Member Society,

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who is duly qualified, trained and authorized to execute all duties and activities incumbent upon his employer, within his level of work responsibility. Such an exclusive surveyor is not per- mitted to undertake other employment. An exclusive surveyor of one IACS Member Society may also be regarded as an exclusive surveyor to another IACS Member Society in those cases where the relevant Member Societies have agreed to share survey resources. A secondment surveyor from a non-IACS organization may be regarded as an exclusive surveyor to an IACS Member Society subject to the basis of a long term secondment contract from the non-IACS organization to the IACS Member Society. Non-Exclusive Surveyor A non-exclusive surveyor is a person who enters into an agreement with a Society to act on its behalf and who is also free to work on behalf of other organizations. The suitability of the non-exclusive surveyor is to be determined before engagement, by direct assessment by a suitably qualified senior exclusive surveyor Surveys by non-exclusive surveyors may be subject to a subsequent confirmatory survey being carried out by an exclusive surveyor. A comprehensive list of non-exclusive surveyors is to be maintained centrally, while a list of verification dates is to be maintained by the controlling exclusive office.