FLUX

The flux should be sufficiently active to

decompose oxides without corrosion damage to
the metal.
It should be economical to use and remove
from the joint after welding.
It should be effective for the time and
temperature range used for welding.
It should have a lower fluidity than the filler.
A water-cooled non-consumable tungsten electrode shielded by inert gas is used
in
a manual or mechanised process. A high frequency discharge or current surge is
used to ignite the arc as striking the arc may contaminate the expensive
electrode.
Filler material, which could be waste pieces of the material being welded, may be
added to the weld pool for thicker plates. An AC is preferred over DC as it
(i) Stabilises the arc
(ii) Prevents overheating
Argon is normally used as the shielding gas for aluminium and steel welding
while nitrogen or helium is used for copper welding. A ceramic disc directs the
gas in a swirling flow, thus forming a shroud around the area. The process is
normally used to weld thin sheets less than 6 mm. It is a clean process as the
absence of flux results in no formation of slag or contaminating residue. This is
beneficial if multi- pass runs have to be made. A skilled welder is required and
high quality welds for stainless steels, nickel steels and aluminium alloys can be
obtained.

This process too may be manual or automatic, the difference being that the
electrode is consumable, being wound on a reel and fed at a constant rate
through powered wire feed rollers, The torch is special, containing the power
cable, a contact tube for the wire electrode and a nozzle at the end to direct the
gas shield The inert gas is contained in cylinders under pressure and piped to the
torch. It may be CO2 (for mild steel), argon for non-ferrous metals, and a C02-02argon mixture for high strength, corrosion resistant ferrous alloys.
The arc length is controlled by the power source which has variable inductance in
the circuit to prevent current surges. The operator has thus to only concentrate
on weld deposit. In the automatic process powdered flux may be added to the
gas and the electrode wire magnetised, so that the flux clings to it as it enters the
weld Pool )
This method is suitable for thin plates in the down hand position with bare wire
electrodes upto 1.6 mm diameter. For welding in the overhead and vertical
positions a pulsed arc or dip transfer method is used. In this method, as the wire
is continuously fed, the arc first is established, the electrode then comes into
contact with the plate, the tip melts, gets detached and deposited as a drop on
the plate after which the arc re-establishes itself and the process repeats. For
thick plates a higher current is used with which a fine spray transfer of the
electrode across the arc is achieved with deep penetration.
This method is continuous, gives a good quality weld with no need of finishing
and the equipment is portable and suitable for open air work.

Thermit Welding

a method of welding in which thermite, a mixture of powdered

aluminum or magnesium and iron scale, is used to heat the metal.
If aluminum-based thermite is used, the parts being joined are placed
in a refractory mold and heated, and a thermite melt, which is ignited
by an electric arc or a primer, is poured over the area to be welded.
As the molten iron becomes alloyed with the base metal, it forms a
durable joint. Welding with aluminum-based thermite is used to join
steel and cast iron partsfor example, for welding rails or pipes,
filling weld cracks, or fusing surfaces during repair work. Magnesiumbased thermite is used primarily to join telephone and telegraph lines
and the strands of cables. A cylindrical thermite charge is prepared,
with an axial channel for the wire and a recess in the end plate for the
primer. The ends of the wire to be welded are inserted in the charge,
after which the charge is ignited and the wire is clinched. Magnesiumbased thermite can also be used to weld small-diameter pipes.

Butt welds

Butt welds are welds where two pieces of metal are to be joined are
in the same plane.[1] These types of welds require only some
preparation and are used with thin sheet metals that can be welded
with a single pass.[2] Common issues that can weaken a butt weld
are the entrapment of slag, excessive porosity, or cracking. For

strong welds, the goal is to use the least amount of welding material
possible. Butt welds are prevalent in automated welding processes,
such as submerged-arc welding, due to their relative ease of
preparation.[3] When metals are welded without human guidance,
there is no operator to make adjustments for non-ideal joint
preparation. Because of this necessity, butt welds can be utilized for
their simplistic design to be fed through automated welding machines
efficiently.

Lap welding

Lap welding made by tilting the plates to be welded,So that the weld
is flat.the electrode should point to the centre of the "V" at 45 degrees
to the plate and 60 degrss to the line of weld.The correct correct
penatration can be obtained can be obtained in the lower plate which
has greater mas by causing the slight weave to hesitate slightly on
this plate. Welds should be then made with the plates flat and metal
controlled so as to get a bead of good section .A wedge inserted to
the lower plate, which will enable the joint to be broken open for
inspection.When a uniform regular bead can be obtained,specimens
can be prepared, these welds are 30% stronger than the same length
of normal weldings.
Fillet welding
Fillet welding refers to the process of joining two pieces of metal
together whether they be perpendicular or at an angle. These welds
are commonly referred to as Tee joints which are two pieces of metal
perpendicular to each other or Lap joints which are two pieces of
metal that overlap and are welded at the edges. The weld is
aesthetically triangular in shape and may have a concave, flat or
convex surface depending on the welders technique. Welders use
fillet welds when connecting flanges to pipes, welding cross sections
of infrastructure, and when fastening metal by bolts isn't strong
enough

Automatic welding

Automatic welding is also called robotic welding. The advancements

in technology have allowed robots to take over skilled trade positions
in manufacturing facilities all around the world. When a product that
has been riding along an assembly line comes to a halt in between
welding robots, the robots begin automatic welding sequences which
have been programed into a control system. The benefit in automatic
welding is a perfect weld every time without human error.

Flux: The electrode, a coated rod or wire, the base metal (s)

and the heating action itself react chemically with the oxygen
and nitrogen in the air. During the process the metal must be
protected from these reactions so the strength and integrity of
the welded joint can be assured. Therefore, the stick or wire
electrode and the flux it provides, cover the arc and the molten
pool with a protective shield of gas and vapor. "Shielding the
arc" is the term most often used.
With welding rods and wire electrodes the "flux" is applied in the

factory. The flux has several functions:

It helps to clean the metals surfaces.
It helps to join the filler metals to the base metals.
It provides a protective barrier against igniting.
It helps with heat transfer from heat source to metal surface and
it helps in the removal of surface metal wastes.
It also helps the deposits of metal from the electrode.

Distortion
Shipbuilders may consider the main problem with welding is
the resultant distortion that occurs. Any process that uses a
localised heat source, such as welding, is likely to result in
some distortion. However, distortion can be minimised in
welds that use low heat input and avoid excessive weld bead
sizes. Using jigs and fixtures or pre-setting the components
to offset the eventual distortion can also help. Most
distortion is corrected after welding using localized flame
spot heating to restore the required dimensions.
Distortion associated with welds may cause problems for the
ship design strength and stiffness, and for the appearance of
the finished vessel, and preventing and remedying distortion
can be a major cost of shipbuilding. Despite it being a major
subject in itself, distortion is associated with even the best
welds and is not a weld quality issue as such, so will only be
touched on briefly in this paper.

Weld procedure qualification testing

The NDT used on the test weld includes visual examination,
a surface flaw detection method such as dye penetrant or
magnetic particle (MPI) testing, and for butt welds, a method
to detect buried flaws, usually radiography or ultrasonic
testing. The standard mechanical tests for qualification of a
test weld piece are:
Macro and hardness test to show the weld shape, and the
maximum hardness of the weld and heat affected zone
(HAZ).
Cross-weld tensile test to demonstrate that the weld is
overmatching to the parent metal.
Guided bend tests; face bend and root bend, or two side
bends (depending on material thickness), to demonstrate

the weld ductility, and to open any flaws present for

detection, shown in Figure 1.
All-weld metal round tensile to test the weld metal strength.
ABS also requires fillet weld fracture tests for WPS
qualification.
Sometimes Charpy vee notch tests are carried out, notched
in weld metal, HAZ fusion line, and HAZ+2mm, HAZ +5mm,
to determine the impact toughness of different regions of the
weld and HAZ. Charpy tests are carried out at a temperature
dependant on the grade of steel being used, e.g. -10C for
Grade D and -40C for Grade E [ABS 1997]. The required
impact energy is stated, usually between 27J and 47J at the
given temperature.

LOCALISED CORROSION
3.1 GALVANIC CORROSION
This can occur when two different metals are placed in contact with each
other and is caused by the greater willingness of one to give up electrons
than the other. Three special features of this mechanism need to operate
for corrosion to occur:
The metals need to be in contact electrically
One metal needs to be significantly better at giving up electrons
than the other
An additional path for ion and electron movement is necessary.
Prevention of this problem is based on ensuring that one or more of the
three features do not exist.

Break the electrical contact using plastic insulators or coatings

between the
metals.

Select metals close together in the galvanic series.

Prevent ion movement by coating the junction with an impermeable

material, or
ensure environment is dry and liquids cannot be trapped.
PITTING CORROSION
Pitting corrosion occurs in materials that have a protective film such as a
corrosion product or when a coating breaks down. The exposed metal
gives up electrons easily and the reaction initiates tiny pits with localised
chemistry supporting rapid attack.
Control can be ensured by:

Selecting a resistant material

Ensuring a high enough flow velocity of fluids in contact with the

material or
frequent washing

Control of the chemistry of fluids and use of inhibitors

Use of a protective coating

Maintaining the materials own protective film.

Note: Pits can be crack initiators in stressed components or those with

residual stresses resulting from forming operations. This can lead to stress
corrosion cracking.
SELECTIVE ATTACK
This occurs in alloys such as brass when one component or phase is more
susceptible to attack than another and corrodes preferentially leaving a
porous material that crumbles.
It is best avoided by selection of a resistant material but other means can
be effective such as:

Coating the material

Reducing the aggressiveness of the environment

Use of cathodic protection

STRAY CURRENT CORROSION

When a direct current flows through an unintended path and the flow of
electrons supports corrosion. This can occur in soils and flowing or
stationary fluids.
The most effective remedies involve controlling the current by:
Insulating the structure to be protected or the source of current
Earthing sources and/or the structure to be protected.
Applying cathodic protection
Using sacrificial targets.
MICROBIAL CORROSION
This general class covers the degradation of materials by bacteria, moulds
and fungi or their by-products.
It can occur by a range of actions such as:

Attack of the metal or protective coating by acid by-products,

sulphur, hydrogen
Sulphide or ammonia

Direct interaction between the microbes and metal which sustains

attack.

Prevention can be achieved by:

Selection of resistant materials

Frequent cleaning

Control of chemistry of surrounding media and removal of nutrients

Use of biocides

Cathodic protection.

INTERGRANULAR CORROSION
This is preferential attack of the grain boundaries of the crystals that form the
metal. It is caused by the physical and chemical differences between the centers
and edges of the grain.
It can be avoided by:

Selection of stabilised materials

Control of heat treatments and processing to avoid susceptible

temperature range.

CONCENTRATION CELL CORROSION (CREVICE)

If two areas of a component in close proximity differ in the amount of
reactive constituent available, the reaction in one of the areas is speeded
up. An example of this is crevice corrosion which occurs when oxygen
cannot penetrate a crevice and a differential aeration cell is set up.
Corrosion occurs rapidly in the area with less oxygen.
The potential for crevice corrosion can be reduced by:

Avoiding sharp corners and designing out stagnant areas

Use of sealants

Use welds instead of bolts or rivets

Selection of resistant materials

THERMOGALVANIC CORROSION
Temperature changes can alter the corrosion rate of a material and a good
rule of thumb is that 10oC rise doubles the corrosion rate. If one part of

component is hotter than another the difference in the corrosion rate is

accentuated by the thermal gradient and local attack occurs in a zone
between the maximum and minimum temperatures.
The best method of prevention is to design out the thermal gradient or
supply a coolant to even out the difference

CORROSION CAUSED BY COMBINED ACTION

This is corrosion accelerated by the action of fluid flow
sometimes with the added pressure of abrasive particles in the
stream. The protective layers and corrosion products of the
metal are continually removed exposing fresh
metal to corrosion.
Prevention can be achieved by:

Reducing the flow rate and turbulence

Use of replaceable or robust linings in susceptible areas

Avoiding sudden changes of direction

Streamlining or avoiding obstructions to the flow

CORROSION FATIGUE
The combined action of cyclic stresses and a corrosive environment
reduce the life of components below that expected by the action of fatigue
alone.
This can be reduced or prevented by;

Coating the material

Good design that reduces stress concentration

Avoiding sudden changes of section

Removing or isolating sources of cyclic stress

FRETTING CORROSION
Relative motion between two surfaces in contact by a stick-slip action
causing breakdown of protective films or welding of the contact areas
allowing other corrosion mechanisms to operate.
Prevention is possible by:

Designing out vibrations

Lubrication of metal surfaces

Increasing the load between the surfaces to stop the motion

Surface treatments to reduce wear and increase friction coefficient.

STRESS CORROSION CRACKING

The combined action of a static tensile stress and corrosion which forms
cracks and eventually catastrophic failure of the component. This is
specific to a metal material paired with a specific environment.
Prevention can be achieved by:

Reducing the overall stress level and designing out stress

concentrations

Selection of a suitable material not susceptible to the environment

Design to minimise thermal and residual stresses

Developing compressive stresses in the surface the material

Use of a suitable protective coating

HYDROGEN DAMAGE
A surprising fact is that hydrogen atoms are very small and hydrogen ions
even smaller and can penetrate most metals.
Hydrogen, by various mechanisms, embrittles a metal especially in areas of
high hardness causing blistering or cracking especially in the presence of
tensile stresses.
This problem can be prevented by:

Using a resistant or hydrogen free material

Avoiding sources of hydrogen such as cathodic protection, pickling
processes
and certain welding processes
Removal of hydrogen in the metal by baking.

Dry
or Chemical Corrosion.
This type of corrosion is due to the attack on the metal surfaces by the

atmospheric gases such as Oxygen, Hydrogen Sulphide, Nitrogen, etc.

There are Three main types of Dry Corrosion

Oxidation Corrosion:- a) Stable Oxide Layer
b) Unstable Oxide
Layer
c) Volatile Oxide Layer
d) Protective or nonprotective oxide layer

Corrosion by Hydrogen:Liquid metal corrosion

Cathodic
Action (Electrolytic
Corrosion)

When two dissimilar metals (Electrodes) are placed

close together in a liquid (Electrolyte) of suitable
chemical composition, there occurs a flow of electrons
from one pole to the other. The loss of electrons by the
donor metal (anode) results in a gradual wastage of the
metal, which over a period of time could be quite
excessive.
Metals which corrode rapidly In the above manner are
known as Anodic or Ignoble metal and those which resist
corrosion are termed as cathodic or noble metal.
A similar process occurs on underwater areas of
the ship's structure when dissimilar metals are located
close to one another and immersed in seawater e.g.
noble metal bronze propeller and Ignoble metal steel
hull. The later being anodic would corrode.
The underwater areas most likely to be affected by this
process are:Stern - Bronze propeller and steel hull.
Sea Chest - Brass fittings and steel casings.
Other places on shipside having substantial difference in
their
anti- corrosive treatment.

Bi-metallic corrosion: This occurs on exposed deck

and superstructure. When two dissimilar metals are joined

together and seawater drops collect between them. Similar
process occurs as mentioned in cathodic action causing
corrosion of one metal. Common examples are brass plates
fixed on bulkheads, aluminium superstructure connected to
steel decks.

SACRIFICIAL ANODES.

These are blocks of relatively pure metal, normally zinc,

aluminum or magnesium. Certain, alloys may be added to
increase the life of, the metal and make it more economical.
These alloys, of ignoble potential are attached to the ship's hull
where corrosion, is likely to occur. Since the flow, of electrons is
from these alloys to the ship's hull they are eventually consumed
while the ships hull is protected.

Good bonding is necessary as vibration of the hull could loosen

the anode and impede the current flow.
Magnesium anode cannot be used, internally in 0il tanks as they
may cause a spark if they become detached and fall or are
struck against.
Anodes should be periodically inspected for contact damage and
wear down. A few spares should be kept on board for
replacement if possible.
Anodes are checked in drydock and replaced as necessary

ADVANTAGES:
No costly capital outlay for power equipment.
Installation is simple requiring no skilled labour.
Power cannot be supplied in the wrong direction.
DISADVANTAGES.
Unsuitable for large ships because of extra turbulence.
Extra weight resulting in reduced deadweight.

Corrosion is defined as the gradual destruction or deterioration

of metals or alloys to its basic state.
It is a destructive attack on metals, through chemical and
electro-chemical reactions with the surroundings. It is an
electrochemical reaction, where the metal or metal-alloy
combines with oxygen, or other oxidizing agents to less energyrich stable compositions.

EROSION

While corrosion is destruction of a metal by chemical or electro-chemical

reaction, erosion is destruction of a material by mechanical process. The
wearing away of material is caused by the abrasive action of liquid or gas

which usually occurs in pipelines etc. where the flow of liquid together with
particles in suspension, causes erosion of the pipeline.
Air bubbles entrapped in the flow of water and striking a metal surface
could erode away any protective film that may be present on the metal.
The eroded surface becomes anodic to the surrounding surface and
corrosion occurs leading to further destruction of the material.
Cavitation damage is also associated with rapidly flowing liquid. At certain
regions In the flow of liquid where there is contraction In the flow stream, a
velocity increase would occur leading to a drop In pressure. Cavities of
partial vacuum are formed. When the pressure Increases the cavities
collapse releasing considerable energy and if it occurs adjacent to a metal,
surface damage results.
Metal damaged mentioned above is thought to be predominantly due to the
affects of mechanical damage. However it is also considered that electrochemical action may play a part in the damage after the Initial erosion.

Cavitation is the formation of gas bubbles of a flowing liquid in a region

where the pressure of the liquid falls below its vapor pressure. Cavitation is
usually divided into two classes of behavior: inertial (or transient) cavitation, and
noninertial cavitation. Inertial cavitation is the process where a void or bubble in a
liquid rapidly collapses, producing a shock wave. Such cavitation often occurs in
control valves, pumps, propellers, impellers, the strike of a mantis shrimp and in
the vascular tissues of plants. Noninertial cavitation is the process in which a
bubble in a fluid is forced to oscillate in size or shape due to some form of energy
input, such as an acoustic field. Such cavitation is often employed in ultrasonic
cleaning baths and can also be observed in pumps, propellers, etc.

SURVEYS

On February 3, 2000, International

Harmonized Survey System for Ships

On February 3, 2000, International Maritime Organization (IMO) adopted a

harmonised survey system for ships, in order to alleviate the problems
caused by survey dates and intervals between surveys which do not coincide,
covering international shipping regulations including the codes and
conventions of these following institutions:
International Convention for the Safety of Life at Sea (SOLAS), 1974
The International Convention on Load Lines (LL), 1966

The International Convention for the Prevention of Pollution from Ships, 1973,
as modified by the Protocol of 1978 relating thereto -MARPOL 73/78
The International Code for the Construction and Equipment of Ships Carrying
Dangerous Chemicals in Bulk (IBC Code)
Code for the Construction and Equipment of Ships Carrying Dangerous
Chemicals in Bulk (BCH Code)
Code for the Construction and Equipment of Ships Carrying Liquefied Gases in
Bulk (IGC Code).
Features A standard interval of one year between harmonized
surveys for ships which could be based on any of the followings:
Initial survey A complete inspection of all the items
concerning the particular certificate before the ship is put into
service to make sure they possess satisfactory conditions and
are capable of carry out the service for which the ship is
intended
Periodical survey An official examination of the items relating
to the particular certificate to ensure that they are meeting
the requirements and are fit for the intended services
Renewal survey As similar as the periodical survey but
consequently results in issuing a new certificate
Intermediate survey Inspection of specified items
Annual survey General reviewing of the items concerned to
the particular certificate to ascertain the fact that they have
been observed maintained and remained fit for the service for
which the ship is designated.
Additional survey General or partial Inspection, according to the
circumstances, made after a repair resulting from casualty probes or
whenever there is an important repair or renewal made.

A maximum period of validity of one year for all passenger ship

certificates and five years for cargo ship certificates respectively

3) Three months extension for cargo ship certificates on the

harmonized survey system for ships and one month for short voyages.
When the duration of a particular certificate is extended, the period of
validity of new certificate begins from the expiry date of last
certificate.

At least two inspections are required to be executed of the ships

bottom in a five year period; maximum interval between the
inspections has also been set at not more than thirty six months.

5) A substantive harmonized system for merchant marine which

credits a combined cargo ship safety certificate to replace existing

safety equipment, safety construction and safety radio certificates

6) No more unscheduled inspections for harmonized system of

classification for ships, while annual surveys have been made
mandatory.

Purpose

Surveys, made in accordance with the harmonized survey system for

ships, are purported to harmonize intervals between surveys of all
legitimate certificates issued to all marine vessels.

The harmonized system is presumed to facilitate all the troubles of

periods between surveys so that any ship would not have to worry
about going into the process of a survey schedule required by one
convention right after having gone through the same thing concerned
in connection with another instrument.

The Harmonized system of classification for ships is related to several

certificates, depending upon the type of ships, including:
Passenger Ship Safety Certificate, including Record of Equipment

Cargo Ship Safety Construction Certificate

Cargo Ship Safety Equipment Certificate, including Record of

Equipment

Cargo Ship Safety Radio Certificate, including Record of Equipment

Cargo Ship Safety Certificate, including Record of Equipment

International Load Lines Certificate

International Load Lines Exemption Certificate

International Oil Pollution Prevention Certificate

International Pollution Prevention Certificate for the Carriage of Noxious

Liquid Substances in Bulk

International Certificate of Fitness for the Carriage of Dangerous

Chemicals in Bulk

International Certificate of Fitness for the Carriage of Liquefied Gases in

Bulk

Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk

Certificates
Certificates to be carried on board ships are listed in FAL.2/Circ.123-MEPC.1/Circ.769-

MSC.1/Circ.1409, which was issued on 28 September 2011 and subject to update.

They include (some dependent on type of ship):

International Tonnage Certificate;

International Load Line Certificate;

Passenger Ship Safety Certificate;

Cargo Ship Safety Construction Certificate;

Cargo Ship Safety Equipment Certificate;

Cargo Ship Safety Radio Certificate

Cargo Ship Safety Certificate

Safety Management Certificate

International Ship Security Certificate

Stability Information;

Damage Control Information;

Cargo Securing Manual

Minimum safe manning document;

Certificates for masters, officers or ratings;

International Oil Pollution Prevention Certificate;

International Certificate for the Carriage of Noxious Liquid Substances;

International Sewage Pollution Prevention Certificate;

International Air Pollution Prevention Certificate;

International Anti-fouling System Certificate;

Oil Record Book;

Shipboard Oil Pollution Emergency Plan;

Garbage Management Plan;

Garbage Record Book; and so on.

The harmonized system provides for:

a one-year standard interval between surveys, based on
initial, annual, intermediate, periodical and renewal
surveys as appropriate;

a scheme for providing the necessary flexibility for the

execution of each survey with the provision that the

renewal survey may be completed within three months

before the expiry date of the existing certificate with no
loss of its period of validity;

a maximum period of validity of five years for all

certificates for cargo ships;

a maximum period of validity of 12 months for the

Passenger Ship Safety Certificate;
a system for the extension of certificates limited to three
months to enable a ship to complete its voyage (or one
month for ships engaged on short voyages);

when an extension has been granted, the period of

validity of the new certificate is to start from the expiry
date of the existing certificate before its extension.

LOAD LINE SURVEYS

Scope of Survey
3.2.1
The validity of the load line certificate and other statutory certificates on board should be
verified. It should be verified that the approved stability data is available on board.
3.2.2
The load line marks should be verified with the certificate.
3.2.3
Weather Tight Doors
: Check overall conditions to ensure no excessive corrosion has taken place, specially
the gasket retaining channels (door lips) and no distortion has taken place. Check
hinges and doorframe for proper closing. Check conditions of rubber gasket too hard or
too soft,
worn out, etc. shall be rejected and rubber packing shall not protrude out side the
channel. Dogs/Clips/Toggles should be checked for seizure and open -close markings.
In case of doubts, passage of light test (Surveyor shall stand inside the compartment
and check that no day light passes through the door & edges with the door fully closed)
or chalk test on doorframe & rubber gasket may be carried out.
3.2.4
Scuttles & Windows-Check for broken glass, perished or missing dead lights and proper
closure. Chalk test or hose test may be carried out, if required by Surveyor.
3.2.5
Access Hatches Check condition of the coamings, especially lower portion adjacent to
deck (hammer testing may be carried out). Check rubber gaskets for wear and loose
fitting. Check cover for wastage, for seizure & operate the toggles from inside and out
side and check effectiveness of pins for retaining in open position. Passage of light test
or chalk test may
be carried out, if required by Surveyor.
3.2.6
Man Holes -Check covers for wastage, missing or worn out packing, bolts and
nuts.tightness devices of longitudinal, transverse and intermediate cross
junctions(gaskets, gaskets lips, compression bars, drainage channels);-clamping
devices, retaining bars, cleating, chain or rope pulleys;-guides;-guide rails and track
wheels;-stoppers, etc.;-wires, chains, gypsies, tensioning devices;-hydraulic system

essential to closing and securing;-safety locks and retaining devices.

Where portable covers, wooden or steel pontoons are fitted, checking the satisfactory
condition of:-wooden covers and portable beams, carriers or sockets for the portable
beams, and their securing devices;-steel pontoons;-tarpaulins;-cleats, battens and
wedges;-hatch securing bars and their securing devices;-loading pads/bars and the side
plate edge-guide plates and chocks;
-compression bars, drainage channels and drain pipes (if any)
Random checking of the satisfactory operation of mechanically operated hatch covers:
-stowage and securing in open condition;
-proper fit, locking and efficiency of sealing in closed condition;
-operational testing of hydraulic and power components, wires, chains,
and link drives.
Checking the satisfactory condition of hatch coamings plating and their
stiffeners. Examine cover and coamings for wastage of plating, stiffeners
and stays. The hatch covers should be operated and examined for proper
operation of opening and closing mechanism and if chain operated
examine chain for slackness, worn links and wasted guides. Check the
condition of hydraulic system including checking for any leaks, in case of
hydraulically operated covers. Examine tracks and guides for wear, distortion and
wastage. Check drain channels and pipes for corrosion,
blockage and condition of drain valves. Examine quick acting cleats for distortions,
slackness, wasted brackets, etc. Check gasket retaining channel for wastage and worn
out or loose gaskets. Examine compression bar for wastage and distortion. All hatch
covers should be hose tested to ensure weather-tightness.
Head Office should be consulted where the use of tarpaulins is proposed as a temporary
or permanent measure to secure weather-tightness of cargo hatches.
3.2.15
Spurling pipe of Chain lockerCheck for missing or wasted cover.
SECTION 4
Periodical (Renewal) Surveys
4.1
Renewal surveys (Periodical surveys in ICLL 1966) are required every five years and
before the certificate in force has expired. As far as practicable, surveys should be
carried out in tandem with classification special /SAFCON renewal surveys.
4.2
Cargo Hatch covers and coamings-This survey shall, as a minimum, consist of:
-a thorough inspection of the items listed in section 3.2.14; and in
addition:
-checking of the satisfactory operation of all mechanically operated hatch covers:
stowage and securing in open condition; proper fit, locking and efficiency of sealing in
closed condition; operational testing of hydraulic and power components, wires, chains,
and link drives;
-checking the effectiveness of sealing arrangements of all hatch covers by hose testing
or equivalent as necessary;
- checking the residual thickness of coamings, steel pontoon or hatch cover plating and
stiffening members as deemed necessary by the Surveyor.
4.3
A thorough examination of the ships structure, openings & closing appliances is to be
made to ensure that the items will, given routine maintenance, remain in satisfactory
condition.
4.4
On satisfactory completion of surveys, an SHORT TERM Load Line certificate is to be

issued valid for 5 months.

CHECKLIST FOR THE RENEWAL SURVEY OF CARGO SHIP
1 2.4.1 All certificates and documentation except SAFCON
Certificates valid.
2 2.2.1.15 Whether any new equipment has been fitted and, if so,
confirm that it has been approved before installation and
that any changes are reflected in the appropriate
certificate;
3 2.2.1.16 Ship-specific emergency towing procedure (SOLAS 08
reg.II-1/3-4);
4 2.2.1.17 Stability information, including damage stability, where
applicable, and the damage control plans are on board
5 2.2.1.18 Manoeuvring booklet is on board and that the
manoeuvring information is displayed on the navigating
bridge (SOLAS 74/88 reg.II-1/28);
6 2.2.1.19 Log-book entries that the testing and the emergency
drills of the steering gear have been carried out
7 2.2.1.20 Routine surveys of the boilers and other pressure
vessels, have been carried out as required and that
safety devices, such as the boiler safety valves, have
been tested;
8 2.2.1.22 A complete file of the enhanced survey reports and the
Condition Evaluation Report are on board;
9 2.2.1.23 Suitable Material Safety Data Sheets are available on
board;
10 2.2.1.24 For bulk carriers, that the loading/unloading booklet
required in SOLAS regulation VI/7.2 is on board (SOLAS
74/97/04 reg.XII/8.1);
11 2.2.1.25 That bulk carriers of 150 m in length and upwards of
single side skin construction designed to carry solid bulk
cargoes having a density of 1,780 kg/m3 and above,
constructed before 1 July 1999, have, after the
implementation date given in SOLAS 94/97 reg.XII/3,
sufficient stability and strength to withstand flooding of
the foremost cargo hold (SOLAS 74/97/04 reg.XII/3, 4
and 6);
12 2.2.1.26 Approved Cargo Securing Manual for ships carrying
cargo units including containers is on board (SOLAS
74/94 reg.VI/5.6);
13 2.2.1.27 Loading booklet for carriage of cargoes in bulk is on
board (SOLAS 74/00 reg.VI/7);
14 2.2.1.28 For oil tankers and bulk carriers when appropriate, that
the Ship Structure Access Manual is on board (SOLAS
74/00/02, reg.II-1/3-6(4));
15 2.2.1.29 Structural alterations performed, if any, have been
approved by the classification society and reported on
the as-built drawings kept on board (SOLAS 74/04 reg.II1/3-7);
16 2.2.1.30 confirming when appropriate that the coating technical
file is available on board (SOLAS 74/00/06 reg.II-1/3-2);
17 2.2.1.31 confirming when appropriate that the maintenance of the

protective coating is included in the overall ships

maintenance system (SOLAS 74/00/06 reg.II-1/3-2);
18 2.2.2.1 The hull and its closing appliances are satisfactions
maintained
19 2.2.2.2 examining the anchoring and mooring equipment as far
as can be seen. For ships built after 01/01/2007,
confirming that the towing and mooring equipment is
properly marked with any restriction associated with its
safe operation (SOLAS 74/04 reg.II-1/3-8);
20 2.2.2.3 examining the collision and the other watertight
21 2.2.2.4 examining and testing (locally and remotely) all the
watertight doors in watertight bulkheads (SOLAS 74/88
reg.II-1/18) (SOLAS 06 reg.II-1/16);
22 2.2.2.5 examining the arrangements for closing openings in the
shell plating below the freeboard deck (SOLAS 06 reg.II1/15);
23 2.2.2.6 examining each bilge pump and confirming that the bilge
pumping system for each watertight compartment is
satisfactory (SOLAS 74/88 reg.II-1/21) (SOLAS 05 reg.II1/35-1);
24 2.2.2.7 confirming that the drainage from enclosed cargo spaces
situated on the freeboard deck is satisfactory (SOLAS
74/88 reg.II-1/21) (SOLAS 05 reg.II-1/35-1);
25 2.2.2.7.1 examining visually the drainage facilities for blockage or
other damage and confirming the provision of means to
prevent blockage of drainage arrangements, for closed
vehicle and ro-ro spaces and special category spaces
where fixed pressure water-spraying systems are used
(SOLAS 08 reg.II-2/20.6.1.5);
26 2.2.2.8 confirming that the machinery, boilers and other pressure
vessels, associated piping systems and fittings are
installed and protected so as to reduce to a minimum any
danger to persons on board, due regard being given to
moving parts, hot surfaces and other hazards (SOLAS
74/00 reg.II-2/4.2 (except 4.2.2.3.4 relating to remote
closing of valves included in safety equipment)) (SOLAS
74/88 regs.II-1/26, 32, 33 and 34) (SOLAS 74/88/06
reg.II-2/15 (except 15.2.5));
27 2.2.2.9 confirming that the normal operation of the propulsion
machinery can be sustained or restored even though one
of the essential auxiliaries becomes inoperative (SOLAS
74/88 reg.II-1/26);
28 2.2.2.10 confirming that means are provided so that the
machinery can be brought into operation from the dead
ship condition without external aid (SOLAS 74/88 reg.II1/26);
29 2.2.2.11 carrying out a general examination of the machinery, the
boilers, all steam, hydraulic, pneumatic and other
systems and their associated fittings to see whether they
are being properly maintained and with particular
attention to the fire and explosion hazards (SOLAS 74/88
regs.II-1/26 and 27);
30 2.2.2.12 examining and testing the operation of main and auxiliary
steering arrangements, including their associated

equipment and control systems (SOLAS 74/88 reg.II31 2.2.2.13 confirming that the means of communication between the
navigation bridge and steering gear compartment and the
means of indicating the angular position of the rudder are
operating satisfactorily (SOLAS 74/88 reg.II-1/29)
(SOLAS 74/00 reg.V/19);
32 2.2.2.14 confirming that with ships having emergency steering
positions there are means of relaying heading
information and, when appropriate, of supplying visual
compass readings to the emergency steering position
(SOLAS 74/88 reg.II-1/29 and SOLAS 74/00 reg.V/19 or
the SOLAS 74/88 text in force prior to 1 July 2002
reg.V/12 as appropriate);
33 2.2.2.15 confirming that the various alarms required for hydraulic
power-operated, electric and electro-hydraulic steering
gears are operating satisfactorily and that the recharging
arrangements for hydraulic power-operated steering
gears are being maintained (SOLAS 74/88 regs.II-1/29
and 30);
34 2.2.2.16 examining the means for the operation of the main and
auxiliary machinery essential for the propulsion and the
safety of the ship, including, when applicable, the means
of remotely controlling the propulsion machinery from the
navigating bridge (including the control, monitoring,
reporting, alert and safety actions) and the arrangements
to operate the main and other machinery from a
machinery control room (SOLAS 74/88/00/02 reg.II-1/31);
35 2.2.2.17 confirming the operation of the ventilation for the
machinery spaces (SOLAS 74/88 reg.II-1/35);
36 2.2.2.18 confirming that the measures to prevent noise in
machinery spaces are effective (SOLAS 74/88 reg.II1/36);
37 2.2.2.19 confirming that the engine room telegraph, the second
means of communication between the navigation bridge
and the machinery space and the means of
communication with any other positions from which the
engines are controlled are operating satisfactorily
(SOLAS 74/88 reg.II-1/37);
38 2.2.2.20 confirming that the engineer's alarm is clearly audible in
the engineers' accommodation (SOLAS 74/88 reg.II1/38);
emergency source(s) of electrical power including their
starting arrangements, the systems supplied and, when
appropriate, their automatic operation (SOLAS 74/88
regs.II-1/43 and 44);
41 2.2.2.23 examining, in general, that the precautions provided
against shock, fire and other hazards of electrical origin
are being maintained (SOLAS 74/88 reg.II-1/45);
42 2.2.2.24 examining the arrangements for periodically unattended
machinery spaces (SOLAS 74/88 regs.II-1/46 to 53) and,
in particular, the random testing of alarm, automatic and
shutdown functions;
43 2.2.2.25 confirming, as far as practicable, that no changes have
been made in the structural fire protection, examining

any manual and automatic fire doors and proving their

operation, testing the means of closing the main inlets
and outlets of all ventilation systems and testing the
means of stopping
44 2.2.2.26 confirming that the means of escape from
accommodation, machinery and other spaces are
satisfactory ( SOLAS 74/00 regs.II-2/13.2, 13.3.1, 13.3.3,
13.4.2 and 13.6) (SOLAS 74/88 reg.II-2/45);
45 2.2.2.27 examining the arrangements for gaseous fuel for
domestic purposes (SOLAS 74/00 reg.II-2/4.3) (SOLAS
74/88 reg.II-2/51);
46 2.2.2.28 examining visually the condition of any expansion joints
in seawater systems;
47 2.2.2.29 confirming, when appropriate and as far as is practicable
when examining internal spaces on oil tankers and bulk
carriers, that the means of access to cargo and other
spaces remain in good condition. (SOLAS 74/00/02
reg.II-1/3-6);
48 2.2.2.30 confirming that no new materials containing asbestos
were installed on board (SOLAS 74/00/04/09 reg.II-1/3-5)
49 2.2.2.31 examining the functionality of bilge well alarms to all
cargo holds and conveyor tunnels (SOLAS 74/97/04
reg.XII/9);
50 2.2.2.32 for bulk carriers, examining the hold, ballast and dry
space water level detectors and their audible and visual
alarms.
51 2.2.2.33 for bulk carriers, checking the arrangements for
availability of draining and pumping systems forward of
the collision bulkhead (SOLAS 74/02 reg.XII/13);
52 2.2.2.34 confirming that ship's identification number is
permanently marked (SOLAS 74/02 reg.XI-1/3);
53 2.2.2.35 for single hull, single hold cargo ships, examining the
cargo hold water level detector and its audible and visual
alarm (SOLAS 74/04 reg.II-1/23-3) (SOLAS 06 reg.II1/25);
54 2.2.2.36 confirming that the coating system in dedicated SWB
tanks in ships and double side skin spaces arranged in
bulk carriers of 150 m in length and upward when
appropriate is maintained and that maintenance, repair
and partial recoating are recorded in the coating
technical file (SOLAS 74/00/06 reg.II-1/3-2);
55 2.2.2.37 confirming, for bulk carriers constructed before 1 July
1999 with restrictions imposed with respect to the
carriage of cargoes with a density of 1,780 kg/m3 and
above, that a triangle is permanently marked at midship
(SOLAS 74/97/04 reg.XII/8.3);
56 2.2.2.38 confirming, for bulk carriers, that the loading instrument is
on board and functioning (SOLAS 74/97/04 reg.XII/11).
57 2.3.2.2 for ships over 5 years of age, an internal examination of
representative spaces used for water ballast;
58 2.3.2.3 for ships over 10 years of age, other than ships engaged
in the carriage of dry cargoes only, an internal
examination of selected cargo spaces;
59 2.3.2.4 for ships over 15 years of age, engaged in the carriage of

dry cargoes only, an internal examination of selected

cargo spaces.
60 2.4.2.2 Examination of sea valves and their connections to the
hull;
61 2.4.2.3 Examination of anchoring and mooring equipment for
which purpose the anchors should be lowered and raised
using the windlass.
62 2.3.3.2 should there be any doubt as to its condition when
examining the various piping systems, the piping may be
required to be pressure tested, gauged or both. Particular
attention is to be paid to repairs such as welded
doublers;
63 2.3.3.3 for ships over 10 years of age an internal examination of
selected cargo spaces
64 2.3.3.4 testing the insulation resistance of electrical circuits in
dangerous zones such as cargo pump rooms and areas
adjacent to cargo tanks, but in cases where a proper
record of testing is maintained, consideration should be
given to accepting recent readings.
65 2.2.3.1 confirming, when appropriate, that the requisite
arrangements to regain steering capability in the event of
the prescribed single failure are being maintained
(SOLAS 74/88 reg.II-1/29);
66 2.2.3.2 examining the cargo tank openings, including gaskets,
covers, coamings and screens;
67 2.2.3.3 examining the cargo tank pressure/vacuum valves and
devices to prevent the passage of flame (SOLAS 74/00
reg.II-2/11.6);
68 2.2.3.4 examining the devices to prevent the passage of flame
on vents to all bunker, oily-ballast and oily-slop tanks and
void spaces, as far as practicable;
69 2.2.3.5 examining the cargo tank venting, cargo tank purging
and gas-freeing and other ventilation systems (SOLAS
74/00 reg.II-2/4.5.3, 4.5.4, 4.5.6 and 4.5.8) (SOLAS
74/88 reg.II-2/59);
70 2.2.3.6 examining the cargo, crude oil washing, ballast and
stripping systems both on deck and in the cargo pump
rooms and the bunker system on deck;
71 2.2.3.7 confirming that all electrical equipment in dangerous
zones is suitable for such locations, is in good condition
and is being properly maintained;
72 2.2.3.8 confirming that potential sources of ignition in or near the
cargo pump room are eliminated, such as loose gear,
combustible materials, etc., that there are no signs of
undue leakage and that access ladders are in
good condition;
73 2.2.3.9 examining all pump room bulkheads for signs of oil
leakage or fractures and, in particular, the sealing
arrangements of all penetrations of cargo pump room
bulkheads;
74 2.2.3.10 examining, as far as practicable, the cargo, bilge, ballast
and stripping pumps for undue gland seal leakage,
verification of proper operation of electrical and
mechanical remote operating and shutdown devices and

operation of cargo pump room bilge system, and

checking that pump foundations are intact;
75 2.2.3.11 confirming that the pump room ventilation system is
operational, ducting intact, dampers are operational and
screens clean
76 2.2.3.12 verifying that installed pressure gauges on cargo
discharge lines and level indicator systems are
operational;
77 2.2.3.13 examining access to bow arrangement (SOLAS 74/00/04
reg.II-1/3-3);
78 2.2.3.14 examining the towing arrangement for tankers of not less
than 20,000 tonnes deadweight (SOLAS 74/00/04 reg.II1/3-4);
79 2.2.3.15 confirming that the corrosion prevention system fitted to
dedicated ballast water tanks of oil tankers and bulk
carriers when appropriate is maintained (SOLAS 74/00
reg.II-1/3-2);
80 2.2.3.16 examining the emergency lighting in all cargo pump
rooms of tankers constructed after 1 July
for bulk carriers, examining and testing the hold, ballast
and dry space water level detectors and their audible and
visual alarms (SOLAS 74/02 reg.XII/12);
confirming, for bulk carriers, that the loading instrument is
on board and functioning (SOLAS 74/97/04 reg.XII/11);
83 2.4.6 after a satisfactory survey, of all above the Cargo Ship
Safety Construction Certificate may be issued.

No.
Ref.
A/27/IMO
Res.
1053
Survey
Items Status
Yes/No/NA*
1
2.4.1 All certificates
and
documentation
except
SAFCON
Certificates
valid.
2
2.2.1.15 Whether
any
new
equipment
has
been
fitted
and, if
so,
confirm
that it has and
been approved
before
installation
that
any changes are reflected in
the
appropriate
certificate;
(Attach
the list of new
equipment
fitted)
3
2.2.1.16
Ship-specific
emergency
towing
procedure
(SOLAS
08
reg.II-1/3-4);
4
2.2.1.17damage
Stabilitystability,
information,
including
where
applicable,
and
the
damage
control
plans
are
on
board
(SOLAS
74/88
regs.II-1/22,
23 and
25)
(SOLAS
06
reg.II1/5-1 and 19);

5
2.2.1.18
Manoeuvring
booklet is
on
board
and
that
the
manoeuvring
information
is
displayed
on
the
navigating
bridge
(SOLAS
74/88entries
reg.II-1/28);
6
2.2.1.19
Log-book
that
the
testing
and
the
emergency
drills
of
the steering
gear have
been
carried
out
(SOLAS
74/00
reg.V/26) (SOLAS 74/88
reg.V/19);
7
2.2.1.20
Routine
surveys of the
boilers
and
other
pressure
vessels,
have
been carried out as
required
and
that
safety
devices,
such as the boiler
safety
valves,
have
been
tested; 3, 2000, International
On
February
Maritime
Organization
(IMO)
adopted
a
harmonised
survey
system
for
ships,
in
order
to by
alleviate
the
problems
caused
survey
dates
and which
intervals
between
surveys
do not
coincide,
covering
international
shipping
regulations
including
the
codes
and
conventions
of
these
following
institutions:
International
Convention
for
the
Safety
of
Life
at
Sea
(SOLAS),
1974
The International
Convention
on
Load
Lines
(LL),
1966
The
International
Convention
for
the
Prevention
of
Pollution
from
Ships, 1973,
as modified
by the
Protocol
of 1978
relating
thereto
-MARPOL
73/78
The
International
Code
for
the
Construction
and
Equipment
of
Ships
Carrying
Dangerous
Chemicals
inConstruction
Bulk (IBC Code)
Code
for
the
and
Equipment
of
Ships
Carrying
Dangerous Chemicals in BulkCode)
(BCH
Code
for the Construction
and
Equipment
of
Ships
Carrying
Liquefied Organization
Gases in Bulk(IMO)
(IGC Code).
Maritime
adopted
a harmonised
survey
system
for
ships,
in
order
to by
alleviate
the
problems
caused
survey dates and intervals

between
surveys
which
do not
coincide,
covering
international
shipping
regulations
including
the
codes
and
conventions
of
these
following
institutions:
International
Convention
for
the
Safety
of
Life
at
Sea
(SOLAS),
1974
The International
Convention
on
Load
Lines
(LL),
1966
The
International
Convention
for
the
Prevention
of
Pollution
from
Ships, 1973,
as modified
by the
Protocol
of 1978
relating
thereto
-MARPOL
73/78
The
International
Code
for
the
Construction
and
Equipment
of
Ships
Carrying
Dangerous
Chemicals
inConstruction
Bulk (IBC Code)
Code
for
the
and
Equipment
of
Ships
Carrying
Dangerous Chemicals in BulkCode)
(BCH
Code
for the Construction
and
Equipment
of
Ships
Carrying
Liquefied Gases in Bulk (IGC Code).