ssc - 419 supplemental commercial design guidance for fatigue ship ...

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8.1 Purpose8. In-service Hull Girder Inspection Requirementsof Commercial and Naval Ship OperatorsThis chapter addresses ship maintenance and inspection policies that apply to bothcommercial ship operators and military services. The instructions that document the policies donot all directly specify the frequency and detail of in-service hull girder inspections, but doestablish the requirements to make the inspections and assign the responsibilities foraccomplishing them. The requirements for commercial ships are established by U.S. CoastGuard regulations. Military ships operated by the Military Sealift Command, most of which aremanned by civilian crews, generally follow practices and policies of commercial ships. Therequirements for U.S. and Canadian Navy ships are considerably different than the commercialship requirements, reflecting the difference in original design requirements as well as the muchlarger and organized industrial support facilities and organizations that serve these navies.8.2 Commercial Ship RequirementsIn-service inspections of the hulls of commercial ships are regulated by Coast Guard orother national regulatory bodies. Insight into current U.S. Coast Guard inspection procedures iscontained in the SSC report Guide for Ship Structural Inspections (Basar and Jovino, 1990). Thereport prescribes methods and requirements of inspections for all stages of a ship’s life from theonset of the design process through construction to the final operational years in service. Thisreport is used as a guide by U.S. Coast Guard inspectors. U.S. Coast Guard inspectionprocedures, especially as relevant to fatigue analysis, are described in a paper by Williams andSharpe presented at the March 1995 Symposium and Workshop for the Prevention of Fracture inShip Structure (Williams and Sharpe, 1995). In this paper, the authors described the difficultiesencountered in conducting effective inspections of commercial ship structures, particularly insingle hull tankers. Difficulties cited include the large size of tankers, which makes inspection ofthe upper portions of tanks difficult without staging. Lighting conditions are generally poor; lackof cleanliness makes defects difficult to see; tanks are often extremely hot, and the extent of thestructure to be inspected leads to fatigue.U.S. Coast Guard Navigation and Vessel Inspection Circular NVIC 2-99 describes theStreamlined Inspection Program (SIP), which is an alternative to traditional U.S. Coast Guardinspections and was developed in response to the Maritime Regulatory Reform Initiative. Theinitiative challenged the Coast Guard to re-evaluate its regulatory programs and to developalternatives that would ensure the same level of safety. The significant difference between SIPand the traditional annual inspection program is in the process of how compliance is ensured.SIP is primarily an "overlay" of the Code of Federal Regulations (CFR) requirements thatregulate vessel safety. It identifies an alternative process for ensuring compliance with the CFR,where company personnel conduct frequent, periodic examinations of the various vessel systems,document their findings, and take the necessary corrective actions specified in the U.S. CoastGuard approved plans when discrepancies are discovered. The Coast Guard will still conductrequired inspections of the vessel(s); however, the manner of conducting the inspection will beconsiderably different.8-1
Supplemental Commercial Design Guidance for FatigueNVIC 15-91 of 16 Oct 1991 describes the U.S. Coast Guard’s Critical Areas InspectionPlans (CAIP's). These plans are required for certain types of ships, such as tankers or shipscarrying hazardous cargoes. A CAIP is a management tool that serves to track the historicalperformance of a vessel, identify problem areas, and provide greater focus to periodic structuralexaminations. The use of a CAIP is an application of the philosophy in International MaritimeOrganization (IMO) Resolution A.647 (16), “IMO Guidelines on Management for the SafeOperation of Ships and for Pollution Prevention.” Since the CAIP is a management tool, itspreparation is the primary responsibility of the vessel owner or operator. Once developed, itbecomes part of an integrated management plan for achieving an adequate level of structuralmonitoring, maintenance, and repair. Owners and operators of vessels are required to maintainCAIPs as a management tool to document and track structural failures, and to monitor theperformance of various repair methodologies. The purpose of CAIPs is to provide owners,operators, surveyors, and marine inspectors with detailed information on the vessel's fracturehistory, corrosion control systems, and repair experience so that structural examinations can befocused upon existing or potential problem areas. The CAIP is intended to record the variousrepair methodologies employed, in order to ascertain which repairs or modifications have beeneffective over time.The aim of the CAIP program is to promote a proactive approach to structural repair thatemphasizes identification and remediation of the underlying causes of the structural failure,rather than merely treating the symptoms. The scope and frequency of CAIP examinations ispredicated upon the gravity of the structural failures being experienced, and the vigor andsuccess with which the underlying causes of the failures are being addressed. The scope andexamination intervals initially established in a CAIP may be modified if successful remedialefforts that address the cause of a structural failure, such as a detail modification, justify such achange in the CAIP.An important link between U.S. Coast Guard inspections and commercial inspections isprovided in NVIC 15-91. Some examinations are conducted by an International Association ofClassification Societies (IACS) member classification society pursuant to the enhanced surveyrequirements for oil tankers, as required by the 1992 Amendments to Annex I of Regulations forthe Prevention of Pollution by Oil 73/78, Regulation 13G. Such examinations may besubstituted for CAIP exams if they are shown to be substantially equivalent in scope, intent, andeffect to the examinations conducted pursuant to CAIP requirements. Examinations conductedby an IACS member classification society pursuant to the enhanced survey requirements for bulkcarriers established by IACS in response to the International Maritime Organization, Resolution713(17) of 6 November 1991, may also be substituted for CAIP exams. They must be shown tobe substantially equivalent in scope, intent, and effect to the examinations conducted pursuant toCAIP requirements.Commercial inspection requirements are established in the rules of the classificationsocieties. For ABS, surveys after construction are conducted during an ABS classed vessel'sservice life. ABS surveyors conduct periodic surveys to determine that the structure is beingmaintained in accordance with the ABS Rules. ABS surveyors also attend repairs andmodifications to make recommendations as appropriate and to determine that the work conformsto the ABS Rules.There are also statutory guidelines that affect commercial inspections of ships. Throughthe International Maritime Organization, the governments of the world's maritime nations have8-2
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SSC - 419SUPPLEMENTAL COMMERCIALDES
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CONVERSION FACTORS(Approximate conv
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able to be applied to a naval ship.
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Whipping—Vibration of the hull gi
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Table of ContentsSection Title Page
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Section Title Page8.2 Commercial Sh
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Figure Title Page5.4 Design Code S/
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1.2 Commercial Approaches and Pract
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Navy have standards for hull girder
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2. Current Commercial Practicesfor
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Structural Design of the Ship Hull
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3. Operational Environments Used in
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Operational Environmentsfrom the U.
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Operational Environmentsships monit
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Operational Environmentsship specif
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Supplemental Commercial Design Guid
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11. Suggested Modifications to the
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Suggested Modifications to the Safe
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12. CONCLUSIONSThe ABS SafeHull Pha
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13. RECOMMENDATIONSThe following re
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14. REFERENCESAASHTO, Standard Spec
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ReferencesHeyburn, R. and D. Riker,
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ReferencesNaval Ships’ Technical
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ReferencesSNAME, Application of Pro
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Guide for the Use of Commercial Des
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Phase A analysis. This guide provid
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Table 1 Stiffener Library Data File
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SafeHull, so it is not necessary to
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Figure 4 General Data for Section D
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to define the Bilge, Gunwale, or In
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Figure 6 The Stiffener Properties S
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Figure 7 2-D Shell Shape Definition
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produce a screen similar to Figure
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in sequence. If errors are found in
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7.2.2.2 Once the SafeHull Phase A h
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many limitations associated with th
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App A-1APPENDIX AFATIGUE ANALYSIS S
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App A-3STF#SafeHullSTF IDTOE ID Dis
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App A-5Table A.2 SafeHull Phase A F
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App A-7STF#Table A.3 SafeHull Phase
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App A-9STF#SafeHullSTF IDTOE ID Dis
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App A-11CutoutLABELID LOCDist.fromB
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App B-2STF#SafeHullSTF IDTable B.1
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App B-4STF#SafeHullSTF IDTOE ID Dis
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App B-10CutoutLABEL ID LOCTable B.2
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App C-1APPENDIX CFATIGUE ANALYSIS S
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App C-3STF#SafeHullSTF IDTOE ID Dis
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App C-9CutoutLABELID LOCDist.fromBL
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App C-11STF#SafeHullSTF IDTOE IDDis
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App C-17CutoutLABELID LOC Dist.from
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App D-2Table D.1 SafeHull Phase A F
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App D-4STF#SafeHullSTF IDTOE IDDist
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App D-6Table D.2 SafeHull Phase A F
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App D-8STF#SafeHullSTF IDTOE IDDist
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App D-10STF#SafeHullSTF IDTOE IDDis
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App E-1APPENDIX EFATIGUE ANALYSIS S
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App E-3STF#SafeHullSTF IDTOE ID Dis
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App E-5STF#SafeHullSTF IDTOE ID Dis
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App E-7STF#SafeHullSTF IDTOE IDDist
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App E-9STF#SafeHullSTF IDTOE IDDist
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App F-2Table F.1 SafeHull Phase A F
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App F-4FatigueSTF Stiffener " ID Di
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App F-6FatigueSTF Stiffener " ID Di
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App F-8Table F.2 Phase A Fatigue An
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App G-2ST#StiffenerTable G.1 SafeHu
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App G-4ST#StiffenerTOE ID Dist.from
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App G-6ST#StiffenerTOE ID Dist.from
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App G-8CutoutTable G.2 Phase A Fati
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App G-10CutoutDist.fromBL(m)Long`lS
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App G-12STF#Stiffener TOE ID Dist.f
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App G-18Table G.4 Phase B Analysis
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App H-1APPENDIX HFATIGUE ANALYSIS S
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App H-3ST#StiffenerSafeHullSTF IDTO
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App H-5ST#StiffenerSafeHullSTF IDTO
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App H-7CutoutTable H.2 Phase A Fati
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App I-1APPENDIX IFATIGUE ANALYSIS S
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App I-3STF#SafeHullSTF IDTOEID Dist
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App I-11STF#SafeHullSTF IDTOEID Dis
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App I-13CutoutLABELID LOCTable I.2
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App I-15Table I.3 Phase A Fatigue A
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App I-27CutoutLABELID LOCDist.fromB
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App J-2STF#SafeHullSTF IDTOETable J
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App J-4STF#SafeHullSTF IDTOEID Dist
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App J-6CutoutLABELID LOCTable J.2 P
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App J-8CutoutLABELID LOCDist.fromBL
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App J-10CutoutLABELID LOCDist.fromB
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APPENDIX KOPNAV Instruction 4700.7J
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(4) Preventive maintenance actions
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the Integrated Logistic Support (IL
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(2) Operational Forces Resource Spo
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APPENDIX LS9086-CN-STM-040Naval Shi
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Naval Ship’s Technical Manual Cha
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Table 079-53-1. Source Documents fo
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1230/004Contaminated Oil Tank Clean
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is, full cleaning) is attributable
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Ships Technical Manual Chapter 631,
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090-1.70 Shaft Alley. Particular em
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cladding or surfacing shall be acco
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APPENDIX MUnderwater Ship Husbandry
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Section 2 Personnel and Equipment R
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the average percent of block areas
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APPENDIX NThe Corrosion Control Inf
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APPENDIX OUnited States CodeTitle 1
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