NIPPON KAIJ1 KYOKAI LUMBER CARRIER Guidance for Owners/Charterers/Officers of Lumber Carricrs November 1996 ClassNKPreface In the early 1990s many casualties of oil tankers and bulk carriers which caused loss of ‘ession, and as a result crew's lives and serious damages to environment occurred in sui the safety of these kinds of ships became one of the greatest concerns among maritime parties over the world. In order to prevent such casualties, major classification societies (IACS members) and IMO (the International Maritime Organization) have been taking many actions, such as the introduction of more rigorous survey systems for these ships and of the international conventions to ensure the satisfactory management of ships (ISM code) W°95), and 10 exclude poor crew (Si Being covered with such big topics, casualties of small vessels have not been top news However, there are still considerable number of casualties of small vessels and many lives of crew are lost every year, especially due io sinking of lumber(timber) carriers, It is possible to say that many of these casualties are attributed to poor conditions of hull structures of lumber carriers Regarding the enhancement of the safety of lumber carriers, the Society has been instructing the surveyors (0 carry oul surveys more carefully. Moreover, proper ‘maintenance by shipowners, charterers and crew is earnesily desired. Furthermore many maritime authorities have been executmg strict port state control (PSC) and many ships have been detained due to poor hull conditions. It is expected that they will make their PSC programs more strict in harmonization with mandatory application of ISM code. This brochure is prepared to give a brief guidance on hull inspections of general cargo ships, especially lumber carriers, and the Society wishes it may help shipowners, charterers and deck officers to maintain their ships.Chapter 1. CASUALTY OF LUMBER CARRIER A considerable number of lumber carriers sink every year but in many cases the reasons are not apparent because the ship sinks immediately after the incident. Large vessels, such as VLCCs and large bulk carriers, can survive against one tank/hold flooding, but in small vessels with one or two cargo holds, one hold flooding will bring the immediate sinking of the vessel. The following casualties were serious but fortunately did not cause the total loss of the ships 1. Flooding due to a Crack in the Side Shell Plate Fig.1-1 shows the casualty of a 14-years-old lumber carrier Fig. 1-1 The ship was navigating the East China Sea and encountered heavy weather. The port side shell plate in No.1 cargo hold cracked along a hold frame causing flooding in the hold. In addition her engine room also flooded due to the failure of the stern tube sealing devices, Subsequently the auxiliary generators stopped. This resulted in the ship being unable to discharge the water ingress using the bilge pumps. This in turn caused the ship to list 15 degrees with the result that the on-deck logs shifted ited to excess corrosion of the hold frames and The heavy weather damage sustained was att shell plating and this, in addition to poor maintenance of the stern tube sealing devices, was deemed to be the cause of the accident.2. Brittle Fracture of Upper Deck Plate Fig. 1-2 shows the casualty of a 15-years-old lumber carrier Whilst navigating the East China Sea in winter the ship encountered heavy weather and the upper deck plating suddenly fractured with a very loud rending noise. A crack had initiated at the welding bead on hatch side coaming top plate, cut off the coaming and then propagated along the butt weld on the upper deck Investigation afterwards revealed defects in the weld which had been repaired and rewelded on a previous occasion The cause of this casualty was attributed to ~ Welding defects during an unsatisfactory repair producing an initial crack ~ Corrosion of the deck plates which caused high stress and in turn brittle fracture during heavy weather and low temperature conditions. 3. Extensive Corrosion in Double Bottom Ballast Tank Fig. 1-3 shows extensive corrosion in the double bottom ballast tanks of a 12-years- old lumber carrier. ‘These ballast tanks were located adjacent to the double bottom fuel oil tanks. The heat input from the fuel oil tanks accelerating the corrosion in the ballast tank. This was made worse with the fact that the ballast tank had no protective paint coating or sacrificial anode protection The double bottom floors were corroded away almost completely.The above cases are indeed serious. We have experienced many other damages of lumber lar to those and even more catastrophic. Requirements on surveys of classification societies are prescribed expecting proper maintenance by the owner and crew. As described in this guidance lumber carriers have many adverse factors for the safety compared to other types of vessels. Therefore, if appropriate maintenance based on routine inspection is not carried out for a lumber cartier, the vessel might suffer serious casualty. How is the condition of the ship you own, manage or sail in ? Could you trust your safety to your ship ?Chapter 2. KIND OF HULL DAMAGE Ship hull structures will suffer several kinds of damages in service including corrosion, cracking. buckling and indent. This chapter briefly describes some typical damages, More detailed information on hull damage is given in the next chapter. 1. Corrosion It would not be too much to say that in small vessels most of hut damages, except those caused by human error or beyond control, are caused by corrosion directly or indirectly. Although many people might think that the corrosion of the bottom plating and side shell plating would be a big problem due to the steel always being in contact with corrosive salt water, in fact, the advent of sophisticated anti-fouling and durable anti-corrosive paints coupled with sacrificial/impressed current anodes has largely controlled this problem However, particularly in the older smaller ships, such as the typical lumber carriers, inadequate hull preparation, use of cheap paint and poor application can still produce serious problems. In lumber carriers side shell paint is also damaged by contact with logs in addition to the contact damage suffered during berthing (Fig 2-1) vm TRE Pern Fig, 2-1 In most cases remarkable corrosion is found in ballast tanks such as double bottom tanks (as shown in Fig.1-3 of Chapter 1), fore peak tanks and aft peak tanks. Although in these days such tanks are coated by durable paints (tar-epoxy paints) and will suffer little corrosion for considerable period, there are many old ships whose ballast tanks are not coated nor maintained properly and suffer terrible corrosionLumber carriers often load logs floating on the sea and consequently their hold spaces contain a considerable quantity of sea water, In addition the coating paints inside cargo holds are easily damaged by contact with logs. Therefore remarkable corrosion is often found in structural members in cargo holds, such as hold frames, transverse bulkheads and inner bottom plates. Fig. 2-2 Corroded Hold Frame Deck constructions of lumber carriers are also liable to be corroded. Paints on these constructions do not last long from the abrasion with the logs. The plates under on-deck logs, especially pontoon hatch covers with tarpaulins (Fig.2-3), are subject to high temperature and humidity condition, and often suffer remarkable corrosion Fig. 2-3 Corroded Pontoon Hatch Cover2. Stress Corrosion Stress corrosion is a kind of corrosion but presents different damage pattern from other types of corrosion, In general, corrosion forms rust on the steel surface and the rust itself alleviates progress of corrosion to some extent. At high stress areas, however, rust is unable to stably adhere to the steel and consequently new steel continuously exposes its surface to the corrosive environment. Thus in these high stress areas the steel wastage progresses rapidly. In general high stress occurs in very limited areas, such as at toe of brackets and end of stiffeners, and the stress corrosion brings very local diminution of plate thickness 3. Crack For large ships such as tankers and bulk carriers cracks in structural members are big problems Even in small vessels many cracks are found in end brackets and stays of hatch side coamings, in bulwarks, in hold frames and so on. However, most cracks in small vessels are accompanied with corrosion, especially stress corrosion, and main causes of such cracks are deemed corrosion. 4. Buckling and Deformation Deformations such as bent, indent and buckling, are also common damages in lumber carriers. Most of such deformations are mechanical damages caused by contact with logs, ete. and corrosions of structures bring severer results of mechanical damages. Even without mechanical damages, however, excess corrosion and high stress cause deformation by buckling, Severe deformations are often found in bulwarks, hatch side coamings, hatch covers, hold frames and inner bottom plating, Fig. 2-4 Deformed Upper DeckChapter 3. CHECK POINTS AND TYPICAL DAMAGES It is obviously important to find, identify and take early corrective action in the case of hull structural failures. This chapter describes the check points for hull inspections with typical damages to particular structures 1. Deck Structures Except in case of on-deck loading, deck structures are rather easy to access for inspection Deck structures of lumber carriers suffer damages so frequently, including damages to paint, that the damages tend to be overlooked and become to be considered ‘normal’ by the crew, and gradually the repair work and touch-up painting are not carried out (a) Bulwarks and Stays Bulwarks are liable to sustain mechanical damages by logs Corrosion of bulwark stays are also found very often. Due attention should be paid to the stress corrosion in the areas of stay toes and gusset plates, and along welding beads on pad plates. Many cracks without corrosion are Growing (Corrosion) found in bulwarks and stays of bulk/lumber carriers, especially at the Stay stays adjacent to breaks in the ‘Crack continuity of the bulwark such as expansion joints and openings for pilot ladder, Such cracks are found 1 Bulwark and Stay also in general cargo ships and lumber carriers but most of such cracks in these ships are accompanied with corrosion. The damage of bulwarks and stays might cause collapse of stanchions resulting in the shifting of on-deck logs and in turn the listing of the ship. A crack at the toe of bulwark stay might propagate to upper deck plating causing brittle fracture which jeopardizes the vessel.Foundation of windlass (corrosion) fy So =] QAO Weatter-tighe door & Ventilator (corrosion) S\\ Pontoon hatch cover (corrosion) \_ Lower part of aft wall (corrosion) around Manhole (corrosion, crack) Air pipe (deformation, corrosion) Hatch side coaming & Stay (deformation, corrosion, crack) Hatch side coaming end bracket (corrosion, erack) Hatch end coaming (corrsien ‘Bulwark & Stay (deformation, corrosion, crack) behedzievi (corrosion, buckling) Fig. 3-2. Check Points of Deck Structures(b) Cross Decks Cross deck plating is usually thinner than other parts of upper deck and suffers deformations easily due to mechanical damages, buckling or strains at the construction, Such deformations may trap water and in addition several structures on cross decks, such as end brackets of hatch side girders and deck stores, obstruct the drainage. Therefore cross decks suffer corrosion and are sometimes holed (©) Hatch Coamings and Stays Corrosion A Fig.3-3 Hatch Coaming ‘As well as bulwarks, deformations by mechanical damages due to contact with logs, etc. are often found in hatch side coamings. Corrosion is found in hatch side/end coamings, their stays and end brackets Especially at lower parts of stays, where water remains and high stress occurs, substantial corrosion is often found. Cracks in top plates of hatch side coaming are often found in large ships and sometimes found in small vessels, Since such cracks might cause brittle fracture as shown in Fig. 3-4 Holed Hatch Side Coming Fig.1-2 of Chapter 1, due attention should be paid to such eracks at inspections.(d) Hatch Covers Pontoon hatch covers are usually installed in lumber carriers and tarpaulins are used to keep the weather-tightness of the covers. These covers under the tarpaulins are exposed to a high humidity environment and, coupled with indents and paint damages, corrosion of the covers is aggravated The damages or improper covering of Fig. 3.5 Corroded Pontoon Hatch Covers tarpaulins are often pointed out during port state control (PSC) inspections, As pontoon hatch covers themselves are not tight, proper securing of tarpaulins in good condition is essential for the tightness of the covers, According to the provisions of the International Conventions on Load Lines (ILL) and the rules of the classification societies at least two layers of tarpaulin of approved type should be provided for each hatch, (e) Forecastle and Deck Stores It is not easy to discharge bilge water from forecastle (bosun store) and deck stores completely As insulation and mechanical ventilation are not usually provided, it produces high temperature and humidity condition in these spaces aggravating corrosion. Substantial corrosion and holes are often found in deck plating within forecastle, which form top plate of fore peak tank, and in lower parts of boundaries (fore/afl/side walls), especially around drain plugs. Holes in boundary walls can be found easily by sunlight through the holes in looking the walls from the inside. Corrosion and damages of weather-tight doors, their packing and securing devices are often pointed out at PSC inspections. Fig. 5-6 Deformed and Corroded Door of DeckhouseFig. 3-7 Corroded F'cle Aft Wall Fig.3-8 Corroded F'ele Interior Wall (0) Air Pipe Heads, Ventilators and Small Hatches Many ships have been detained at port state control due to poor maintenance of closing devices concerned with ILC, such as air pipe heads, ventilators and small hatches as well as weather-tight doors, In many cases corrosion of these devices is pointed out, Operation of handles and dampers in ventilators and of floats in air pipe heads should be also checked Fig. 3-10, Cover for Cable Shore Connection Fig. 311 Rope Hatch Fig. 3:12 Engine Room Skylight i2. Hold Structures As cargo vessels are designed to transport cargoes, cargo holds occupy the large portion of the ship. Most vessels have a single hull side construction along cargo holds, where failure of side shell brings water ingress into the cargo hold directly, and have poor survival capability against the flooding. Actually the most serious casualties of lumber carriers, except for collisions and groundings, etc,, had been caused by water ingress through cracks and holes in the side shells of the cargo holds. Therefore conditions of hold structures, especially side structures, should be checked very carefully. (a) Hold Frame and Side Shell Hold frames suffer the heaviest corrosion among the various hold structures. The worst affected parts are connections between the tank top and the lowest parts (tank side brackets) of hold frames. Substantial corrosion is often found along welding beads between hold frames and side shell plates which might cause the water-ingress into the holds, Fig. 3-13 Corrosion and Deformations of Hold Frames 12(b) Inner bottom The tank top, ie. inner bottom plating, suffers indentation and paint damages from the inevitable rough handling of the logs. Bilge and sea water from logs collects and lies in these indents in the tank top and corrodes the plates It should be noted that this tank top damage causes a breakdown in the double bottom paint coating which causes corrosion of the tank top from the inside of the tank as well Therefore substantial corrosion, often with cracks or holes, is found in the tank top. Fig. 3-17 Leakage from F.0.T. Fig. -16 Around Bilge Well (©) Bulkhead Lower parts of transverse water-tight bulkheads, at connection to the inner bottom or the second deck, in cargo holds are also liable to collect water and often suffer substantial corrosion. In many ships, large brackets or side stringers are provided aft of the collision bulkhead in No.1 cargo hold and these are often found to be areas of heavy corrosion and wastage 319 Stringer on Collision BHD Fig. 3-18 Lower Part of Bulkhead 3(d) Other Structures in Cargo Holds Substantial corrosion is often found in structural members below upper or second decks, such as deck longitudinals, deck beams, deck transverses, deck girders, hatch side girders and hatch end beams, Air pipes and sounding pipes for double bottom tanks run through cargo holds and suffer mechanical damages and corrosion. If these pipes are holed there will be an ingress of water 3.20 Corrosion of Deck Members into cargo holds during ballasting At filling ballast water the water should be blown out through air pipe heads on upper deck in order to reduce the free-surface of the water in the tank, which affect the stability of the ship, and to confirm no leakage from tank top and pipes Lumber carriers are initially provided with side Fig. 3-21 Corroded Air Pipe sparrings to protect side frames, air and sounding pipes, In most lumber carriers these are damaged, corroded or missing but seldom restored or repaired. Failure to take corrective action will aggravate the problems which are endemic in these areas. ig. $22 Damaged Side Sparring Vertical ladders for access to hold spaces are Fig. 3-23. Dangerous Vertical Ladder usually fitted on transverse bulkheads and often corroded or damaged badly. When a step of ladder collapses suddenly, the crew would fall down to the inner bottom. 143. Tank Spaces Cargo vessels have several tank spaces, such as water ballast tanks, fresh water tanks and fuel oil tanks, It seems not usually that the officers and crew do enter into tank spaces for maintenance inspections, However, periodical inspection of tank spaces by the officers and crew, especially in advance of dry-docking, would be useful and important for planning maintenance scheme of the ship. In many cases of special surveys and intermediate surveys for lumber carriers, substantial corrosion has been found in water ballast tanks and unexpected repair works have caused serious problems to the owners. Inspections of tank spaces would be accompanied with some dangers and Chapter 5 should be referred to for precautions at tank inspections. (@) Ballast Tank (common items) These days, in new ships, ballast tanks are coated with tar-epoxy paints and few substantial corrosion in such tanks are found. However, ballast tanks in not a few lumber carriers are not coated or are coated with undurable paints and significant corrosion are often found in such ballast tanks even today In well-coated tanks initial corrosion will occur along welding beads between plates, around hi advisable to consider installation of back-up anodes at an early stage of corrosion, if not ening holes, at free-edges of stiffeners or at the end parts of longitudinals. It is installed, which would contribute much to corrosion control Fig. 3-25 Corrosion at early stage Fig. 3-24 Initial Corrosion along Welding. In general severer corrosion is found in upper parts of the tanks where air pockets are formed. In the air pockets the oxygen, essential for corrosion, is supplied and anodes bring no effect. To fill up the tanks completely would be of advantage to corrosion control Substantial and local corrosion are often found below sounding pipes and suction bellmouths The area directly beneath the sounding pipe usually has a ‘striking plate’ fitted which is a doubling plate to protect the bottom plate from the regular impact of the sounding weightAlternatively, a closing plate is sometimes fitted to the bottom end of the pipe. When such a doubling or closing plate has not been provided by mistake or when the plate }j have been already holed by the sounding weight, a local and sharp pit will form below the sounding pipe and might penetrate the bottom plate of the tank. It is advisable to confirm the conditions of bottom plates below sounding pipes and bellmouths by fingering directly. Fig. 3-26 Bottom of Sounding Pipe (b) Double Bottom Ballast Tank In many ordinary cargo vessels, fuel oil tanks are arranged in center part of double bottom spaces and ballast tanks are arranged outside the fuel oil tanks, Water ballast tanks suffer the heat input from the adjacent fuel oil tanks and corrosion in the ballast tanks are accelerated by the heat effect. (Refer to Fig.1-3 of Chapter 1.) Heaviest corrosion is often ightiwater-tight side girder (boundary between ballast found in portions adjacent to the oil tank and fuel oil tank). In lumber carriers the structural members located in the upper part of double bottom tanks, such as inner bottom plate and inner bottom longitudinals, suffer mechanical damages by the impacts of logs in loading/unloading operation. Such impacts bring damages to paints as, well and corrosion in such members is aggravated pee Bottom Long! Corrosion ‘Corrosion, Deformation) Inner Bottom Plate (Corrosion, Deformation) (Careful inspection needed (Corrosion, Crack) around Pipe Band (Corrosion) Ballast Pipe (Corrosion) around Lightening Hole (Corrosion) ‘Strut (Corrosion, Buckling) Fig. 3-27 Check Points for D.B. Tanks 16(c) Fore Peak Tank (FPT) Usually FPT is used as a water ballast tank. FPT is located at the ship's bow, where the ship's pitching motion is severest, and has large depth and capacity. Therefore intensive pressure is applied to the tank and FPT suffers many cracks and deformations as well as corrosion. Cracks and corrosion are often found around slot openings for side ames, around lightening holes and at ends of stiffeners in panting stringers and swash bulkheads in FPT. Fig. 3-28 Corroded Panting Stringer Chain lockers are usually located in FPT. Anchor chains bring sea water into chain lockers and anchor chains scrape off paints and rusts. Therefore chain lockers suffer substantial corrosion very often (d) Aft Peak Tank (APT) Corrosion is also found in aft peak tank, especially around manholes in top plate of aft peak tank and around lightening holes in floors. In same cases cracks due to vibration are found at ends of stiffeners on floors and girders in APT. 17Chapter 4. Port State Control 1. General It is well known that several countries such as the United States of America, Australia and Holland have been conducting strict port state control (PSC) systems. Many other port authorities have also established PSC systems. Their systems are getting stricter and the number of detained ships is increasing, Once a ship is detained by the port authority, the owner of the ship suffers unexpected expense from off-hire and repairs. The names of the ship and the owner are input in black-list databases, which are periodically published, therefore inspections for the ship and other ships in the owner's fleet are carried out more frequently and more strictly 2. Items of Deficiency Following arrangements, installations, equipment and items are frequently pointed out as deficiency at PSC 1) Fire dampers, Quick closing devices 2) Lifeboats, Lifeboat inventory 3) Ventilators, Air pipes, Sounding pipes, Casings 1 4) Propulsion, Auxiliary machinery 5) Lifebuoys 6) Fire-fighting equipment 7) Fire pumps 8) Electric equipment 9) Doors 10) Launching arrangement for survival crafts Fig. 4-1 take 11) Nautical publications 12) Hydraulic closing devices (water-tight doors) 13) Emergency lights, Batteries, Switches 14) Cleanliness of engine room 15) Personal equipment 16) Galley 17) Stowage of liferafts 18) Sanitary facilities 19) Embarkation arrangement for survival crafts 20) Hatch covers, Tarpaulins Fig. 4-2 Boat Davit Winch 21) Hull construction (deck, bulkhead, etc.)As shown above many different items are pointed out as deficiency at port state control saving and fire-fighting items but the scope has Initially PSC was concerned largely with |i now expanded to cover hull construetion, machinery and Load-Line items, Furthermore many port authorities reveal their concerns about the communication (language) among officers and crew and the onboard training on life-saving and emergency operations Although some PSC inspectors go into cargo holds or tank spaces for inspection, the majority of the deficiencies found are located on deck, in accommodation spaces and in engine rooms where the officers and crew have regular daily access, ‘Therefore such deficiencies must have been seen by the crew in advance consciously or unconsciously. Daily maintenance work by the crew, such as touch-up painting and greasing, and training programs must have prevented most of such deficiencies ig. 4-3 Winch Platform Fig. 44 Fair Leader foe Fig.4-6 Antenna PostChapter 5. Precaution and Preparation for Hull Inspections 1, Information and Records Itis very often that the same hull defect occurs in similar areas of the ship. Thus the keeping of careful and detailed records both onboard and ashore helps enormously with condition monitoring, drydock planning and general maintenance. These records and the information of hull conditions should be surely transferred to the new master and officers. The information on hull damages of sister ships and similar ships is also important, When a damage in a sister ship is reported similar structures in the ship should be inspected carefully 2. Preparation Inspections of hull structures, especially in cargo holds and tanks or at elevated spots, are accompanied with some dangers such as stumbling, hitting, falling and oxygen starvation Hull inspections should be carried out carefully with safety gears after sufficient preparation (a) Safety Gears Following safety gears should be fitted on at any time when hull inspection is carried out + Helmet with strap for securing + Safety shoes + Working clothes + Gloves + Flash light with strap Some inspections may require additional safety gears, such as the followings, according to the nature of the space to be inspected + Mask and eye protection + Ear plugs + Safety belt with line + Oxygen resuscitation equipment * Stretcher + Walkie-talkies 20(b) Preparation To ensure safety during inspection, sufficient preparation should be arranged (1) Sufficient number of persons should be arranged for the inspection (2) The purpose and range of the i Any possible hazards should be highlighted by the person in charge. (3) Conditions for the inspection should be improved as far as practicable spection should be discussed and agreed before starting. + Hull inspection should be carried out in the daytime under calm weather condition. + Hatch covers should be opened for sufficient lighting, + Fixed or portable lighting apparatus should be arranged * Life lines should be arranged around openings for safety access + All manholes of tank spaces should be opened for sufficient ventilation and emergency escape (4) Before entering into an enclosed space such as ballast tank or fuel oil tank, necessary gas-freeing and sufficient aeration should be carried out. Oxygen content and flammable/toxic gas content should be checked with well-maintained detectors in proper intervals, Names and numbers of persons entering into the space should be recognized by the responsible officer During the inspection at least one person should station at the access opening in case of emergency. In addition to the above-noted preparation for safety, preparation for satisfactory inspection should be performed as far as practicable, especially at class surveys (5) Residue of ballast or bilge water should be discharged completely (6) Mud and sludge on structural members should be removed 21For non-profit purposes the owner, charterer or officers of ship classed with the Society (NIPPON KAW! KYOKAl) may distribute photocopies of this brochure, ‘which must be faithful and complete photocopies without any modifications, to their erew or persons concerned. Except as permitted in the above provision or under current legislation no part of this work may be photocopied, transmitted or reproduced in any form or by sans, without prior written permission of the Soviety ‘The Society, its officers, employees and agents or sub- contractors are not liable for any loss, damage or expense sustained whatsoever by any person caused or arising from any information, advise, inaccuraey or omission being given or contained herein © 1996, NIPPON KAIJI KYOKAI All rights reserved NIPPON KAIJI KYOKAI 4-7, Kioi-cho, Chiyoda-ku, Tokyo 102, JAPAN