Basic Naval Architecture Chapter - 3 Classification Societies and Governmental Organizations
Basic Naval Architecture Chapter - 3 Classification Societies and Governmental Organizations
Basic Naval Architecture Chapter - 3 Classification Societies and Governmental Organizations
Prof. T.V.K. Bhanuprakash Head of the Dept Dept of Marine Engineering Andhra University Visakhapatnam
The design, construction and safety of ships is considerably influenced and regulated by a number of organisations and their various requirements.
1. Classification societies
2. Governmental Authorities 3. International Authorities
of merit'
It was done for the benefit of 1. Shipowners 2. cargo owners 3. Underwriters
Governmental authorities
1. These are concerned with the safety of ships and the rules which they produce are mandatory as far as the shipowner
is concerned. 2. Should a ship not meet the standards laid down by such an Authority, it would not be allowed to sail.
The International Maritime Organisation (IMO-1959) is solely concerned with maritime affairs and its main concern is safety at sea. 1. The work of classification societies and governmental
Lloyds Register of Shipping 1. The original system of classification - A E I O U for hull 2. G M or B (good, middling or bad) for equipment (anchors,
cables).
3. 100 A1 oil tanker 4. 100 A - hull built to the highest standards 5. 1 - equipment. 6. Machinery is also surveyed - LMC (Lloyd's Machinery Certificate) 7. The Register is published annually and gives particulars of ships of 100 tons gross and upwards, whether classed by Lloyd's or not.
Lloyds Register of Shipping Society also deals with special types of ships such as a. oil tankers, b. liquefied gas carriers, c. dredgers, d. hopper barges, etc., e. pumping and piping, f. fire protection, g. detection and extinction, h. boilers and other pressure vessels, i. electrical equipment, j. refrigerated cargo installations k. materials for construction.
1. Rules Empirical (scantlings of the structure - practically adequate) 2. Collects data on ship casualties and analyses this data 3. Backed up by research work carried out by the Society. Periodicity of Survey 1. Intervals of approximately one year. a. Relatively minor items which require a yearly check b. Freeboard marks on the side of the ship. 2. Comprehensive surveys - four-yearly intervals throughout the ship's life - more stringent with the age of the ship. 3. The most important check is of the scantlings of the structure because of deterioration due to corrosion.
New methods of design and analysis of structures - improving ship structures and contributing towards the design of safe ships. Activities are extended to oil rigs, and some societies do a considerable amount of work with land based structures.
GOVERNMENTAL AUTHORITIES Safety of ship is the responsibility of the government Surveyors are employed who examine ships to verify that they are built in accordance with the regulations. a. Load lines b. Tonnage c. Master and crew spaces d. Watertight subdivision of passenger ships e. Life-saving appliances f. Carriage of grain cargoes g. Dangerous cargoes Some of these topics are now the subject of international regulations, e.g. load lines, tonnage, and regulations relative to passenger ships.
Plimsoll Line
Load lines
1. 2. Plimosoll Line ---'load line mark'. Minimum volume of the ship above water, for three reasons.
i.
ii. iii.
More freeboard means more range of stability. Ship requires reserve buoyancy so that in the event of damage it can remain afloat, at least for a sufficient length of time to allow those on board to get off.
3.
The following ships are not required to have load lines assigned 1. 2. 3. 4. 5. Warships new ships less than 24 m length existing ships of less than 150 tons gross pleasure yachts not engaged in trade fishing vessels
Freeboard 1. 2. Freeboard is measured downwards from freeboard deck. Freeboard deck is defined as the uppermost complete deck exposed to the weather and sea which has permanent means of closing and below which
the sides of the ship are fitted with permanent means of watertight closure.
3. Basic freeboards are given in separate table for Type A and Type B ships 1. 2. 4. Type A ship is one which is designed to carry liquid cargoes only and
i.
ii. iii. 1. 2.
CB correction freeboard X (CB + 0.68)/1.36 for block coefficients >0.68. As block coefficient increases the volume of the underwater form increases at a greater rate than the volume of the above water form to maintain the same ratio of reserve buoyancy to the buoyancy of the underwater form the freeboard should be increased.
The correction for depth (Increase the freeboard by) 1. (D - L/15)R mm, where D is the depth to the freeboard deck and
2.
3. 4.
If the depth is less than L/15 the freeboard can be reduced by the same amount, provided there is an enclosed superstructure covering at least 0.6L, or an efficient trunk extending the full length, or a combination of superstructure and trunks extending the full length of the ship.
Correction for sheer 1. Calculate the mean sheer of the deck 2. Compare it with the standard mean sheer laid down in the rules. 3. Correction for sheer is obtained by (0.75 - S/2L) x deficiency or excess of sheer (S is the length of the superstructures) Additional sheer provides extra reserve buoyancy, so that some reduction in freeboard is permissible.
1. 2.
The presence of superstructures increases the reserve buoyancy so that a reduction in freeboard should be allowed. This is based on an effective length E, which depends on the length of the superstructure S and its breadth in relation to the breadth of the ship
3.
If the effective length is 1.0 L then the allowances on the freeboard are as
follows: i. 350 mm for a length L = 24 m
ii.
iii. 4. 5. 6.
If E < 1.0 L, suitable percentage of (E/L) is taken. It also depends upon the type of ship, i.e. whether A or B. When all these corrections have been made to the basic freeboard the figure calculated is the 'Summer Freeboard'.
1. 2. 3.
Summer freeboard is measured downwards from top of the freeboard deck to a line painted on the side with its top edge passing through the centre of a circle. Winter Freeboard = Summer Freeboard + 1/48 of the Summer Draught Winter North Atlantic Freeboard is obtained by adding a further 50 mm to this.
4.
5.
1.
2. 3.
If ship loads in fresh water and should therefore be allowed to load deeper because of
the difference in density. Map of the world provided in the Load Line Regulations divides the ocean into Summer, Winter, Winter North Atlantic or Tropical zones. It is important for the ship's officers to ensure that the ship does not exceed the maximum draught allowable for a particular zone when the route passes from one zone to another.
5.
6.
7.
In order to obtain the net or register tonnage certain deductions are made from the gross, because of spaces which are necessary for the propulsion and operation of the ship.
8.
o
o o o o o o o o
2. If the tonnage of the machinery space is >=13% and < 20% of the
gross tonnage, the allowance is 32% of the gross tonnage. 3. If <13 % of the gross tonnage the allowance is the actual tonnage of
1.
Formerly it was possible to have certain spaces below the upper deck exempted from
tonnage measurement, for example the space between the second and upper decks.
Shelter deck ship 1. 2. 3. 4. 5. This Ship is one in which the bulkheads stopped at the second deck and the upper or shelter deck above this was the strength deck. The space between the second and upper decks was regarded as being open if a small tonnage hatch was fitted in the shelter deck aft. This opening did not have permanent means of closing and had a very shallow hatch
coaming. Ships of this type had very low freeboards measured to the second deck
had little reserve buoyancy and in most cases would be incapable of floating with a compartment open to the sea. Should an owner decide to carry the watertight bulkheads up to the upper deck, tonnage exemption was not permitted for the 'tween deck space, so that this was an instance of tonnage regulations encouraging a type of ship which was not as safe as it might be.
5. 6.
The open shelter deck concept was modified in 1945.This was done on an
international basis.
This permits a ship to have the tween deck space between the second and upper decks exempted from tonnage even if the watertight bulkheads are
existing tonnages.
4. Each is to be determined by formulae
i. ii.
V = total volume of all enclosed spaces of the ship in cubic metres K1 = 0.2 + 0.02 log10 V
iii.
iv. v.
vi.
vii. d = moulded draught amidships in metres viii. N1 = number of passengers in cabins with not more than eight berths ix. x. xi. N2 = number of other passengers N1 + N2 = total number of passengers the ship is permitted to carry as indicated on the ship's passenger certificate. When (N1 + N2 ) <13, N1 and N2 shall be taken as zero xii. GT = gross tonnage of the ship
1. 2. 3.
In the above the factor (4d/3D)2 is not to be taken as greater than unity and the term K2Vc(4d/3D)2 is not to be taken as less than 0.25 GT. The volumes referred to in these formulae are to be calculated to the inside of plating and include the volumes of appendages. Volumes of spaces open to the sea are excluded.
Main Features of the Convention 1. Measurements of gross and net tonnage are dimensionless numbers. 2. The word ton will no longer be used 3. New ships are defined as ships whose keels are laid, or are at a similar stage of construction, or after 18th July 1982. 4. Existing ships may retain their current tonnages until 18th July 1994. 5. After this date they may retain their existing tonnages only for the purpose of the application of international conventions.
6. Excluded spaces are those which are open to the sea and therefore not suitable for the
carriage of perishable cargoes. 7. Cargo spaces are defined as compartments for the transport of cargo which is to be discharged from the ship. 8. They are to be permanently marked with the letters CC. 9. Alterations to the parameters of the net tonnage formula which would result in a reduction of net tonnage are restricted to once a year.
1. 2. 3. 4.
The main effects of this Convention are that open shelter -deck vessels and others with large exempted spaces will have larger gross tonnages. Also Ro-Ro ships and car ferries will have considerable increases in both gross and net tonnages. However, bulk carriers, ore carriers and other ships designed to carry high
Certificate. There are, however, special tonnages which are calculated slightly
differently and shown on separate certificates. They are for ships trading through the Suez Canal, and the Panama Canal. The charges for the use of these canals is based upon their particular canal tonnage.
Passenger ships
ii.
iii. iv. v.
3.
4. 5. 6. 7. i.
ii. life-saving appliances iii. carriage of dangerous goods iv. fire protection v. fishing vessel safety
Anti Marine Pollutions - Marine Environment Protection Committee (MEPC) Recommendations are not binding on Governments.
SOLAS (1965) covered a wide range of measures designed to improve the safety of shipping. i. ii. Subdivision and stability Machinery and electrical installations
1.
2.
Regulations for - Traffic separation schemes in several parts of the world where
maritime traffic was particularly congested. The adoption of such schemes has considerably reduced the number of collisions in many areas.
3.
4. 5. 6. 7.
Fishing
1.
2. 3.
empty, head into the middle of the ocean and then open their hatches and start loading
cargo. 4. 5. 6. 7. 8. The 1977 Convention, which will apply to new fishing vessels of 24 m in length and over. Ultimately, safety rests very largely with the crew of ships rather than with the ships themselves. Improvement in crew standards automatically lead to an improvement in maritime safety (Standards of Training, Certification and Watch keeping for Seafarers). The aim of the Convention is to establish, for the first time, internationally acceptable minimum standards for crews. Maritime Search and Rescue to improve existing arrangements for carrying out search and rescue operations following accidents at sea.
Marine Pollution 1. First major attempt to curb the impact of oil pollution - 1959. 2. The problem was bad then, it is far more serious today. 3. Oil tankers transport 1,800 million tonnes of crude oil around the world
1.
2.
3. 4. 5. 6. 7.
Compensation inadequate
International Fund for Compensation for Oil Pollution Damage is adopted Civil Liability Convention puts the onus on the shipowner This Fund is made up of contributions from oil importers. If an accident at sea results in pollution damage which exceeds the compensation available Fund will be available to pay an additional amount oil pollution not only as a result of accidents but through normal tanker operations,
SOLAS Protocol - May 1981 MARPOL Protocol, which in effect absorbs the parent Convention (the combined instrument is usually referred to as MARPOL 73/78) entered into force on 2 October 1983.