Welding Inspection in Shipbuilding

Welding Inspection in Shipbuilding
Size categories of tankers
Oil Tankers
Type ULCC VLCC Suezmax Aframax Panamax Products DWT 320,000+ 200 - 320,000 120 - 200,000 75 - 120,000 55 - 70,000 10 - 50,000
Source: INTERTANKO

Panamax (55 - 75,000 dwt):
Max size tanker able to transit the Panama Canal
L(max): 274.3 m B(max): 32.3 m Typical vessel: 60,000 dwt, L=228,6m, B=32,2m, T=12,6m Age distribution
Aframax (75 120,000 dwt):

AFRA= Average Freight Rate Assessment
Traditionally employed on a wide variety of short and medium-haul crude oil trades
Biggest tanker in US ports is 100,000 dwt

Typical vessel: 100,000 dwt, L=253,0m, B=44,2m, T=11,6m
Source: INTERTANKO
Age distribution

Suezmax (120 200,000 dwt):
Notation is soon to become redundant as the project of
deepening the Suez Canal to 18,9m is completed Typical vessel: 150,000 dwt, L=274,0m, B=50,0m, T=14,5m Age distribution
VLCC (200 320,000 dwt):

Were prompted by the rapid growth in global oil consumption
during the 60s and the 1967 closing of the Suez canal
Today the most effective way of transporting large volumes of oil over relatively long distances Typical vessel: 280,000 dwt, L=335,0m, B=57,0m, T=21,0m
Source: INTERTANKO
Age distribution
ULCC (320,000+ dwt):

Most ships of this type built in the mid to late 70s
Ordered to take advantage of the economies of scale in a buoyant market Less than 40 of these ships remaining Rather inflexible, may enter very few ports Typical vessel: 410,000 dwt, L=377,0m, B=68,0m, T=23,0m
Source: INTERTANKO

Ship Drawing
Naval Architect/Design Company Class Society Design Team
Shipyard
Design Team Class Society Approval as per Rules
Final & Revision Drawing Application During Shipbuilding
Owner Side
Class Society

Builder Hull Practice Inspection using International Association of Class Society Rules Ships Nomenclature Critical Areas of Inspection in Shipbuilding NDT in Shipbuilding

ASNT
Class Society or IACS
History In the second half of the 18th century, London merchants, shipowners, and captains often gathered at Edward Lloyds coffee house to gossip and make deals including sharing the risks and rewards of individual voyages. This became known as underwriting after the practice of signing one's name to the bottom of a document pledging to make good a portion of the losses if the ship didnt make it in return for a portion of the profits. It did not take long to realize that the underwriters needed a way of assessing the quality of the ships that they were being asked to insure. In 1760, the Register Society was formed the first classification society and which would subsequently become Lloyd's Register to publish an annual register of ships. This publication attempted to classify the condition of the ships hull and equipment. At that time, an attempt was made to classify the condition of each ship on an annual basis. The condition of the hull was classified A, E, I, O or U, according to the state of its construction and its adjudged continuing soundness (or lack thereof). Equipment was G, M, or B: simply, good, middling or bad. In time, G, M and B were replaced by 1, 2 and 3, which is the origin of the well-known expression 'A1', meaning 'first or highest class'. The purpose of this system was not to assess safety, fitness for purpose or seaworthiness of the ship. It was to evaluate risk.
Class Society
Class Society
The first edition of the Register of Ships was published by Lloyd's Register in 1764 and was for use in the years 1764 to 1766. Bureau Veritas (BV) was founded in Antwerp in 1828, moving to Paris in 1832. Lloyd's Register reconstituted in 1834 to become 'Lloyd's Register of British and Foreign Shipping'. Where previously surveys had been undertaken by retired sea captains, from this time surveyors started to be employed and Lloyd's Register formed a General Committee for the running of the Society and for the Rules regarding ship construction and maintenance, which began to be published from this time. In 1834, the Register Society published the first Rules for the survey and classification of vessels, and changed its name to Lloyds Register of Shipping. A full time bureaucracy of surveyors (inspectors) and support people was put in place. Similar developments were taking place in the other major maritime nations. Adoption of common rules for ship construction by Norwegian insurance societies in the late 1850s led to the establishment of Det Norske Veritas (DNV) in 1864. Then after RINA was founded in Genova, Italy in 1861 under the name Registro Italiano, to meet the needs of Italian maritime operators. Six years later Germanischer Lloyd (GL) was formed in 1867 and Nippon Kaiji Kyokai (ClassNK) in 1899. The Russian Maritime Register of Shipping (RS) was an early offshoot of the River Register of 1913.
Class Society
As the classification profession evolved, the practice of assigning different classifications has been superseded, with some exceptions. Today a ship either meets the relevant class societys rules or it does not. As a consequence it is either 'in' or 'out' of 'class'. Classification societies do not issue statements or certifications that a vessel is 'fit to sail' or 'unfit to sail', merely that the vessel is in compliance with the required codes. This is in part related to legal liability of the classification society. However, each of the classification societies has developed a series of notations that may be granted to a vessel to indicate that it is in compliance with some additional criteria that may be either specific to that vessel type or that are in excess of the standard classification requirements.
Class Society
Classification Society is a non-governmental organization in the shipping industry, often referred to as 'Class'. It establishes and maintains standards for the construction and classification of ships and offshore structures; supervises that construction is according to these standards; and carries out regular surveys of ships in service to ensure the compliance with these standards. To avoid liability, they explicitly take no responsibility for the safety, fitness for purpose, or seaworthiness of the ship Responsibilities Classification societies set technical rules, confirm that designs and calculations meet these rules, survey ships and structures during the process of construction and commissioning, and periodically survey vessels to ensure that they continue to meet the rules. Classification societies are also responsible for classing oil platforms, other offshore structures, and submarines. This survey process covers diesel engines, important shipboard pumps and other vital machinery. Classification surveyors inspect ships to make sure that the ship, its components and machinery are built and maintained according to the standards required for their class
Class Society
ABS American Bureau of Shipping ACS Asia Classification Society BKI Biro Klasifikasi Indonesia BV Bureau Veritas CCS China Classification Society CR China Corporation Register of Shipping CRS Hrvatski Registar Brodova (Croatian Register of Shipping) DBS Dromon Bureau of Shipping DNV Det Norske Veritas GL Germanischer Lloyd HRS Hellenic Register of Shipping for Greece ICS Iranian Classification Society
Class Society
IRS Indian Register of Shipping IROS International Register of Shipping KR Korean Register of Shipping LR Lloyd's Register NK Nippon Kaiji Kyokai (ClassNK) PRS Polish Register of Shipping (Polski Rejestr Statkw) RBNA Registro Brasileiro de Navios (Brazilian Register of Shipping) RINA Registro Italiano Navale RINAVE Registro Internacional Naval SA RS Russian Maritime Register of Shipping GBS Guardian Bureau of Shipping SCM Ships Classification (Malaysia) Sdn Bhd IACS

Welding and Hull Inspection
Painting Inspection
Sea Trial and Delivery
Electrical Inspection
Machinery Inspection

ASNT
Basic Welding in Hull
Function of hull elements
Deck:
Transverse bulkhead:
Ship side: Longitudinal bulkhead: Webframes:
Bottom:
Breakdown of hull into structural elements

7.
Hatch coaming & cover

3.
Deck
4. 1.
5.
Topside tank
Side
Transverse bulkhead
6. 2.
Hopper tank
Bottom
Hull Structural Breakdown

1. 2. 3. 4. 5. 6.
Side Bottom Deck Transverse bulkhead Longitudinal bulkhead Web frames
How are the loads taken up by the structure? Consequenc e of a crack in this detail?
Where is it likely to find cracks?
Structural build up of web frame

Web frame flange
Web frames
Cross tie
Function of web frames

- Web frames are supports for the longitudinal stiffeners
- Web frames contributes to the hull girder transverse strength
Cracks in stringer
Crack
Stringer flange
Longitudinal bulkhead Stringer web
May cause contamination of ballast water and small oil spills
Bilge keel cracking

Oil Tanker 285,690 DWT built 1990 Crack in hull plating i.w.o. bilge keel terminations
Bilge keel
Crack in hull plating in way of bilge keel toes
Consequences of cracks in bottom longitudinals -Leakage of oil - Crack may propagate further into bottom plating and induce a larger transverse fracture
Cracks in web frame cut outs
Cracks around openings for side longitudinals in web frames
Fore ship
Bottom slamming fore ship
Bulk Carrier 220 000Dwt Built 1997
Bottom plate set in Bottom longs tripped ( L-profiles) Webframes buckled between longs and access holes

ASNT
Check Hull Practice and D1.1

AWS D1.1 Pre-Qualification of WPS
IACS 47 Shipbuilding and Repair Quality Standard

AWS D1.1 Pre-Qualification of WPS
Shipbuilding Hull Practice as per Signed Contract

IACS 47 Shipbuilding and Repair Quality Standard

Welding Inspection in Shipbuilding

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Welding Inspection in Shipbuilding

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