DET NORSKE VERITAS

DET NORSKE VERITAS

CCGS “Cygnus”Hull Condition survey report

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Report for Canadian Coastguard

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1. Introduction 4 1.1 Scope of survey1.2 UTM measurements

2. Hull condition survey and assessment approach 5

3. Summary of results of survey 73.1 UTM Results 7 3.2 Rating of spaces 8 3.3 Ship exterior condition 93.4 Ship interior condition 113.5 Hull defects & recommended repairs 14

4. Other specific CCG requirements 17

5. Conclusions and recommendations 195.1 Spaces for particular attention 195.2 Recommended further action 19

6. Detailed survey reports for individual spaces: 206.1 Engine Room 216.2 No. 3 DB Void Port 266.3 No. 3 DB Void Stbd 286.4 Fore Peak Tank 306.5 Trim Tank 336.6 No. 1 DB Port 356.7 No. 1 DB Stbd 376.8 Aft Peak Tank 396.9 Fuel oil tanks 446.10 No. 2 FO DB Tank Port 45 6.11 No. 2 FO DB Tank Stbd 476.12 No. 4 FO DB Tank Port 496.13 No. 4 FO DB Tank Stbd 516.14 FO Settling Tank Port 526.15 FO Settling Tank Stbd 546.16 Potable water tank Port 566.17 Potable water tank Stbd 586.18 Bilge Retention tank

Appendix 1: UTM Report

DNV Reg. No.: PP080927Revision No.: 0Date : 2013-10-10 Page 1 of 64

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Project No. PP080927Report No. PP080927 Rev.0Date: 2013-10-25

Hull Condition survey report for CCGS “Cygnus”

Reference: Canadian Coastguard Solicitation #F3012-13R469/A

Report summary: This report is the result of the findings noted during the Hull Condition survey carried out by the undersigned attending surveyor at Canadian Coastguard Base in St. John’s, Newfoundland between 2013-08-12 and 2013-08-17 inclusive.

The DNV Condition Assessment Rating scheme was used to assess the condition found.

The conclusion is that the ship’s structural condition both internally and externally was found to be good for the most part with some regions requiring repairs to bring her up to a standard commensurate with a Classed ship of her age.

For Det Norske Veritas AS,

Colin M. FraserAttending SurveyorDNV Maritime, Halifax.

Khodabakhsh FarsiStation managerDNV Maritime, Halifax.


Digitally signed by Fraser, Colin DN: cn=Fraser, Colin, [email protected] Date: 2013.10.29 16:40:29 -03'00'

Farsi, Khodabakhsh

Digitally signed by Farsi, Khodabakhsh DN: cn=Farsi, Khodabakhsh, [email protected] Date: 2013.10.29 16:55:20 -03'00'

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1. Introduction:

Det Norske Veritas (DNV) was awarded the contract for the Hull Condition survey on the CCGS “Cygnus” by Canadian Coastguard, Newfoundland Region. We are a TCMS Recognized Organization Classification Society. The survey was commenced on 12th August, 2013 and completed on the16th August.

The ship was built at Marystown Shipyard, Newfoundland, in 1981. The requirement for this project is to provide an assessment of the hull condition and recommend possible future work to maintain the ship for a further 15 to 17 years which would imply in a Class-compliant condition.

The vessel was surveyed in accordance with Class Rules for a ship of 30 years of age, the scope for which concurred with CCG’s requirements for this project.

1.1. Scope of surveyTanks and voids: Close-up inspection was carried out in the hull compartments listed in the table 1.1; particular attention was paid to ballast tanks. The condition of these spaces is reported in section 6 and CAP rating assigned in section 3.2.

Table 1.1Cygnus: Hull condition survey

Ballast TanksFore Peak TankTrim TankNo. 1 DB PortNo. 1 DB StbdAft Peak TankVoid spaces No. 3 DB Void PortNo. 3 DB Void StbdPipe tunnel Diesel Fuel Tanks No. 2 FO DB Tank PortNo. 2 FO DB Tank StbdNo. 4 FO DB Tank PortNo. 4 FO DB Tank StbdFO Settling Tank PortFO Settling Tank StbdMiscellaneous TanksBilge Retention TankPotable Water Tank PortPotable Water Tank Stbd

Ship interior: In addition to the above, an overall inspection was carried out of other internal spaces including Sewage Compartment; Pipe Tunnel; Cargo Hold; Accommodation; Engine Room, and Bow Thruster rooms. A reasonable standard of maintenance was noted in the interior in most spaces. However, the structure in the spaces/ locations listed below was noted to be suspect in some areas.

Engine room below the floor plates.


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Sewage Compartment tank-topBow-Thruster compartment: Shell and side-frames adjacent to tank-top.Laundry room: Frame adjacent to laundry drain.Pipe Tunnel tank-top.

Accommodation: The necessity of removals of linings or deck-head paneling to access internal steel work was discussed with ship’s senior officers and the project officer and it was decided that no removals were necessary at the time of the survey. However, after the survey, CCG decided to remove linings below the sliding windows outboard on the bridge wings (P&S) to expose the steel-work underneath. On removal, corrosion was noted that was severe enough to warrant cropping and replacing as listed under repair recommendations.

Exterior: The ship exterior was inspected as far as could be seen while afloat, and no major defects noted. The main mast had a fatigue/ corrosion related crack in the Port side plating at the Bridge deck level. Repair of this defect was added to the list of recommended repairs in section 3.5.

1.2 Hull Thickness measurementsThe UT measurements were carried out by technicians from Eastern Technical Services.The scope of measurements was as listed in Section 4 below. In addition, the technicians were directed to take additional readings in suspect areas by the attending surveyor.The UTM report and tank sketches are included in Appendix 1.


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2. Hull condition survey and assessment approach

In assessing the ship’s structure, the principals of DNV’s Condition Assessment Program (CAP) – normally only applied to tankers and bulk carriers - were used as a guide to the hull condition assessment. Historically, this scheme was agreed to among ABS, DNV & Lloyd’s Register some time ago and reportedly the assessment rating descriptions follow similar lines.

Table 2.1 CAP Rating descriptions are as follows:

Level Description 1 Very Good condition: Less than 1/3 of the allowable margin wasted / utilised

Items examined and measured found with only superficial reductions from “as new” or current rule scantlings.No maintenance or repair required.

2 Good condition: Between 1/3 and 2/3 of the allowable margin wasted / utilised Items examined and measured found to have deficiencies of a minor nature not requiring correction or repairs and or found to have thicknesses significantly above class limits.

3 Satisfactory condition: Between 2/3 and 3/3 of the allowable margin wasted / utilisedItems examined and measured either found to have deficiencies which do not require immediate corrective actions, or found to have thicknesses, although generally above class renewal levels, with substantial corrosion.

4 Poor condition: Below class minimum requirementsItems examined and measured either found to have deficiencies which may affect the ship’s potential to remain in class, or found to have, in some areas, thicknesses that are at or below the class renewal levels.

Table 2.2: Coating condition descriptions:-Condition: DNV Class and IMO

Definitions:Clarification according to MSC.1/Circ.1330:

Good Condition with only minor spot rusting.

Condition with spot rusting on less than 3% of the area under consideration without visible failure of the coating. Rusting at edges or welds, should be on less than 20% of edges or weld lines in the area under consideration.

Fair Condition with local breakdown at edges of stiffeners and weld connections and/or light rusting over 20% or more of areas under consideration, but less than as defined for POOR condition

Condition with breakdown of coating or rust penetration on less than 20% of the area under consideration. Hard rust scale should be less than 10% of the area under consideration. Rusting at edges or welds should be on less than 50% of edges or weld lines in the area under consideration.


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Poor No coating or condition with general breakdown of coating over 20% or more of areas or hard scale at 10% or more of areas under consideration.

Condition with breakdown of coating or rust penetration on more than 20% or hard rust scale on more than 10% of the area under consideration or local breakdown concentrated at edges or welds on more than 50% of edges or weld lines in the area under consideration.


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3. Summary of results of survey:

3.1 UTM results:

An adequate level of UTM measurements were taken to ensure that a reasonably accurate assessment of the condition the steelwork was gained.

Where drawings were not available, as far as possible the thickness of plating that appeared to be in good condition adjacent to suspect areas was taken as the next best calibration. However, this could not be accomplished for the band at Fr.30.

. Table 3.1: summary of significant diminution of measured steel (>12.5%):

Location (UTM report headings)

Structural component Reduction %

UTM report Page/ reading #

Side-shell Plating i.w.o. :-Fore-peak Fr. 89-90 Port (Wind strake) 14.0 4/ 5

Fr. 89-90 Stbd.(Wind strake) 13.3 4/ 5Fr. 95 Stbd.(Stem) 14.0 5/ 5Fr. 89-90 Stbd.(Lower part of tank. 12.6 5/ 20&21

Engine room Fr.22-23: Port (Bilge strake.) 13.7 6/ 11(see list of Fr.21-22: Stbd. (Bilge strake.) 17.9 6/ 18

repairs.) Fr.22-24: Stbd. (Bilge strake.) 22.1/ 26.3 6/ 21&22Fr.24-25: Stbd. (Bilge strake.) 12.6 6/ 23

Bottom shell #3 Center Void SpaceFr.50-51 Stbd.: Plate adjacent to keel 15.8 7/ 4

Inner bottom Plating i.w.o:-(see list of repairs) 1. #2 F.O. D.B. Tanks – Sewage Compt.

Fr.57-59 Port: 3 spots - under Sewage unit Fr.57-59 Port: Outboard of Sewage unit. Fr.58-59 Stbd.: Outboard of Refer unit.

36 to 5022.517.5 to 23.8

8/ 4,5&68/ 118/ 11&12

(see list of repairs) 2. #3 D.B. Voids – Sewage Compt. Fr.50-51 Port: Adjacent to aft bhd. & c.l. Fr.50-51 Stbd.: Adjacent to aft bhd.Fr.51-52 Stbd.: Adjacent to side-shell

18.822.518.8

8/ 88/ 9-128/ 13

(see list of repairs) 3. #4 F.O. D.B. Tanks – Pipe tunnel Fr.39-40 Stbd.: Adjacent to m/h 20.0 9/ 12

4. Aft tank-top Fr.4-5 Port

Fr.7-8 Stbd.18.813.8

9/ 19/ 3

Internal structures(see list of repairs)

1. Engine room:Shell frame Fr.23: flange / web adj. to top of floor

100/ 36.8 12

2. Aft peakDeck beam Fr.3: flange / web – various 19 to 31.6 13

3. Bow thruster compartment:Shell frame Fr.77: flange Shell plating Fr.80:

30.425.2

12

4. Bilge Retention tankStbd. bhd. fwd. mid & bottom platesTank bottom fwd. (inboard & outboard)Tank bottom aft (inboard & outboard)

15.6&10.929.726.6

13

Trans. bhds.(see list of repairs)

1. Aft Sea chest Bulkhead Fr.20 plating 25.2 to 14/ 1&2


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33.12. Aft peak

Bhd, Fr. -2. 15.8 14/ 1Trans. Sections(see list of repairs)

1. Bow Thrust Compt.Shell frame Fr.83 adj. to deck: flange/ bkt.

2. Accommodation (laundry)Shell frame Fr.55 adj. to deck: flange/ web

17.7/ 11.6

51.9/ 45.6

15

153. Engine room:

Side shell below boiler – Fr.30 Strake ‘C’ to ‘D’

16.8 to 20 16

Notes to Table 3.1:Not included in the above table:1. UTM Page 8: Trim tank tank-top plating: No corrosion was noted on this plating, so original

thickness assumed to be 5/16” based on thicknesses referenced on available drawings of other regions of the ship showing similar structure – i.e. 7.9mm instead of the 9.5mm entered in the UTM report.

2. UTM Page 10: Low values for longl. Bhd. plating not included in the above table as they were taken to double-check values for items already included in the shaft tunnel replacement steel specification issued by MSI.

3. UTM Page 11: Transverse floor thicknesses for #1 & #2 DB tanks: No corrosion wastage issues within these structures in these tanks; entered as 9.5mm should have been 8.0mm.

Further to the development of the list of recommended repairs, additional readings are advised to be taken in the following spaces at the next available opportunity:-

Bow Thruster compartment shell plating adjacent to lower deck.Pipe tunnel tank-top platingSewage Compt. tank-top platingEngine room bottom structure including shell plating i.w.o. floors.

3.2 Rating of spaces inspected:

Table 3.2: Ratings assigned after Compartment inspections and review of UTM results.

Cygnus: Hull condition survey

CAP Notes

Ballast Tanks --- ---Fore Peak Tank 1 2.

Trim Tank 1 2.

No. 1 DB Port 2

No. 1 DB Stbd 2

Aft Peak Tank 2 1.Void spaces --- ---

No. 3 DB Void Port 1 2.

No. 3 DB Void Stbd 1 1.Diesel Fuel Tanks --- ---

No. 2 FO DB Tank Port 1

No. 2 FO DB Tank Stbd 1

No. 4 FO DB Tank Port 1

No. 4 FO DB Tank Stbd 1


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FO Settling Tank Port 1

FO Settling Tank Stbd 1Miscellaneous Tanks ---

Bilge Retention Tank 4 1.(Assessment restricted to tank bottom and inboard bulkhead.)

Potable Water Tank Port 1

Potable Water Tank Stbd 1Misc. other spaces --- ---

Engine room 4 1.(Assessment restricted to the region below floor plates.)

Shaft tunnel 4 1.(Assessment restricted to the region below floor plates.)

Pipe tunnel 3 1.(Assessment restricted to the tank-top plating.)

Cargo hold 1

Sewage compt. 4 1.(Assessment restricted to the tank-top plating.)

Notes to above table:1. An estimate of replacement requirements is given in section 3.2.2. Fore peak and Trim tanks: The coatings in this tank are in better condition than the other three W.B.

tanks. It would be expected that any significant corrosion would take somewhat longer to occur here.For the Aft Peak, #1 DB WB tanks (P&S) and #3 Void DB (P&S) removal of corrosion and re-coating of tanks is highly recommended.

3.3 Ship exterior condition:

An inspection of open deck spaces revealed no major defects. The ship exterior was in good condition and appeared to be regularly maintained – including condition of paint, weather-tight closures for openings such as doors; hatches; vents etc. and tank vent heads.

A crack approx. 150mm was found in the main mast plating at the Bridge deck level Port side - most likely due to fatigue and corrosion effects. Repair of this was added to the list of recommended repairs in section 3.4.

Main deck aft - House corner at Fr.10 similar (Note no sign of stress; cracks etc.)


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Bridge front corner (P)- Stbd. similar (Note no sign of stress; cracks etc.)

Step in house Fr. 47(P) - (Note again. no sign of stress; cracks etc.)

Bridge deck - house connection (S) similar (Note no sign of stress; cracks etc.)

Main mast: Close-up on wastage crack at approx. Fr.29 Bridge deck level


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3.4 Ship interior condition (inc. accommodation):

For the most part the interior was noted to be well maintained. CCG personnel discovered corrosion in the bridge wings beneath the slide windows, and repairs of the wheelhouse side and bottom in way of this was added to the recommended repairs list.

Thickness measurements of suspect areas were taken on areas in the following compartments where coatings had failed and corrosion was present:-

Pipe tunnel fwd. Fr. 36-50 & Sewage Compartment tank-top: (Note: The tank-top was noted to be corroded with moderate level of scale. Representative readings were taken in locations where this was considered to have resulted in the deepest pitting.)SG Compartment: Aux. Machinery Compartment:

Pipe tunnel:The following photographs give some indication of the condition of this space. The corrosion is confined to the tank-top.

SG Flat (P) (Red arrow indicates location of close-upbelow.)

SG Flat connection to shell(P)


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Close-up of tank-top under pipe run at aft end.

Sewage compartment:The following photographs give some indication of the condition of this space. The corrosion is mostly confined to the tank-top.

Ship-side typical condition (Port side fwd.) Sewage Plant overboard - (stringer web the valve under is wasted.)

Centreline passage between Potable water tanks Tank-top outboard of Refr. Plant (Stbd.)


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Tank-top (P) Fr.50-52 (Potable water tank aft trans. bhd. on right of photo.)

Tank-top (S) Fr.50-52 (Potable water tank aft trans. bhd. on left of photo.)

Aux. Machinery Compartment:Condition satisfactory:

Looking fwd. & to Port. Looking aft & to Stbd.


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SG Compartment:Condition satisfactory:

SG Flat (P) SG Flat connection to shell(P)

See also Table 3.1 for results of significant diminution, and section 3.4 for repairs required.

3.5 Hull defects Areas where plating is below or approaching Class minimum required thickness:Replacement and measures as listed below recommended.

A list of recommended repairs follows.(Note: This list already forwarded to Mr Jason Baggs on 11 September 2013, and update sent 2013-10-23 with

items marked in red below added).

With the exception of the Main mast minor damage, all are related to corrosion close to or below Class minimum thickness. Repairs follow Class requirements.

Shaft tunnel: Following visual inspection plus requested additional UTM readings to those already taken by Eastern Technical, it was confirmed that drawing # 2456-014-00 “Shaft Tunnel Steel Renewals” describing required the steel replacements can be considered an accurate guide to required repairs.Additional: Aft sea-chest bhd. Fr.20: Crop & replace in entirety (although part of the plating is not at Class minimum yet, since repairs are necessary it would be easier to do all at once.)

Bottom plating: Isolated low value at Fr.50-51 in Echo Sounder compt. adjacent to W.T. Girder (S). Allow for 300x300mm insert in bottom plating here: Strake ‘A’ Band 7.

Engine room: Crop and replace:- 1. Shell plating:

a. Starboard - Strake ‘C’ Band 4: Area from 100mm fwd. bhd. Fr.21 to 100mm aft of Fr.24 – i.e. approx. 1600mm long x1200mm wide – similar area on each side of the engine room.

b. Port side - Strake ‘C’ Band 4: This is not as bad as Stbd. side maybe 5 years before repairs are required (with no remedial treatment– blast and recoating.)

c. Starboard - Strake ‘C’ & ‘D’ to Band 4/5 intersection (below boiler): Allow approx. 600x600mm centred on the Strake ‘C’ & ‘D’ Band 4/5 intersection point.

2. Port side only: Side frames wasted/ heavily corroded at connection to floors:


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a. Fr.24: 600mm measured up from floor.b. Fr.22 & 23: 500mm measured up from floor.c. W.F. Fr. 27(?): Aft of overboard discharge pipe; web plating wasted approx. 500mm.

Minimum area to replace 500x300mm.3. Suggest cutting holes in bottom adjacent to keel to access selected floors and girders

(not accessible from inside the ship) at the aft end of the engine room for measurement and assessment.

Pipe tunnel: At aft end (S) Fr.39.5-40.5 adjacent to #4 Void manhole; approx. 500mmx500mm.

Sewage compartment: Crop and replace:- 1. Tank-top in following locations – commencing at the aft end of the space:-

a. Approx. 1.5m wide (measured from 1400mm o.c) x 500mm long adjacent to aft bhd. Fr.50.

b. Approx. 600x600 adjacent to shell Fr. 51-52 (S)c. Underneath the Sewage Treatment unit – Fr.57-61 (P): Assumed to be 2.4m long x

2.0m wide.d. Outboard of the Sewage Treatment unit (P) – Fr.58-59 approx. 600x600mm.e. Outboard of the Refrigeration Unit (S) – Fr.58-59 approx. 600x600mm.

2. Stringer plate under grey water discharge Fr.57-58 (P): Crop and replace web - 600 long x 200mm wide.

Aft peak tank: 1. Flat at Fr.5-6 (Lower Tank-top for tank) Halfway from centreline to shell – area of

substantial corrosion just above Class minimum. Allow approx. 500x500mm.2. Deck beam Fr.3: Replace angle – entire width.

Bow thrust compartment: At tank-top:- 1. Shell plating @ Fr.80 Strake ‘E’ Band 10: below Class minimum allow for 600x600mm

insert. 2. Fr.77 (P): stiffener web – approx. 500mm3. Fr.83 (P): stiffener web – approx. 500mm

Laundry: Side frame Fr.55 wasted; allow to crop and replace approx. 1.0m.

Bridge wings: Allow for replacement of strips 300mm wide on the deck and ship’s side for half the length of the bridge wings.

Bilge Retention tank:1. Replace bottom of tank – approx. 1200mm long x 600mm wide (to take account of the

shape at ship-side).2. Inboard Longl. Bhd.: Thinning at mid-height fwd. Allow for insert 1000mm high x 600mm

long.

Main mast: Mast plating at Bridge deck level cracked at connection to house side (P). Crop and replace 300x300mm piece of plate.

Notes:


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1. The areas given are estimates based on the UTM report values provided. Final areas of plating may differ once the steel has been cropped out.

2. Trim tank tank-top: Original thicknesses were not available on any of the provided drawings and have been entered in the UTM report as being 9.5mm. However looking at the values obtained, and values of other parts of the tank-top, it appears that the original thickness of the majority of the plating may have been8.0mm (5/16”)


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4. Other specific CCG requirements addressed:

4.1 Defects and coatingsDuring the survey the DNV surveyor shall record and assess the condition of the following items:

a) Actual or latent defects, the presence of deficiencies relating to structural damage, fractures, buckling and ice damage and corrosion and weld grooving.Some minor distortion well within Class maximum allowable parameters was noted in some of the double bottom tanks. See reporting for individual tanks in section 6.

b) Coating condition, both breakdown and representative measurements of remaining thickness.See reporting for individual tanks later. Coating condition in tanks given. DNV does not have the equipment or training to measure dry-film thicknesses. It is assumed that this requirement was originally intended for ice-resistant hull coatings such as Inerta that are expensive to apply and maintain.

c) Condition of other protective systems, anodes etc.None fitted in tanks.

For recommended repairs – see Section 3.2.

4.2 UTM Ultrasonic Thickness Measurements (UTM): For extent of measurements, reference was made to the relevant parts of the IACS Unified Requirement Z 7.1:-

“• Within 0.5L midship, 3 transverse sections including all longitudinal components; deck plating, side and bottom shell and longitudinal girders in double bottoms. One section is to be taken in way of a ballast tank.• All wind and water strakes over the full length of the ship, both port and starboard, as accessible from the interior of the vessel.• All transverse webs with associated plating and longitudinals, and the transverse bulkhead in the fore and aft peak tanks.• All keel plates over the full length of the ship and additional bottom plating in way of cofferdams, machinery space and aft end of tanks, as accessible from the interior of the vessel and associated tanks.• Plating of sea chests and side shell plating in way of overboard discharges, as accessible from the interior of the vessel.

This concurs with requirements for UTM of a ship of this age in DNV Class and was carried out as far as could be achieved with the ship afloat.

4.3 Potential areas of damageThe following items shall also be considered for survey such that a representative condition assessment can be rendered:

• Tanks and void spaces where corrosion is considered likely;• Ballast tanks; • Indicative fuel oil tanks;• Bow area;• Other critical areas as required by the Classification Society.

Confirmed carried out.

4.4 Areas of Special Concern1. Bilge Retention Tank


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The bottom plate in this tank has been identified previously as having localized pitting. Condition of this is to be verified and deemed either serviceable or requiring replacement.Deformation is also noted in the longitudinal bulkhead of the tank

See list of recommended repairs.2. Potable Water Tanks

Deformation is noted in the Stbd tank in the area of the escape trunking.Deformation was considered to be within Class limits; no repairs necessary.

3. Sewage Compartment Deck / Tank TopSee list of recommended repairs.


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5. Conclusions and recommendations

During the August inspection, it was ensured that all required measurements especially those of special concern were taken. However, time available did not allow for expansion of UTM measurements to include additional more detailed spread readings of some of the suspect areas. As mentioned in section 3.1, closer spread measurements should be taken of the following:-

Bow Thruster compartment shell plating adjacent to lower deck.Pipe tunnel tank-top platingSewage Compt. tank-top platingEngine room bottom structure including shell plating i.w.o. floors.

On completion of the repairs listed in section 3.5 and following adequate attention to coating conditions in tanks listed below, it is envisioned that the ship could be run for another 15 or so years.

5.1 Spaces for particular attention:Ballast tanks are, as expected, the spaces that would be most likely to have any corrosion issues. However, only minor diminution was measured in all cases.

Due to coating failures the following spaces/ areas are possible candidates for repair in future. These are:-

No.1 DB WB Fr.67-76(P&S)No.3 Void DB Fr.50-57 (P&S)Aft peak Fr.01-13Sewage Compt. Tank-topPipe tunnel Tank-topB.T.Compt.side shell.

5.2 Recommended further action

Returning the steel to as-new by shot-blasting in areas of coating failure and recoating in optimum environmental conditions would increase the certainty of extending the life of these spaces without requiring steel replacement for the foreseeable future.Also the use of sacrificial anodes has been noted to be successful in slowing the rate of corrosion down in ballast tanks.

DNV recommends that regular surveys of the listed ballast tanks be conducted in the future as subsequent reference points to track the condition. This would be a reasonably quick inspection due to the required scope being limited to the 5 ballast tanks and known areas of substantial corrosion – e.g. Engine Room & Sewage Compartment.Tanks in the condition found in the # 1 D.B. Water Ballast tanks for example would be onAnnual survey of ballast tanks in a DNV Classed vessel.

It is suggested that the Classification model of Intermediate and Renewal surveys at 2.5 and 5 years be considered for this task. This would provide useful updates to this initial assessment. For a ship in Class this would automatically be done as part of the Classification scheme of surveys, thus ensuring that the structure is maintained within Rule required parameters.


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6. Detailed survey reports for individual spaces:

General notes to tanks and void space surveys:

Note: The following general principles apply to inspection of all the hull compartments. Additional descriptions specific to relevant spaces are given under the detailed report for that space.

Inspection method:Visual close-up examination of entire space including all primary and secondary structure as well as non-structural outfit – i.e. piping (e.g. sounding & suction), ladders and their supporting steel-work - was carried out.


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6.1 Engine room Fr.21-39

On first scrutiny, it became clear that the areas of concern in the engine room could be narrowed down to the region below the floor plates.A close-up inspection as far as access would allow was carried out in this region but for a more complete assessment the only way to access some of the locations is to cut holes in the bottom shell once the ship is in dry-dock.

Overall condition (Area below floor plates assessed)Structure: Good to fairCoatings: Fair to Poor.

Inspection method:Primary, secondary structure and non-structural outfit including pipe supports etc. was inspected close-up by direct access.

FindingsThe coatings were found to be in “Fair” to “Poor” condition, noted damages are listed in recommended repairs section.

No structural damages found except for corrosion-affected steelwork added to the recommended repairs list in section 3.4.

Tank/Hold/Space/structure

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Observations / Findings

Shell plate (bilge) Plate N N N N N HC C F

Shell frames N N N N N HC C P F

Longitudinal grdrs. Plate N N N N N HC C P FStiffeners N N N N N HC C P F

Trans. N.W.T. Floors. Plate N N N N N HC C P F

Trans. W.T. BulkheadsPlate N N N N N HC C P FStiffeners N N N N N HC C F

Bottom plate Plate N N N N N HC C P F

Non-structural outfit N N N N N HC C F G

Abbreviations:HC – Hard CoatingC – Complete tank is coatedG, F, P, N – Good, Fair, Poor, No coatingY- Yes; N - NoNA- Not applicable


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Photographs:Note: A memory stick will be provided with all photographs taken. Numbering given in the selected photos below is retained from the overall numbering in this collection of pictures so that they can be easily identified.

Port side

3. Shell plating showing scale - 1st to 2nd fr. fwd. of aft bhd. Fr.22-23 (UTM locations)

6. Corrosion on aft transverse bhd. Fr.21 adjacent to photo 2. region

1. Heavily corroded frame at connection to floor (note hole) 3rd fr. fwd. aft bhd. Fr.24 4. Shell plating showing scale -2nd to 3rd fr. fwd. of aft bhd.

Fr.23-24 (UTM locations)


DET NORSKE VERITAS


MANAGING RISK

7. Looking inboard at floors and outboard girder - 2nd to 3rd floors fwd. of aft bhd. Fr.23-24 (P) (2)

9. Looking inboard at floors and outboard girder - 5th to 6th floors fwd. of aft bhd. Fr.26-27 (P)

14.5 Close-up of heavy scale on web frame at Fr.27 aft of overboard.

15. Looking inboard at floors and outboard girder - 6th to 7th floors aft of fwd. bhd. Fr.32-33(P).


DET NORSKE VERITAS


MANAGING RISK

Stbd. Side

4. Close-up of connection of pump seat to 3rd floor fwd. aft bhd. - Fr.24 (S)

5. Looking inboard at floors and outboard girder - 3rd to 4th floors fwd. of aft bhd. Fr.24-25(S)

6. Shell plate under boiler - typical (S)

10. Shell plating showing scale -2nd to 4th fr. fwd. of aft bhd. Fr.23-25 (UTM locations - 3)

11. 3rd floor fwd. aft bhd. Fr.24 (UTM location)

12. Close-up (see photo 10.) of where heavy scale removed - 2nd to 3rd fr. fwd. of aft bhd. Fr.23-25


DET NORSKE VERITAS


MANAGING RISK

13. Close-up (see photo 10.) of where heavy scale removed - 3rd to 4th fr. fwd. of aft bhd. Fr.24-25

20. Sea bay top plate Fr.38-39(C)


DET NORSKE VERITAS


MANAGING RISK

No.3 D.B. Void Fr.50-57 (P)Overall conditionTank structure: Good Coatings: Fair


FindingsThe coatings were found to be in “Fair” condition, but no thinning of plate edges at lightening holes, panel stiffeners, bracket flanges or i.w.o. of coating failures within panels was noted.

No structural damages found.


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Shell plate (bilge) Plate N N N N N HC C F

Longitudinal grdr (one only).

Plate N N N N N HC C FStiffeners N N N N N HC C F

Trans. W.T. Floor – Fwd. Plate N N N N N HC C F

Trans. W.T. Floor - AftPlate N N N N N HC C FStiffeners N N N N N HC C

Bottom plate Plate N N N N N HC C P

Floors/ bilge bkts.Plate N N N N N HC C F

Stiffeners N N N N N HC C F

Top/deck-head Plate N N N N N HC C G

Non-structural outfit N N N N N HC C G Suction and sounding pipes in good condition.



DET NORSKE VERITAS


MANAGING RISK

Fwd. bay looking outboard (Fr.56-57) 2nd bay fwd. outboard (Fr.51-52)

2nd bay fwd. (Fr.51-52) longl. grdr. in foreground - note previous UT shots

Aft bay looking outboard (Fr.50-51)

Suction and sounding - aft bay centre (Fr.50-51) Fwd. bay at c.l. (Fr.56-57)


DET NORSKE VERITAS


MANAGING RISK

No.3 D.B. Void Fr.50-57 (S)Overall conditionTank structure: Good Coatings: Fair


FindingsThe coatings were found to be in “Fair” condition, but no thinning of plate edges at lightening holes, panel stiffeners, bracket flanges or i.w.o. of coating failures within panels was noted.



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Shell plate (bilge) Plate N N N N N HC C F N/A

Longitudinal grdr (one only).

Plate N N N N N HC C F N/AStiffeners N N N N N HC C F N/A

Trans. W.T. Floor – Fwd. Plate N N N N N HC C F N/A

Trans. W.T. Floor - AftPlate N N N N N HC C F N/AStiffeners N N N N N HC C N/A

Bottom plate Plate N Y N N N HC C P N/A Soft indent in 2nd bay aft of fwd. bhd.-Fr.55-56 - outboard of N.W.T. girder.

Floors/ bilge bkts.Plate N N N N N HC C F N/A

Stiffeners N N N N N HC C F N/A

Top/deck-head Plate N N N N N HC C G N/A

Non-structural outfit N N N N N HC C F N/A Suction and sounding pipes in good condition.



DET NORSKE VERITAS


MANAGING RISK

Fwd. bay (Fr.56-57) looking outboard Fwd. bay inboard (Fr.56-57)- bottom plate, longl W.T. girder & fwd. W.T. Floor

2nd bay aft of fwd. bhd. (Fr.55-56)- bottom shell indent within acceptable limits

Looking fwd. through inboard lightening holes

3rd bay fwd. looking outboard (Fr.52-53)- shell, floors & tank-top

Bottom plate 3rd bay fwd (Fr.52-53) Aft bay (Fr.50-51)


DET NORSKE VERITAS


MANAGING RISK

6.4 Forepeak Fr.89-FEOverall conditionTank structure: Good Coatings: Good


FindingsThe coatings were found to be in “good” condition; no thinning of plate edges at lightening holes, panel stiffeners, or bracket flanges was noted.



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Shell platePlate N N N N N HC C GFrames N N N N N HC C G

Trans. BHD - Aft Plate N N N N N HC C GStiffeners N N N N N HC C G

Bottom plate Plate N N N N N HC C GLongitudinals N N N N N HC C G

Web frames Plate N N N N N HC C G .Stiffeners N N N N N HC C G

Floors/ girders Plate N N N N N HC C GStiffeners N N N N N HC C G

Top/deck-head Plate N N N N N HC C GLongitudinals N N N N N HC C G

Deck beams Plate N N N N N HC C GStiffeners N N N N N HC C G

Non-structural outfit N N N N N HC C G



DET NORSKE VERITAS


MANAGING RISK

Deck-head Aft bhd. Fr.89


DET NORSKE VERITAS


MANAGING RISK

Looking down on upper flat Mid. tank - Port shell aft

Looking fwd. - upper part of tank Lower part of tank - looking fwd.

Mid. part of tank - Looking fwd. Lower part of tank - looking on stem Fr.93 in foreground

Mid. tank - Port shell fwd. of Fr.96 i.w.o. coating failure no corrosion.

Mid. tank - close-up of stem. shell connection at approx. Fr.96.5


DET NORSKE VERITAS


MANAGING RISK

6.5 Trim tank Fr.81-89 C)Overall conditionTank structure: Good Coatings: Good


FindingsThe coatings were found to be in “good” condition; no thinning of plate edges at lightening holes, panel stiffeners, or bracket flanges was noted.



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Shell plate (P&S)Plate N N N N N HC C GFrames N N N N N HC C G

Trans. W.T. Bhd. – Fwd. Plate N N N N N HC C G

Trans. W.T. Bhd. - Aft Plate N N N N N HC C GStiffeners N N N N N HC C G

Stringers (P&S) Plate N N N N N HC C GFlanges N N N N N HC C G

Floors Plate N N N N N HC C GStiffeners N N N N N HC C G





Notes:Sacrificial anodes approx. 50% depleted.


DET NORSKE VERITAS


MANAGING RISK

Bottom structure Side-shell & frames (S)

Deck-head (typical) Side-shell & frames (P)


DET NORSKE VERITAS


MANAGING RISK

6.6 No.1 D.B. W.B. Fr.67-76 (P)Overall conditionTank structure: Good Coatings: Good


FindingsThe coatings were found to be mostly in “Good” condition; no thinning of plate edges at lightening holes, panel stiffeners, bracket flanges or i.w.o. of coating failures within panels was noted.



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Shell plate (bilge)Plate N N N N N HC C GFrames N N N N N HC C G

Longitudinal grdrs. Plate N N N N N HC C GStiffeners N N N N N HC C G


Trans. W.T. Floor - Aft Plate N N N N N HC C GStiffeners N N N N N HC C G


Floors/ bilge bkts. Plate N N N N N HC C GStiffeners N N N N N HC C G

Top/deck-head Plate N N N N N HC C F/P Some bays have coating failure




DET NORSKE VERITAS


MANAGING RISK

W.T. Floor Fwd. Fr.76 (bottom shell at foot of photo) Deck-head at tank vent

W.T. Floor Aft (on left of photo) - Fr.67 Deck-head and bilge at fwd. bay Fr.75-76

Suction & sounding - Fr.75-76


DET NORSKE VERITAS


MANAGING RISK

6.7 No.1 D.B. W.B. Fr.67-76 (S)Overall conditionTank structure: Good Coatings: Good


FindingsThe coatings were found to be mostly in “Good” condition; no thinning of plate edges at lightening holes, panel stiffeners, bracket flanges or i.w.o. of coating failures within panels was noted.



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Shell plate (bilge)Plate N N N N N HC C GFrames N N N N N HC C G

Longitudinal grdrs. Plate N N N N N HC C GStiffeners N N N N N HC C G


Trans. W.T. Floor - Aft Plate N N N N N HC C GStiffeners N N N N N HC C G


Floors/ bilge bkts. Plate N N N N N HC C GStiffeners N N N N N HC C G

Top/deck-head Plate N N N N N HC C F/P Some bays have coating failure




DET NORSKE VERITAS


MANAGING RISK

2nd bay fwd. of aft WT floor looking outboard - Fr.68-69 Fwd. WT floor, deck-head and shell plating - Fr.76

Suction & sounding OK - Fr.75-76

Deck-head & shell - 2nd bay aft of fwd. WT floor - Fr.74-75


DET NORSKE VERITAS


MANAGING RISK

6.8 Aft-peak AE-Fr.11

After part i.w.o. SG Compartment - Fr. -2 to 5Overall conditionTank structure: Good Coatings: Fair


FindingsThe coatings were found to be mostly in “Fair” condition; slight thinning of plate edges at some lightening holes, panel stiffeners, bracket flanges or i.w.o. of coating failures within panels was noted.



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Shell platePlate N N N N N HC C GFrames N N N N N HC C F

Trans. N.W.T. BHD –Fr.5

Plate N N N N N HC C F

Web frames Plate N N N N N HC C FStiffeners N N N N N HC C F

Floors/ girders Plate N N N N N HC C FStiffeners N N N N N HC C F

Top/deck-head Plate N N N N N HC C FLongitudinals N N N N N HC C F

Deck beam Fr.1 Angle section N N N N N HC C P Should be replaced.Notes:


Notes:Sacrificial anodes approx. 50% depleted.


DET NORSKE VERITAS


MANAGING RISK

Aft part of tank - Aft NWT bhd. Fr.5 NWT transverse bhd. Fr.5 - fwd. side


DET NORSKE VERITAS


MANAGING RISK

Aft part of tank - typical coating failure on edges looking fwd on Fr.0 - 2nd WF fwd. of aft bhd. (P) (Small)

Aft part - W.F. Fr.0, Outboard grdr (with lh), deck-head & shell (Small)

Aft part of tank - aft bhd., shell and deck-head (Fr.-2 to -1) Aft part of tank - Aft on bhd. Fr.-2 and W.F. Fr.-1 (Small)

Aft part of tank - shell and deck-head 2nd bay fwd. of aft bhd (Fr.0 to 2) (Small)

Aft part of tank - Deck beam Fr.1 - typical condition (Small)


DET NORSKE VERITAS


MANAGING RISK

Aft Peak: Forward part: Fr. 5 to 11Overall conditionTank structure: Good Coatings: Good


FindingsThe coatings were found to be mostly in “Good” condition; no thinning of plate edges at lightening holes, panel stiffeners, or bracket flanges was noted.



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Shell platePlate N N N N N HC C GFrames N N N N N HC C G

Trans. BHD – Fwd. Plate N N N N N HC C GStiffeners N N N N N HC C F

Bottom plate Plate N N N N N HC C FLongitudinals N N N N N HC C G

Web frames Plate N N N N N HC C GStiffeners N N N N N HC C G

Floors/ girders Plate N N N N N HC C GStiffeners N N N N N HC C G





Looking down on stern-tube - 3rd bay aft of fore-end of tank. (Fr.8-9) Looking down on stern-tube, bhd. penetration Fr.11


DET NORSKE VERITAS


MANAGING RISK

Looking outboard on Shell (P) - fwd. of NWT bhd. (Fr.6-8) Looking fwd. on fwd. bhd, shell and deck-head outboard (Fr.8-11).

Looking fwd. on WF Looking inboard on c.l. wash bhd.

Looking down on stern-tube, bhd. penetration Fr.11 Looking fwd. on floors


DET NORSKE VERITAS


MANAGING RISK

6.9 Fuel Oil tanks

Overall conditionTank structure: Good

Inspection method:Primary, secondary structure and non-structural outfit including pipe supports etc. was inspected close-up by direct access. See individual tank report to follow for specific notes.

FindingsNo structural damages found.


DET NORSKE VERITAS


MANAGING RISK

6.10 No.2 D.B. O.F. Fr.57-67 (P)


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Shell platePlate N N N N N NoneFrames N N N N N None

Longitudinal O.T. girder Plate N N N N N NoneStiffeners N N N N N None

Trans. O.T. Floor – Fwd. Plate N N N N N NoneStiffeners N N N N N None

Trans. O.T. Floor - Aft Plate N N N N N NoneStiffeners N N N N N None

Bottom plate Plate N N N N N NoneLongitudinals N N N N N None

Floors/ girders Plate N N N N N NoneStiffeners N N N N N None

Top/deck-head Plate N N N N N NoneLongitudinals N N N N N None

Non-structural outfit N N N N N None

Abbreviations:Y- Yes; N - NoNA- Not applicable


DET NORSKE VERITAS


MANAGING RISK

Floors, shell looking outboard - 2nd bay fwd. of aft bhd. - Fr.58-59

Floors, shell and tank-top 4th bay aft - Fr.62-63

Looking aft next to c.l. O.T. girder (Note: no distortion in floors.)

Suction & sounding - Fr.57-58


DET NORSKE VERITAS


MANAGING RISK

6.11 No.2 D.B. O.F. Fr.57-67 (S)


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Floors, shell looking outboard -2nd bay aft of fwd. bhd. - Fr.64-65

Floors, shell looking outboard - 2nd fwd. of aft bhd - Fr.58-59


DET NORSKE VERITAS


MANAGING RISK

Keel plate - typical Floors, shell looking outboard - 3rd bay aft of fwd. bhd. - Fr.63-64

Drain plug fwd. bay. - Fr.66-67 Suction & sounding


DET NORSKE VERITAS


MANAGING RISK

6.12 No.4 D.B. O.F. Fr.39-50 (P)


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DET NORSKE VERITAS


MANAGING RISK

Note:

5th bay aft of fwd. end (Fr.45-46) - looking outboard

Looking outboard on grdr. - typical condition

Looking aft inboard of 1st girder Sounding and suction (Fr.49-50)


DET NORSKE VERITAS


MANAGING RISK

6.13 No.4 D.B. O.F. Fr.39-50 (S)


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Bottom platePlate N N N N N None Soft indents in 2nd bay aft of fwd. bhd.-

Fr.47-48 - on either side of outboard N.W.T. girder.

Longitudinals N N N N N None

Floors/ girders Plate N N N N N None Floors Frs.46-49 minor distortion on either side of outboard girder.Stiffeners N N N N N None




Notes: Condition similar to Port side; see Port tank’s photos.


DET NORSKE VERITAS


MANAGING RISK

6.14 Settling tank Fr.39-50 (P)


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ShellPlate N Y N N N None Plating & Frames 43 to 49 distorted

“sucked-in” approx. 30mm between side stringer and tank bottom.

Frames N Y N N N None

Longitudinal Bhd. Plate N Y N N N None Plating & Frames 41 to 48 distorted“sucked-in” approx. 30mm at mid-height.Stiffeners N Y N N N None

Trans. BHD – Fwd.Plate N N N N N NoneStiffeners N N N N N None

Trans. BHD - Aft Plate N N N N N NoneStiffeners N N N N N None

Bottom plate Plate N N N N N None

Top/deck-head Plate N N N N N None

Deck beams Angle section N N N N N None




DET NORSKE VERITAS


MANAGING RISK

Aft bhd. - Fr.39 Fwd. bhd. - Fr.50

Longl. bhd. Shell


DET NORSKE VERITAS


MANAGING RISK

6.15 Settling tank Fr.39-50 (S)


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Shell Plate N N N N N NoneFrames N N N N N None

Longitudinal Bhd. Plate N N N N N NoneStiffeners N N N N N None



Bottom plate Plate N N N N N None






DET NORSKE VERITAS


MANAGING RISK

Tank bottom Deckhead

Aft. bhd. - Fr.39 Fwd. bhd. - Fr.50

Shell Longl. bhd.


DET NORSKE VERITAS


MANAGING RISK

6.16 Potable water tank Fr.52-56 (P)


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ShellPlate N N N N N HC C G Pitting on lower 25% of frames; appears to

be arrested. No evidence of crack propagation.

Frames N N N N N HC C G

Longitudinal Bhd. Plate N Y N N N HC C G Plating & Frames distorted “sucked-in” approx. 30mm at mid-height.Stiffeners N Y N N N HC C G

Trans. BHD – Fwd.Plate N Y N N N HC C G Plating & Frames outboard of escape trunk

distorted “sucked-in” approx. 30mm at mid-height.

Stiffeners N Y N N N HC C G


Bottom plate Plate N N N N N HC C G Minor pitting; appears to be arrested.Longitudinals N N N N N HC C G






DET NORSKE VERITAS


MANAGING RISK

Shell & tank bottom Shell & deck-head

Inboard bhd. Tank bottom - note slight pitting

Connection of mid tank frame to tank bottom showing pitting

Pitting on fwd. bhd. stiffeners - typical lower third


DET NORSKE VERITAS


MANAGING RISK

6.17 Potable water tank Fr.52-56 (S)


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ShellPlate N N N N N HC C G Pitting on lower 25% of frames; appears to

be arrested. No evidence of crack propagation.

Frames N N N N N HC C G

Longitudinal Bhd. Plate N N N N N HC C GStiffeners N N N N N HC C G

Trans. BHD – Fwd.Plate N N N N N HC C GStiffeners N N N N N HC C G


Bottom plate Plate N N N N N HC C G Minor pitting; appears to be arrested.Longitudinals N N N N N HC C G






DET NORSKE VERITAS


MANAGING RISK

Deck-head - no notable distortion Fwd. bhd. outboard - note slight distortion

Shell & tank bottom Inboard bhd. - note slight distortion

Tank bottom close-up - note slight pitting


DET NORSKE VERITAS


MANAGING RISK

6.18 Bilge Retention tank Fr.21-23 (P)


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Shell Plate N N N N N NoneFrames N N N N N None

Longitudinal Bhd. Plate N N Y Y Y None Wastage requiring repairs.Stiffeners N N N N N None



Bottom plate Plate N N Y Y Y None Wastage requiring repairs.





Note: See recommended Repairs list in section 3.5


Det Norske Veritas:

Det Norske Veritas (DNV) is a leading, independent provider of services for managing risk with a global presence and a network of 300 offices in 100 different countries. DNV’s objective is to safeguard life, property and the environment.

DNV assists its customers in managing risk by providing three categories of service: classification, certification and consultancy. Since establishment as an independent foundation in 1864, DNV has become an internationally recognised provider of technical and managerial consultancy services and one of the world’s leading classification societies. This means continuously developing new approaches to health, safety, quality and environmental management, so businesses can run smoothly in a world full of surprises.

Global impact for a safe and sustainable future:

Learn more on www.dnv.com

DET NORSKE VERITAS

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