Paris MOU inspection bulkcarriers (guidelines for PSCOs)

Willem Witsenplein 6
Telephone +31 70 351 1508

PO Box 20904 2500 EX
Telefax +31 70 351 1599

THE HAGUE The Netherlands
E-mail

Concentrated Inspection Campaign on
Structural Safety of Large Bulk Carriers
1 April 1999 - 30 June 1999
Guidelines for PSCOs
General
1.

The campaign will target bulk carriers which are more than 30000 GT and more than 15 years
old, particularly those carrying high density or corrosive cargoes and trading on the spot
market.

2.

During the campaign all Maritime Authorities will inspect, within current resources, as many
bulk carriers as possible which meet the criteria in paragraph 1 and which are due for an
expanded inspection.

3.

For the efficiency of the campaign and to minimise disruption to the ship and terminal
Authorities may consider, if they wish, inspecting ships at anchor and awaiting a berth or at a
lay-by berth.

Preparation
4.

An expanded inspection in accordance with section 8 of Annex 1 of the Paris MOU should be
carried out but the inspection should focus principally on the structure of the vessel.
Inspections shall be recorded as ‘expanded inspection’.

5.

When planning to inspect a particular ship it is advisable to notify the master, owner or agent in
advance, 48 hours prior to the ships ETA if possible, of the planned inspection. So as to avoid
any unnecessary delays they may then be advised that the forepeak and/or afterpeak and
amidships pair of topside ballast tanks should opened, vented and prepared for safe access as
soon as the vessel arrives and that holds will be inspected as cargo operations permit. The local
representative of the relevant classification society should also be informed at this time.

6.

Different tanks may be nominated if information on the Enhanced Survey Programme can be
obtained from the ship in advance. It is not the intention to inspect all holds but, taking into
account the cargo operations, the team should attempt to inspect as many holds as is
reasonable.

7.

Access to the upper parts of holds is problematic. Ladders may help and experience has shown
that using binoculars along with high powered torches can assist in making an initial assessment
of the condition of inaccessible parts. If the condition of other parts of the hold and the hull
structure in general give rise to concern the flag state/classification society should be consulted

to consider the need for a more detailed survey.

Inspection
8.

Ideally inspections should be carried out by a team of at least two PSCOs and include at least
one person with an in depth knowledge of ship structures. In a loading port they should be
ready to board the vessel on arrival. In a discharge port information on the likely discharge

1


sequences should be obtained where possible so that the inspection can be carried out when
some holds are available.
9

The PSCOs must be equipped with appropriate safety equipment. Before boarding the ship the
team should note its outboard condition, position of load line marks if loaded, mooring lines,
means of access etc.

10.

On reaching the bridge/Captain's cabin the team should explain the methodology of the
inspection.
.1
One will examine the ship's certificates and carry out a ‘normal’PSC inspection.
.2

11.

Others will examine the ship structure, including internal inspections of holds and
ballast tanks as possible.

It is acknowledged there are limitations on the number of spaces which can be inspected safely
and the detail to which some areas within spaces can be examined. As with all inspections only
a sample of areas of the ship can be covered. However the team may consider selecting other
tanks and areas for inspection having consulted the ships plans and survey reports. IMO
Resolution A.744(18) requires a specific survey programme which includes access
arrangements, the requirements for close up survey and thickness measurements. A Survey
Report File is required to be held on board consisting of:
•
•
•
•

Reports of Structural Surveys
Condition Evaluation Reports
Thickness Measurement Reports
Survey Planning Document (or equivalent) containing the following
information:
•
Main particulars
•
Plan of tanks and holds
•
List of tanks and holds and usage, corrosion protection and condition
of coating
•
Corrosion risk in tanks
•

Design risk of structures

12.

Before tanks or holds are entered the PSCO is to ensure it is safe to enter. The requirements of
the Code of Safe Practice for Solid Bulk Cargoes, Appendix F are to be observed as applicable.
Authorities may consider additional safeguards such as providing PSCOs with their own
devices capable of determining the safety of tank atmospheres or employing the services of a
chemist.

13

The team should verify that, if relevant, the necessary calculations have been made to ensure
bending and shear stresses are maintained within maximum limits both during loading/discharge
and the ensuing voyage. This is especially important where high density cargoes are carried or
the loading/ballasting arrangement is of a different configuration to that described in the vessel's
loading manual.

14.

The guidance notes at Appendix 1 indicate, in general terms, those areas of the ship's structure
to be considered for inspection. More detailed guidance is contained in IMO Resolution
A866(20) ‘Guidance for ship’s crew and terminal personnel for bulk carrier inspections’ and
the IACS publication ‘Bulk Carriers: Guidelines for Surveys, Assessment and Repair of Hull
Structure’.

Defects
2

15.

If excessive cracks, wastage or other damage is discovered the inspection should be extended as
the team deems appropriate and the classification society requested to attend the vessel.

16.

Every effort is to be made not to unduly delay the vessel or to stop cargo operations. If the
team has clear grounds for extending its inspection and it is necessary to interfere with cargo
operation the master and port operator should be consulted so that any disruption is kept to a
minimum.

17

If the condition of the structure the ship is clearly hazardous to safety then it should be detained
and the flag state and classification society informed immediately.

18.

In reaching the decision regarding detention, the team should consider the seaworthiness and not
the age of the ship, making allowance for fair wear and tear over the minimum acceptable
scantlings. Where there is doubt the class society should advise the accepted diminution rates
of structural members. Damage not affecting seaworthiness will not constitute grounds for
judging that a ship should be detained, nor will damage temporarily but effectively repaired for
a voyage to a port for permanent repairs. However, in his assessment of the effect of damage
the PSCO should have regard to the location of crew accommodation and whether the damage
substantially affects its habitability.

19.

Any proposals from the flag state or class are to be considered carefully. Specification of
repairs is for the classification society surveyor to propose and need only be agreed by the
PSCO. In the event the proposals are acceptable, care is to be taken to ensure the flag state and
class oversee the repairs and clear the ship before a request to lift the detention is made.

20.

All repairs carried out to internal structure of ballast tanks should be carefully considered to
ensure that they are effective.

21.

Any proposal by the flag state to allow the vessel to make a single voyage to a repair yard
should be considered in accordance with section 3.8 of the Memorandum.

22.

The questionnaire at Appendix 4 should be completed at every inspection and forwarded with
the Report of Inspection. The Report should record an expanded inspection.

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APPENDIX 1
GUIDANCE NOTES FOR STRUCTURAL INSPECTIONS OF LARGE BULK CARRIERS

1

The following notes are to be taken into account when performing structural inspections of
large bulk carriers.

2

The impression of hull maintenance and general state on deck, the condition of such items as
ladders, hatches, air pipes, guard-rails, visible evidence of previously effected repairs, and the
condition of deck machinery should influence the PSCO’s decision on whether to make fullest
possible examination of the hull.

3

Special attention needs to be given to areas of high stress and bending moments such as;
i)

immediately forward of the engine room bulkhead

ii)

over the midships half-length

iii)

No 1 hold side shell framing and top and bottom connections (panting region)

4

Particular attention is to be given to areas where fracturing, cracks, distortion or excessive
wastage can occur. These areas are illustrated in the diagrams at Appendix 2 & 3. The
watertight integrity of hatches and closures is particularly important on ore carriers with no
reserve buoyancy.

5

Common defects are:
i)

Cracking at hatch corners.

ii) Plate panel buckling of cross deck strips and stiffening structure.
iii) Cracking of hatch coamings.
iv) Cracking at intersection of the inner bottom plating and the hopper plating.
v)

Grab and bulldozer damage to the main frames lower brackets.

vi) Grab damage to the inner bottom plating, hopper and lower stool plating.
vii) Cracking at main frame bracket toes.
viii) Both general and localised corrosion of main frames and brackets.
ix) Cracking at fore and aft extremities of topside tank structures.
x)

Corrosion within topside tanks.

xi) General corrosion and cracking of transverse bulkheads.

4


6

Permanent sea water ballast tanks represent one of the most likely problem areas and the

following aspects should be considered during any inspection;
i)
the paint condition in coated ballast tanks and condition of anodes. In ballast
tanks rates of corrosion of the order of 1mm per year may be encountered, depending
on whether they are coated, coated, or protected by anodes. In some ships only the
ullage space is coated with the remainder protected by anodes. This can result in
corrosion during empty periods on uncoated structures which remain wet.
ii)
in tanks used for ballast which may be subject to variable depths of seawater,
for example forepeak tanks, it is often the case that there is little wastage top and
bottom, but significant wastage over central regions. Attention should be paid to
longitudinal stiffeners and brackets at the collision bulkhead to shell junction.
iii)
longitudinal shell stiffeners in dedicated ballast tanks, particularly in areas
adjacent to bulkheads and web frames.
iv)
underdeck longitudinals in ballast tanks. Wastage is usually most severe close
to the deckhead. This may result in the fillet welds attaching longitudinals to the deck
being wasted leading to detachment of the longitudinals and consequent buckling of
deck plates.

7

Where a fracture, which has not been caused by contact damage, is found in the main hull
structure on one side of a ship, the corresponding structure on the opposite side is to be
examined to see if a similar failure has occurred. Fractures of this nature are of concern
especially where corrosion is associated with the failure and may have been a contributing
factor.

8

Advice on safe practices on board bulk carriers and the duties of crew in port has been issue by
IMO in Resolution A862(20) ‘Code of practice for the safe loading and unloading of bulk
carrier’.

5


APPENDIX 2 - WHAT TO LOOK FOR IN HOLDS

Where to look

What to look for

1. Side shell plating

Cracks in welds or plates
Leaks in welds or plates
Distortion of plating

2. Connection of bulkhead plating to side shell

Punctured plating
Cracked plating
Heavily indented plating
Buckled plating
Corrosion and wastage

3. Connection of side shell frames and end
brackets to the shell plating and hopperside tank

plating by close-up inspection

Cracks
Corrosion and wastage
Excessively deformed frames or brackets
Detached frames or brackets

4. Connection of side shell frames and end
brackets to the shell plating and
topside tank
plating

Cracks
Corrosion and wastage
Excessively deformed frames or brackets
Detached frames or brackets

6


APPENDIX 2 cont’d - WHAT TO LOOK FOR IN HOLDS
(reproduced with the kind permission of IACS)

7


APPENDIX 3 - WHAT TO LOOK FOR ON DECK

8

APPENDIX 4

Concentrated Inspection Campaign on
Structural Safety of Bulk Carriers (>30.000 GT and > 15 years)
1 April 1999 - 30 June 1999
Inspection Authority:

Place of inspection:

Date of Inspection:

Name of ship:

IMO number:

Flag of ship:

Age:
Gross Tonnage:
Class Society (which has done LL and Safcon surveys):

Deadweight:
Cargo:

There are limitations on the number of spaces which can be inspected safely and the detail to which some areas
within spaces can be examined. As with all port state control inspections only a sample of areas of the ship can
be covered. This questionnaire is solely for the purpose of collecting information on the Paris MOU’s
Concentrated Inspection Campaign on Structural Safety of Bulk Carriers. It cannot be construed as a
seaworthiness certificate. An answer ‘yes’to an items 1-9 does not confirm compliance with the requirements

of the relevant international convention.

1.

Ship/Shore Safety Checklist completed
(IMO Res A.862(20))

2.

Calculated bending and shear stresses within max limits

3.

Any cargo/ballast operations in accordance with plan

4.
5.

Enhanced survey records complete
(IMO Res A.744(18))
Hatches checked can be secured weathertight

6.

Hatch corners/coamings checked are free of cracks

7.

Hold frames/plating checked are free of serious grab and bulldozer damage

8.

Ballast tank structure checked is in satisfactory condition

9.

Cargo hold structure checked is in satisfactory condition

10.

Ship detained

How many holds inspected?

a. by ship
b. by terminal

Yes

No 1)

N/A 2)

O
O
O
O
O
O
O

O
O
O
O

O
O
O
O
O
O
O
O
O
O
O

O
O
O

How many tanks inspected?

Remarks:

1)

IF ANY “NO” IS TICKED PLEASE ATTACH A COPY OF PSC FORM A & B
NOT APPLICABLE (for example in Q1 could mean vessel not yet alongside. If ship or terminal refuses to use the
check list then “No” should be ticked. In Q3 could mean no operations are being carried out at the time of inspection)

2)