成品油船化學品船舶檢驗簡介

1、油輪、化學品船舶檢驗簡介12 September 2007除了需滿足基本的船舶檢驗要求外，除了需滿足基本的船舶檢驗要求外，油輪、化學品船作為液貨船還必須油輪、化學品船作為液貨船還必須滿足一些特定要求。滿足一些特定要求?！坝痛毕抵笧樯⒀b運輸油品而建造或改建的船舶，包括擬散裝運輸油品的化學品船和指定運輸油品或散裝固體貨物的兼用船，諸如礦砂/油品運輸船和礦砂/散貨/油品運輸船?！半p殼油船”系指屬于上述油船，但其貨油艙由與整個貨油區(qū)域等長的雙殼船體保護，有雙層側(cè)壁和雙層底處所?？捎靡匝b載壓載水或作為空艙使用。還包括已有的具有雙殼結(jié)構(gòu)但不符合“防止海洋污染系統(tǒng)規(guī)范”第3 3篇3.2.43.2.4要求的

2、油船。 第一章 入級檢驗 一、建造中的入級檢驗 1 1、圖紙和文件的送審、圖紙和文件的送審 (1) 船體部分： 液貨船的透氣系統(tǒng) ） 貨油泵艙的艙底系統(tǒng)和通風系統(tǒng)的總布置圖。 ） 液貨蒸汽等的透氣系統(tǒng)的總布置圖。 （2）散裝載運危險化學品的貯存裝置和液貨艙的結(jié)構(gòu) (a) 獨立液貨艙的制造說明書(包括對焊縫和液貨艙所用的材料、焊接程序，以及檢驗和試驗程序) (b) 液貨艙結(jié)構(gòu)的詳圖 (c) 液貨艙附件的布置圖(包括艙內(nèi)附件的詳圖) (d) 獨立液貨艙支座、液貨艙穿透甲板部分及其密封裝置(如設(shè)有)的詳圖 (e) 液貨艙內(nèi)部的涂裝和襯覆的程序，以及這些涂層和襯里的腐蝕試驗結(jié)果(如有要求) (f) 表

3、明其絕緣的布置和連接方法，以及有關(guān)的工作程序的圖紙 (g) 當液貨要求冷卻時，應(yīng)根據(jù)液貨貯存圖和液貨艙結(jié)構(gòu)的類型提交符合(3)(a)、(f)、(g)、(h)和(p)要求的圖紙和資料 (h) 液貨泵的結(jié)構(gòu)圖，包括所用的材料清單及其技術(shù)文件 (i) 液貨艙區(qū)域中的管系布置圖 (j) 液貨艙透氣布置圖 (k) 液貨泵艙、隔離艙、雙層底和其他的透氣圖 (l) 液貨液位、溫度和其他參數(shù)的監(jiān)視和測量系統(tǒng)圖及其設(shè)備的結(jié)構(gòu)詳圖 (m) 液貨溫度控制系統(tǒng) (n) 環(huán)境控制系統(tǒng)，諸如惰性化、充填化、干燥或透氣系統(tǒng)的詳圖，包括管系圖及其設(shè)備的結(jié)構(gòu)圖 (o) 探測液貨蒸氣的儀表 (p) 危險處所中的電氣接線圖和所用電

4、氣設(shè)備的清單 (q) 液貨艙、管系、機械和設(shè)備的接地連接布置圖(僅對擬載運易燃液貨者適用) (r) 表明危險處所的圖紙 (s) 表明人員保護之布置的圖紙（保護設(shè)備、安全設(shè)備、擔架和醫(yī)療急救設(shè)備的布置、數(shù)量和類型，以及去除放射性污染和眼部洗滌設(shè)備的布置） (t) 除以上(a)至(s)中規(guī)定者之外，其它認為必要的圖紙和文件。 2 2 其他圖紙和文件的送審其他圖紙和文件的送審 （1）對散裝載運危險化學品的貯存裝置和液貨艙結(jié)構(gòu)，應(yīng) 提交下列圖紙和文件： (a) 表明所有擬裝載之貨物的化學和物理性質(zhì)以及其他特性的一覽表 (b) 危險化學品以及與其同時裝載之其他化學品的裝載圖 (c) 與其他化學品、水或者

5、該化學品自身起反應(yīng)，包括聚合作用(如認為必要)以及與加熱或冷卻介質(zhì)起反應(yīng)而出現(xiàn)的反應(yīng)危險性的指導性文件。(d) 液貨艙中在擬裝載貨物與涂層或襯里之間的反應(yīng)危險性，以及可能與液態(tài)或蒸氣態(tài)貨物相接觸之管系和設(shè)備的反應(yīng)危險性的資料 (e) 對腐蝕性貨物具有耐腐蝕性材料適用性的資料 (f) 每一液貨艙的強度計算書，如有必要，則還應(yīng)提交其熱應(yīng)力計算書 (g) 按要求提供加熱系統(tǒng)的容積計算書 (h) 在貨物要求冷卻時，依據(jù)其貨物貯存圖和液貨艙結(jié)構(gòu)的類型，提交(4) (a)、(f)、(g)、(h)和(j)要求的圖紙和文件 (i) S S篇3.43.4中規(guī)定的在液貨艙區(qū)域中出入人孔的布置圖，以及對于通過這些人

6、孔出入的指導性文件 (j) S S篇第2 2章中規(guī)定的船舶殘存能力計算書 (k) S S篇第1414章中規(guī)定的人員防護設(shè)備 （2）貨油艙的壓力/真空閥和過壓保護裝置（如設(shè) 有）的容量計算書。 (3) 惰性氣體系統(tǒng)（如設(shè)有）的說明書和操作手冊 （ 包括對于操作者的安全應(yīng)予以說明的內(nèi)容）。 （3 3）驗船師在場）驗船師在場 油船貨油艙和隔離艙的水壓試驗 以形成液艙頂?shù)拇瑐?cè)甲板以上2.45m的水柱高度或至艙口 頂端以上0.6m的水柱高度，取大者進行水壓試驗。 裝載試驗如要求在液貨艙中實際裝載預定貨物的條件下進行試驗，則此試驗可在入級檢驗完成后的第一次裝載時進行。在這種情況下，該試驗應(yīng)于驗船師在場時作

7、為臨時檢驗進行。 第二章、年度檢驗1、一般檢查對于油船和散裝運輸危險化學品船的附加要求 ：管路 檢查貨油管路、燃油管路、壓載管路、通風管，包括透氣桅和通風頭、惰性氣體管路、泵艙內(nèi)和露天甲板上所有其他管路的一般情況。2、處所和艙柜內(nèi)的內(nèi)部檢查對油船和散裝運輸危險化學品船的要求 (1 )機艙和鍋爐艙 ： 應(yīng)進行內(nèi)部檢查。 (2 )與貨艙相鄰的泵艙和管弄: 應(yīng)在徹底進行除氣和清潔后進行內(nèi)部檢查。應(yīng)注意艙壁上各種貫通件、通風裝置、泵的底座和填料密封。 (3 )壓載艙 : 對船齡5年以上的油船和散裝運輸危險化學品船，應(yīng)對根 據(jù)上次中間檢驗或特別檢驗結(jié)果要求作內(nèi)部檢查的艙柜 進行內(nèi)部檢查。 對船齡15年以

8、上的油船和散裝運輸危險化學品船，應(yīng)對 與設(shè)有加熱盤管之液貨艙相鄰（指與之有共用平面邊界） 的所有艙柜進行內(nèi)部檢查。但如在上次中間檢驗或特別 檢驗時發(fā)現(xiàn)其涂層處于良好狀態(tài)，則驗船師可予以特殊 考慮。Oil/Chemical TankerOil/Chemical Tanker (Additional)Chemical Tanker (Special)Chemical Tanker (Cntd.)第三章、中間檢驗 一、壓力試驗1 1 在油船和散裝運輸危險化學品船的中間檢驗時，如對進行的一般檢查的結(jié)果，驗船師認為必要時，應(yīng)對管系進行壓力試驗，并使驗船師滿意。 2 2 對船齡15年以上的油船和散裝運輸危

9、險化學品船進行中間檢驗時，應(yīng)按規(guī)定，對管系在工作壓力下進行壓力試驗。 處所和艙柜的內(nèi)部檢查 （Oil/Chemical Tanker)測厚(Oil/Chemical)Oil Tanker (Additional)Chemical Tanker (Special)第四章、特別檢驗一般檢查在對油船或散裝運輸危險化學品船的特別檢驗中，除常規(guī)的要求外，還應(yīng)檢查液貨艙內(nèi)的液貨管系、透氣管系、沖洗管系、除氣管系、惰性氣體管系和所有其他管系，與液貨艙相鄰的所有艙柜和處所，諸如壓載艙、泵艙、管隧、隔離艙和空艙以及在露天甲板上的艙柜和處所。 處所和液貨艙的內(nèi)部檢查 在特別檢驗時，應(yīng)適當注意以下(1)至(7)項，

10、對液貨艙和處所內(nèi)的結(jié)構(gòu)和附件，如管路等應(yīng)進行仔細的檢查。 (1) 運輸對鋼有高腐蝕性的貨物，如原木、鹽、煤、硫礦等的貨艙內(nèi)的易受腐蝕的結(jié)構(gòu)構(gòu)件、管路、艙口蓋等； (2) 易受高溫耗損的部位，如鍋爐下的板材； (3) 結(jié)構(gòu)不連續(xù)的部位，如甲板上艙口開口的角隅；以及在船體外板上舷窗和裝貨舷門開口等。 (4) 所涂涂料和防腐系統(tǒng)（如采用）的狀態(tài)； (5) 測深管下方防水砣沖擊墊板的狀態(tài)； (6) 艙底水泥或甲板涂料（如采用）的狀態(tài)； (7) 同類船舶或同類結(jié)構(gòu)中已發(fā)現(xiàn)裂紋、屈曲和腐蝕等缺陷的部位。 液貨艙的內(nèi)部檢查內(nèi)部檢查（Oil/Chemcial tanker-additional)近觀檢驗( O

11、il/Chemical)近觀檢驗（cntd）近觀檢驗（cntd）測厚（oil/chemical tanker)測厚（oil/chemical tanker)-Cntd.測厚（oil/chemical)-Cntd.測厚/船底（oil/chemical）測厚/船底（oil/chemical）-Cntd.測厚/甲板（oil/chemical）測厚/船殼縱艙壁（oil/chemical）測厚/船殼縱艙壁（oil/chemicalCntd）測厚/止蕩橫艙壁（oil/chemical）壓力試驗（Oil tanker)壓力試驗（Oil tanker)-CntdChemical (Special)第五章、塢檢

12、對船齡大于對船齡大于1515年的散貨船、油船和年的散貨船、油船和散裝運輸危險化學品船進行的塢內(nèi)散裝運輸危險化學品船進行的塢內(nèi)檢驗，不得以水下檢驗來代替。檢驗，不得以水下檢驗來代替。第六章、鍋爐檢驗第七章、螺旋槳和艉軸檢驗第八章、計劃的機械檢驗ENHANCED SURVEY PROGRAMME(ESP)1.0 IntroductionThe Oil Companies International Marine Forum (OCIMF), which has consultative status within the International Maritime Organization (I

13、MO), played a significant role in supporting the development of the IMO Resolution A744 (18) “Enhanced Programme of Inspections during Surveys of Bulk Carriers and Oil Tankers” (ESP) referred to inMARPOL Regulation 13G. This enhanced survey requirement has undoubtedly improved the safety performance

14、 of those ships which have now been subjected to more rigorous inspection.However, whilst ESP adequately addresses the critical structural areas of the ship, the failure of critical systems can also lead to significant incidents relating to safety of life or oil pollution. Recognising the potentiall

15、y serious impact of such marine incidents, the IMO and the International Association of Classification Societies (IACS), and the marine industry in general, have over the years developed legislation and guidance aimed at ensuring safe ship operation and protection of the environment. Tanker owners g

16、enerally operate with strict maintenance and inspection policies, and within the unified controls imposed by the IMO, their Flag States and the Classification Societies. However OCIMF considers it timely that the industry as a wholereassesses the extent to which the enhanced survey requirements of M

17、ARPOL continue to meet the needs of the industry and of those other parties which are similarly concerned with the safety of transportation of oil by sea.To this end OCIMF has, since the introduction of ESP, continued to maintain a regular dialogue with the Classification Societies through the auspi

18、ces of IACS, and has fully supported the development of a more rigorous and effective scope for Classification Society unified inspection requirements and ultimately, it is hoped, the enhanced survey requirements of MARPOL.The primary objective of this paper is to identify specific measures which OC

19、IMF believes, if implemented now as a voluntary constituent part of the ESP, would consistently and uniformly improve safety of life and prevention of pollution aboard tankers which might present a higher risk because of their age. It will formalize measures which are already being implemented by ma

20、ny owners on a voluntary basis andwill contribute to the elimination of the need for a multiple inspection regime. Means of encouraging or ensuring implementation of the various improvement measures have not been specifically identified although some recommendations have been made.2.0 STRUCTURAL EXA

21、MINATION2.1 Engine Room StructureESP effectively covers the vessels structural condition forward of the accommodation block and within the aft peak tank. However, Engine Room (E/R) structure is not specifically included within the ESP remit, but is nevertheless important, particularly below the bott

22、om floor plates where corrosion can continue unnoticed. In order to address this shortcoming, OCIMF recommends that an examination of E/R structure be carried out in conjunction with Special and Intermediate Surveys.This examination should include tank tops, shell plating in way of tank tops, bracke

23、ts connecting side shell frames and tank tops, and engine room bulkheads in way of tank top, bilge wells and other areas below the bottom floor plates. Thickness measurements may also be required if areas of corrosion are found. OCIMF understands that IACS is presently considering inclusion of this

24、aspect in its Unified Requirements related to ESP.2.2 Pitting CorrosionPresently, ESP has no requirement for recording pitting corrosion in tank bottoms despite the potential source of hole leaks which it represents. OCIMF recommends that pitting corrosion is specifically examined and reported as pa

25、rt of the Enhanced Survey. The Survey Report File should include records of any bottom plating with a pitting intensity of 20% or more with wastage in the substantial corrosion range, or where the average depth of pitting is 1/3 or more of the plate thickness. OCIMF understands that IACS is presentl

26、y considering inclusion of this aspect in its Unified Requirements related to ESP. For pitting assessment, reference should be made to the “GUIDANCE MANUAL FOR TANKER STRUCTURES “ issued by Tanker Structure Cooperative Forum.2.3 Coatings and AnodesRecognising the importance of structural integrity w

27、ithin ballast or combined cargo / ballast tanks, and understanding the benefits of reduced corrosion levels when anode protection is utilised, OCIMF recommends that, where a coating has not been applied or where a coating is found in Fair or Poor condition as defined in IMO resolution A744 (18), the

28、 overall anode condition should also be recorded as a function of the close-up survey.An estimate of the overall anode wastage as a percentage of the original weight should be recorded in the Tank Corrosion Prevention System Table in the Survey Report File.2.4 Presentation of Thickness MeasurementsT

29、hickness measurements taken for the ESP are usually reported in a substantial book which contains the data in the format mandated by the IMO. The data is voluminous and, as currently presented, requires a significant amount of expert analysis for an assessment of the condition of the ships hull to b

30、e made. OCIMF believes that there is a need for a simplified presentation which will enable the user to obtain an overview of the hull condition. OCIMF therefore recommends that owners include a graphical presentation of the readings as an attachment to the reports on thickness measurement. Most gau

31、ging contractors already record the readings on a spreadsheet which makes it relatively easy to produce some type of graphical analysis. It has been found that a cumulative plot of the percentage number of readings against the percentage diminution from the original thickness gives a simple and effe

32、ctive presentation which can be used to fit that purpose. Examples of a gauging table with sample data entered and of the corresponding graphical presentation of thickness measurements are shown in Table 1 and Figure 1 respectively.The horizontal axis of the plot represents the percentage diminution

33、 of any reading below its original thickness and the vertical axis representsthe number of readings which are less than that diminution, expressed as a percentage of the number of readings taken.It is recommended that separate plots be provided for: Bottom and Side Shell Plating Deck Plating Transve

34、rse webs Transverse and Longitudinal Bulkhead Plating. Other Longitudinal Elements Peak Tanks and one for all the readings combined.3.0 HIGH RISK PIPING ON DECKFailure of oil piping, including all associated valves, located on the cargo deck of a ship exposes the operator to a significant risk of po

35、llution should the pipe accidentally fracture and spill its contents onto the deck. OCIMF recommends that all such deck piping is visually examined and operationally tested to at least working pressure at least once per year. The results should be recorded and held aboard the ship.It is envisaged th

36、at such piping and associated valves will include, but not necessarily be limited to, that associated with the following systems: Cargo piping Crude oil washing piping Hydraulic mains Fuel oil and lubricating oil bunker pipingWherever possible, and to reduce the testing time, it is recommended that

37、testing be carried out on the complete system rather than on individual isolated components. This testing should be carried out inconjunction with Class periodical surveys and the attending surveyor requested to witness and verify the outcome.4.0 MACHINERY VERIFICATION RUNSThe risk of machinery fail

38、ure is significantly higher immediately following an extensive repair or lengthy vessel deactivation period. This can be particularly relevant to the safe and reliable operation of the ship if the repair facility is nearby the first loading port to which the ship is ordered.To reduce the risk of mac

39、hinery failures at this critical time, OCIMF recommends that if significant maintenance or repair is carried out on the main propulsion machinery and / or the steering gear system and / or any auxiliary machinery / systems essential to the propulsion and safety of the ship, then on conclusion of the

40、 repair period the operation of the complete machinery system should be verified under controlled conditions by a test run which includes at least 1 hour at full power.OCIMF further recommends that should the vessel be required to be deactivated for a period exceeding 2 weeks then upon reactivation

41、theoperation of the complete machinery system should be verified under controlled conditions by a test run which includes at least 1 hour at full power.In each case this testing should be carried out in the presence of Class and the surveyor requested to witness and verify the outcome.SOLAS XI-1/2 r

42、equires all oil tankers, regardless of size, to be subject to Enhanced Surveys. Theregulation refers to SOLAS II-1/2.12, which in turn refers to MARPOL Annex 1/1(4) which states that an oil tanker is a ship constructed or adapted to primarily carry oil in bulk and any chemical tanker as defined in A

43、nnex II when it is carrying a cargo or part cargo of oil in bulk. The Unified Interpretations of Annex 1/1(4) state that a gas carrier when carrying a cargo or part cargo of oil in bulk should be treated as an oil tanker.This effectively means that any vessel when carrying a cargo or part cargo of o

44、il in bulk is subject toenhanced survey requirements under SOLAS XI-1/2.The guidelines for enhanced surveys are contained in IMO Res. A.744(18). They state that for MARPOL 13G, which applies to tankers carrying persistent product oil, including heavy diesel oil, fuel oil or lubricating oil, of 20,00

45、0 tons dwt and above and to product carriers of 30,000 tons dwt and above, the guidelines are mandatory. They include the requirement that an oil tanker over five years of age shall have on board a complete file of survey reports, including the results of all scantling measurement required, as well

46、as the statement of structural work carried out. This file may be provided at the time of delivery but should, in all cases, be available on board at least one year prior to the vessels fifth anniversary. The file shall be accompanied by a Condition Evaluation Report containing conclusions on the st

47、ructural condition of the ship and its residual scantlingsSubstantial corrosion is wastage in excess of 75% of allowable margins, but within acceptable limits.Each Enhanced Survey File must contain a Condition Evaluation Report for each Enhanced Survey that has been carried out.If the vessel is over

48、 130 metres in length and is over ten years old, the criteria for longitudinal strength of the hull girder for oil tankers shall be met.Evaluations are required at Safety Construction Certificate renewal surveys. The results should be available within the Condition Evaluation Report. The requirement

49、s came into force on 1st July 2002 and therefore only Condition Evaluation Reports after this date will include the evaluation.Enhanced Survey Programme File shall comprise of at least the following documents:-Survey planning documents-Main structural plans for cargo and ballast tanks;-Previous repa

50、ir history;-Cargo and ballast history;-Extent of use of the inert gas plant and tank cleaning procedures.-Condition Evaluation Report-Survey Status Summary (Class listing)-Survey report (Annual, Intermediate, special, occasional, etc.)-Tanks inspection report (Owner)Condition Assessment Scheme(CAS)C

51、AS is a separate issue from enhanced survey and although CAS does not specify structural standards in excess of the provisions of other IMO conventions, its requirements stipulate more stringent and transparent verification of the reported structural condition of the vessel and that documentary and

52、survey procedures have been properly carried out and completed. The scheme requires that compliance with the CAS is aligned to the enhanced survey programme of inspections concurrent with intermediate or renewal surveys currently required by IMO Res. A.744(18). (MEPC.94)Notes: In accordance with the

53、 revised MARPOL 13G, CAS is to be applied to all single hulled tankers of 15 years or older.The Administration may permit Category 2 and 3 tankers to continue in operation beyond 2010 subject to satisfactory results from the Condition Assessment Scheme, but the continued operation must not go beyond

54、 the anniversary of the date of delivery of the ship in 2015 or the date on which the ship reaches 25 years of age after the date of its delivery, whichever is earlier.The Survey Plan for CAS should be submitted not less than 2 months prior to the commencement of CAS.1 PREAMBLE1.1 The Condition Asse

55、ssment Scheme (CAS) is intended to complement the requirements of Annex B of the Guidelines on the enhanced programme of inspections during surveys of bulk carriers and oil tankers (hereinafter called Enhanced Survey Programme), adopted by the Assembly of the International Maritime Organization by r

56、esolution A.744(18), as amended. The CAS is to verify that the structural condition of single hull oil tankers at the time of survey is acceptable and, provided subsequent periodical surveys are satisfactorily completed and effective maintenance is carried out by the ships operator, will continue to

57、 be acceptable for a continued period of operation, as indicated in the Statement of Compliance or Interim Statement of Compliance, as applicable.1.2 The requirements of the CAS include enhanced and transparent verification of the reported structural condition and of the ship and verification that t

58、he documentary and survey procedures have been properly carried out and completed.1.3 The Scheme requires that compliance with the CAS is assessed during the Enhanced Survey Programme of Inspections concurrent with intermediate or renewal surveys currentlyrequired by resolution A.744(18), as amended

59、.1.4 The CAS does not specify structural standards in excess of the provisions of other International Maritime Organization conventions, codes and recommendations.1.5 The CAS has been developed on the basis of the requirements of resolution A.744(18), as amended, which were known* at the time of the

60、 adoption of the CAS. It is the intention to update the CAS as and when the need arises following amendments to resolution A.744(18), as amended.2 PURPOSEThe purpose of the Condition Assessment Scheme is to provide an international standard to meet the requirements of regulation 13G(6) and (7) and 1