Hull Inspection Damage and Repair Report

Hull Inspection,
Damage and Repair

( Reporting and Assesing
Structural Defects )
Reederei Nord BV
Tanker Offciers Seminar | Mumbai | Oct-Nov 2018
Prepared and presented by Aleksandar Pudar

Hull Inspection Damage and Repair
1. Hull Damages and Defects
2. Considerations When Dealing With Damages
3. Stress Cocentrations
4. Measures to Improve Fatigue Life
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1.1 Overload
1.2 Inappropriate Design
1.3 Poor Workmanship
1.4 Fatigue by Vibration
1.5 Extensive Wear and Tear

1.1 Overload
a) Grounding
b) Collision
c) Contact
d) Operational failure
( loading, ballasting)
1.2 Inappropriate Design
a) Non compliance with the standard
b) Ignorance of actual loads
c) Inadequate initial design
1.3 Poor Workmanship
a) Poor welding
b) Poor alignment
c) Sub-standard material
d) Poor finish omission
1.4 Fatigue by Vibration
a) Mechanical Source
b) Hydrodynamic Source
c) Stiffeners span too big
d) Sometimes weak superstructure
1.5 Extensive Wear and Tear

(Corrosion)
a) General wastage
b) Localised corrosion
c) Localised pitting

1. Hull Damages and
Defects
Pitting intensity
diagrams
2.1 Fatigue
a) Alternate or cyclic loading
b) Loads lower than breaking
load and yield stress
There are three stages in the
development
of fatigue fractures:
Initiation
Propagation
Failure
2.2 Corrosion Under

Stress
Reederei Nord Hull Inspection Damage and Repair| 31.10.2018 9

2.3 Progress(ive) of Corrosion

2.4 Humidity and Heat

In general heat and
humidity affects the
tanks mostly above the
load line.
The only solution to
prevent this corrosion is
the adequate
maintenance of the
coating.
2.5 Age of Ship

The age of ship is one of the most important factors to be
considered when selecting a suitable repair. The same
defect may have different treatment depending on the ship’s
age.
When there is the damage to a ship the ship’s age gives us

information about the actual levels od stress that have
contributed to the failure

2.6 Stress Concentration

Factor
The stress concentration
factor in a given area is
measured by the ratio ( SCF)
between the maximum stress
and the nominal stress and
the nominal stress in
surrounding structure.

A WELD MUST NEVER BE LOCATED ON A
PLACE OF STRESS CONCENTRATION.

3. Stress Concentrations
3.1 Hard Point (more than 80mm from structure)

3.2 End of Bracket
3.3 Change of Section
3.4 Change of Thickness
3.5 Openings
3.6 Misalignments
3.7 Three Planes

3.1 Hard Point ( more than
80mm from structure)There
are 3 types of hard points:
Hard point Nº 1.
Bracket welded to a plate.
Distance to the nearest
stiffener >= 80 mm
Consequences > Crack
perpendicular to the bracket in
the plate. Also it can be
caused by a “doubler”.

Hard point Nº 2.
End of a face flat in a bracket

Consequences > Crack in the
bracket plating

3. Stress Concentrations - 3.1 Hard Point
Hard point Nº 3. Different deformation, under the same
loads = Change of rigidity = Hard point
The brackets should not end on unsupported plating.
The corners of trunks should not end on unsupported

plating

3. Stress Concentrations / Hard Point -Solutions

End of bracket Nº 1)
3.2 End of Bracket
The ends of brackets
and of stiffeners are
prone to fractures and
therefore, should be
examined carefully.
We can consider three
types of the more
frequent failures:

3. Stress Concentrations - 3.2 End of Bracket
End of bracket Nº
2)
In this case the

bracket or stiffener
breaks the support
element.

3. Stress Concentrations - 3.2 End of Bracket
End of
bracket Nº 3)
In this case
the bracket or
stiffener
breaks the
support plate.

Bracket Nº4)
In this case
the bracket
itself is
broken.

3. Stress Concentrations - SOLUTIONS
No 1
No 2
No 3

3.3 Change of Section

3.3 Change of Section –Solution –Fit bracket

3.4 Change of Thickness

A more gradual
change of thickness
with a ratio of about
3:1.
Same section with an

insert of intermediate
thickness.

3.5 Openings

3.5 Openings

3.6 Misalignments

3.6 Misalignments

3.7 Three Planes
(crack always on fillet weld)

3.7 Three Planes (crack always on fillet weld) -Solution

Difference Between Hard Points and End of Brackets
1. Bracket and crack in 1. Bracket and crack in

plate>80mm connection weld
2. Crack in bracket’s 2. Bracket and crack in

plating at the end of stiffener
flange 3. Bracket and crack in
3. Crack in shell or bottom plate < 80 mm
plating

4. Measures to Improve Fatigue Life 5 (+1)
4.1 Fit / Extend Bracket

4.2 Full Penetration Weld

4.3 Increase Thickness of Bracket at End

4.4 Improve Taper of the Face Bar

4.5 Reduce Thickness of the Face Bar

+1. Fix the End of the Stiffener

Tanker Nomenclature – Typical Midship Section

Tanker Nomenclature – Typical Transverse Bulkhead

Critical Areas- General
1. Frames in way of side ballast tanks and holds
2. Bottom plates in way of suctions
3. Hold bilge wells ( when they continue to shell plating)
4. Engine room wells ( when they continue to shell plating)
5. Distance pieces
6. Frames in ER close to SW pumps
7. Frames in way of chain locker when continued to shell plating
8. Plating below windlass
9. Structure in way of septic tanks
10. Areas not generally inspected
11. Floors separating FO and ballast tanks
Hull Inspection, Damage and Repair
Conclusion
Regular inspection,proper
maintenance , planning and
comprenhensive record
keeping is essential in
mantaining our vessels in
good shape and in safe
condition.

Reederei Nord
References and Bibliography
1. Bureau Veritas (2006). Mini Survey Handbook Part A - Ships in Service. (First ed.). France: Marine Division Ships in
Service Management ( DNS).
2. Gutierrez, M. – Retired Senior Surveyor LR, 2018. Conversation/Lecture to/with Aleksandar Pudar from 18 to
21/9/2018.
3. Lloyd's Register Marine (2014). Hull Inspection, Damage and Repair. (Third Edition ed.). United Kingdom: First
published by Lloyd's Register ,2009.
4. Lloyd's register marine (2015). Hull Inspection, Damage and Repair. (First ed.). United Kingdom: Lloyds Register.
5. Researchgate.net. 2018. “ Pitting intensity diagrams” www.ResearchGate.com [Online]. Available from:
<https://www.researchgate.net/figure/Pitting-intensity-diagrams-Figure-taken-from-2_fig4_320716318 > [Accessed on :
2 October 2018].
6. Marchant , T, Dr.Lomas, J & Dr.Callow, L (2009). WHITE PAPER:THE FEASIBILITY OF A CORROSION RESISTANT
SHIP. [Online]. (1 ed.). United Kingdom: © BMT Defence Services Limited 2009 © Amtec Consultants Ltd 2009.
Available from: <https://www.bmtdsl.co.uk/media/6098421/BMTDSL-Corrosion-Resistant-Ship-Whitepaper.pdf
>[Accessed on : 2 October 2018].
7. Tanker Structure Co-operative Forum (1995). GUIDELINES FOR THE INSPECTION AND MAINTENANCE OF
DOUBLE HULL TANKER STRUCTURES. (1st ed.). England: Witherby & Co.Ltd.
8. Tanker Structure Co-operative forum (2014). Guidance Manual for Tanker Structures - Consolidated Edition 2014. (2nd
ed.). Great Britain: Witherby Seamanship International.
9. Tanker Structure Co-operative forum (1986). Guidance Manual for the Inspection and Condition Assessment of Tanker
Structures. (1st ed.). England: Witherby Marine Publishing.
10. Tanker structure co-operative forum (1992). Condition Evaluation and Maintenance of Tanker Structures . (1st ed.).
England: Witherby & Co.Ltd.

References and Bibliography
The books from Nord’s Technical

library – Please read them.

Contact
Aleksandar Pudar
Planned Maintenance Supervisor
Reederei Nord BV
Any questions?
You can mail with additional questions at:
a.pudar@reederei-nord.nl
or visit
https://outboxmaritimethinker.blogspot.com/
https://aleksandarpudar.academia.edu/
for interesting papers and articles.

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Hull Inspection,

Damage and Repair

Prepared and presented by Aleksandar Pudar

1. Hull Damages and Defects

2. Considerations When Dealing With Damages

4. Measures to Improve Fatigue Life

Reederei Nord Hull Inspection Damage and Repair | 31.10.2018 2

1.2 Inappropriate Design

1.3 Poor Workmanship

1.4 Fatigue by Vibration

1.5 Extensive Wear and Tear

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1.5 Extensive Wear and Tear

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2.2 Corrosion Under

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2.4 Humidity and Heat

2.5 Age of Ship

When there is the damage to a ship the ship’s age gives us

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2.6 Stress Concentration

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A WELD MUST NEVER BE LOCATED ON A

PLACE OF STRESS CONCENTRATION.

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3.1 Hard Point (more than 80mm from structure)

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End of a face flat in a bracket

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The brackets should not end on unsupported plating.

The corners of trunks should not end on unsupported

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In this case the

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3.3 Change of Section

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Same section with an

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1. Bracket and crack in 1. Bracket and crack in

2. Crack in bracket’s 2. Bracket and crack in

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4.1 Fit / Extend Bracket

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4.2 Full Penetration Weld

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+1. Fix the End of the Stiffener