Table of Content: Ultrasonic Thickness Measurment Guide

Ultrasonic Thickness Measurment Guide
Table of content
1. Objective and applicability
2. Terms and abbreviations
3. A few basics
Procedure for class surveys and thickness measurements onboard ships
4.1 CLASS surveyor to be onboard.
4.2 Kick-off meeting.
4.3 Requirements to cleaning.
4.4 Means of access.
4.5 Execution of the Thickness Measurements on board.
5. Requirements to the UTM company
6. Extent of thickness measurements

6.1 All ships - Systematic requirements
6.2 General dry cargo ships - Systematic requirements
6.3 General dry cargo ships - Measurements i.w.o. close-up inspections
6.4 Bulk carriers ESP - Systematic requirements
6.5 Bulk carriers ESP - Measurements i.w.o. close-up inspections
6.6 All ESP Tankers- Systematic requirements
6.7 Single Hull Oil Tankers, Ore/Oil Ships ESP - Measurements i.w.o. close-up inspections
6.8 Double Hull Oil Tankers, Ore/Oil Ships ESP - Measurements i.w.o. close-up inspections
6.9 Chemical tankers ESP - Measurements i.w.o. close-up inspections
7. Thickness measurement pattern

7.1 Number of measurement points per plate and averaging
7.2 Transverse sections
7.3 Bulkheads and web frames
7.4 Measurements i.w.o. close-up inspections
7.5 Figures with location of measurement points
7.6 Mapping of areas with substantial corrosion
Appendix A Kick-off meeting – Agenda and Minutes of Meeting
Appendix B Ultrasonic Thickness Measurements of Ship’s Structure.
Appendix C Thickness Measurements on Ships, High Speed and Light Craft and Mobile Offshore
Units.
Appendix D Mapping of areas with substantial corrosion
Appendix E Example of UTM report front page
Appendix F Calculation of average thickness reduction in deck and bottom. Verification of

longitudinal strength
Appendix G Guidelines for measurements of side frames in bulk carriers
Appendix H Guidelines for measurement specification for Class Condition Assessment

Programme (CAP) HULL
Antiqua Marine & engg. U.A.E.

GLOSSARY
 TRAINING PROGRAME & PROCEDURES
1. On re-confirmation of job order, the Technical Manager delegates the job to a given team for
execution. At this point of time, the designated team leader does a pre-survey preparation, in as
much as identification of type and class of vessel. This facilitates preparation of relevant working
documents for the survey and cycle due on the particular vessel. Thereafter equipment that will be
utilized on the given job is thoroughly examined, recalibrated and exhaustively bench tested prior
departure of the team for the job in question. The said equipment at this point of time is very
pertinently calibrated on IIW reference test pieces.
2. CHECKLIST – On identifying the team to carry out the Gauging Survey, the Team leader then
sets about filling up the prescribed CHECKLIST. Which on completion will be maintained, as
performance appraisals of the Technicians concerned would be based on the remarks attached to
the Check List by the Vessel’s Master, Superintendent & Attending Surveyor.
3. CONFLICT OF INTEREST – Furthermore should the client for whom we are carrying out the
said Gauging Survey be any other than the vessel’s owners / Managers, strict attention is paid to
the fact of any form of compromise relating to the job in question and should any form of
compromise be sought after, the attending surveyor in immediately appraised of the situation.
4. Should the job entail commencement to completion of a special survey, then the technical manager
makes it a point to visit the vessel / yard in order to monitor and maintain our stringer quality
standards.
5. It is at this point that despite the attending surveyor’s random checks, our Technical Manager
conducts his own random checks not only accuracy of gauging but also pertinence of on the job
information required of each team member. This in turn acts as our in-house appraisal of all
personnel concerned.
6. The next item on the agenda is the documentation. The reporting in the prescribed IACS Formats
is prepared insitu, currently with the gauging exercise, should the same entail gauging towards
SSH in completion. This is done by having a data entry operator equipped with notebook
Computer and laser printer, for complete on board submission, prior the team’s sign off / departure
from the said vessel.The onboard documentation facility ensures prompt and speedy reporting, for
the attending Bureau surveyor. Moreover, should there be any queries on review of the gauging

document, the gauging team is available for verification / clarification of any queries should they
arise.
7. Once the team returns to Base, the said gauging report is maintained for a period of 5 years in
physical copy and for a period of 10 years on magnetic tape cartridge, which are presently being
upgraded to CD ROM’s.
8. A record will be maintained containing details of job such as job number, type of survey, class,
client, technicians etc.
9. We also offer a facility of submission of gauging report on CD ROM’s / Floppy disks for the
convenience of handling exhaustive data in an easy to use, easy to read format. Presently, the same
is offered as standard practice for all LR Class vessels, on their approved software and Specific
formats drawn in MS Excel for DNV CAP survey vessels.
10. Any inconsistencies, if noted either by the Technical Manager / team leader pertaining to any
given individual is thoroughly discussed and corrective action if necessary instituted. Furthermore
there are occasions where experiences of a given job is related to other team leaders / members so
as to inform and educate other members accordingly.
 For More information Ref . to the Ultra Marine Services Guideline for
Thickness Measurment Procedure No. UMS / UTG – 001.

THE SCOPE OF GAUGING
ON BOARD THE VESSEL THE TEAM LEADER DISCUSSES WITH THE ATTENDING
SUPERINTENDENT AND THE ATTENDING CLASS SURVEYOR THE COMPLETE SCOPE OF
WORK REQUIRED. AS PER THE SURVEY CYCLE TOGETHER WITH ANY SPECIFIC
REQUIREMENTS THAT MAY BE DEEMED NECESSARY BY ATTENDING CLASS
SURVEYOR, SUCH AS DETERMINE THE FRAME STATIONS WHERE THE TRANSVERSE
GIRTH BELTS MAY BE TAKEN, ANY OUTSTANDING CONDITIONS OF CLASS, OR
MEMORANDA THAT MAY BE IMPOSED ON THE SUBJECT VESSEL PENDING SPECIFIC
GAUGING IN THAT AREA, OR ANY SUSPECT AREAS ON THE VESSEL THAT MAY BE
DEEMED NECESSARY BY THE ATTENDING CLASS SURVEYOR.
FURTHERMORE NY GAUGING IN WAY OF STRUCTURE UNDER CLOSE UP WOULD BE

SCHEDULED SUCH THAT THE ATTENDING CLASS SURVEYOR IS IN SUBSTANTIAL AND
IF POSSIBLE TOTAL ATTENDANCE.
THE DRAFT REPORT IS THEN MADE AND HANDED OVER TO THE VESSELS MASTER OR
ATTENDING SUPERINTENDENT.
PREPARATION OF SURFACES.
CORRECT SURFACE PREPARATION IS A VERY IMPORTANT ASPECT OF ULTRASONIC
GAUGING. THE CONDITION WILL DETERMINE THE TYPE OF INSTRUMENT AND THE
PROBE TO BE USED.
ON SURFACES WITHOUT HARD COATING BUT HAS AN APPLICATION OF

CONVENTIONAL PAINT AND SCALE UNDERNEATH, EITHER MANUAL CHIPPING OR
NEEDLE GUN/ GRINDER SHOULD REMOVE THE SAME.
IF THE AREA IS BROUGHT TO NEAR MACHINED LEVEL THEN A TWIN CRYSTAL

SINGLE ECHO METER MAY BE USED, HOWEVER FOR AREAS WITH HARD COAT A
FLAW DETECTOR NEEDS TO BE USED.
THE FAILURE TO DO SO WILL RESULT IN INACCURATE RESULTS.
PROTECTIVE COATINGS .
AS PER EXISTING REQUIREMENTS IT IS MANDATORY THAT ANY STRUCTURE HAVING A HARD
COAT (EPOXY COAT) IN PLACE E.G. BALLAST TANKS/ CARGO TANKS, HULL ENVELOPE,
TRANSVERSE/ LONGITUDINAL BULKHEADS ETC MUST NOT BE DAMAGED AT THE TIME
GAUGING.
CONTRARY TO THE CONVENTIONAL SYSTEM OF GAUGING WITH SINGLE ECHO DIGITAL

EQUIPMENT WHEREIN THE SURFACE HAD TO BE FREE OF ANY PAINT OR HARD COAT, THE
GAUGED VALUE WOULD REFLECT THE ACTUAL THICKNESS PLUS THE ADDITIONAL DEPTH
OF THE COATING IN WAY. THEREFORE THE SURFACE WOULD THEN EITHER BE CHIPPED OR
MACHINE GROUND IN ORDER TO GET THE ACTUAL THICKNESS.THESE NUMEROUS SPOTS ON
THE STRUCTURE, CHIPPED OR GROUND TO BARE METAL WOULD SUBSEQUENTLY GIVE RISE
TO NUMEROUS DEEP PITS OR PATCHES OF LOCALIZED CORROSION.

IT IS THEREFORE BEEN MANDATORY WHILST GAUGING STRUCTURES WITH PROTECTIVE

HARD COAT IN PLACE, THE SAME TO BE DONE ONLY UTILIZING EITHER A MULTIPLE ECHO
DIGITAL UNIT WITH A SINGLE CRYSTAL NORMAL PROBE OR GAUGED WITH THE AID OF AN
ULTRASONIC FLAW DETECTOR WITH A SIMILAR PROBE. THEREBY ENABLING THE
STRUCTURE TO BE GAUGED THROUGH COATING.
WE SHALL BE UTILIZING AN ULTRASONIC FLAW DETECTOR (A-SCAN) FOR THE

MEASUREMENT THROUGH HARD COATING.
CALIBRATION CHECKS .
A VERY SIGNIFICANT PART OF GAUGING EXERCISE IS THE CONSTANT NEED TO MAINTAIN
CALIBRATION CHECKS, WHICH FORM A VERY VITAL PART OF ENSURING THAT THE GAUGING
EQUIPMENT UTILIZED, MEETS THE REQUIRED STANDARDS. THIS IS WELL ESTABLISHED BY
PERIODIC CROSS CHECKS WHICH ARE MAINTAINED INITIALLY AT A SPACE OF EERY 5 POINTS
GAUGED AND GOING UP TO A MAXIMUM OF 10 POINTS GAUGED. THIS EXERCISE IN TURN
ENSURES THAT THE POINTS GAUGED ARE BOTH LINEAR AND ACCURATE, CORRECTED TO 0.1
MM OR THE ORDER OF 1% ON 10 MM PLATES OR 0.5% ON 20 MM PLATES.
THE STANDARD REFERENCE BLOCKS USED WILL BE STEP WEDGES FROM 1 MM TO 50 MM.
TEAM LEADER/ SUPERVISOR RESPONSIBILITIES

RESPONSIBILITIES :-
THE TEAM LEADER WILL HAVE THE FOLLOWING RESPONSIBILITIES FROM INCEPTION
TO COMPLETION.
 AT THE TIME OF INITIAL INQUIRY FROM OWNERS ESTIMATE SCOPE OF WORK

WITH THE MANAGER.
 ASSIST IN COMPOSITION OF TEAM
 CO-ORDINATE WITH OWNERS FOR DRAWINGS AND ANY PERTINENT
INFORMATION.
 CHECK THE REQUIRED INSTRUMENTS FOR VALIDITY OF CALIBRATION AND
COUNTER CHECK ALL INSTRUMENTS
 PLAN ALL ASSOCIATED TOOLS, SUCH AS DINGHY IF REQUIRED GRINDERS, ETC.
 CONFIRM ALL TRAVEL ARRANGEMENTS WITH OWNERS ALONG WITH ACCOUNT
MANAGER.
 ONSITE CO-ORDINATE WITH SUPERINTENDENT/MASTER AND CLASS SURVEYOR
AND PERFORM GAUGING.
 ENSURE ACCURACY OF GAUGING BY COUNTER CHECKING THE OPERATORS
READINGS.
 ENSURE THE DRAFT REPORT SUBMITTED IS ERROR FREE.
 BACK IN BASE FORMULATES THE COMPLETE REPORT AND SUBMITS TO OWNERS
AND CLASS SURVEYOR.
CHECKS AND BALANCES:-

AN INTEGRAL PART OF ANY ORGANIZATION IS PROPER SYSTEM OF CHECKS AND
BALANCES. TOWARDS THIS OBJECTIVE THE SUPERVISOR SHALL EVALUATE THE
PERSONNEL WORKING UNDER HIM AT THE END OF EACH JOB.
THE SUPERVISOR IN TURN WILL DEBRIEF THE MANAGER OR CHIEF ADVISOR, AND
THE REPORT PRIOR SUBMISSION SHALL BE CHECKED BY THE CHIEF ADVISOR /
MANAG ER
OPERATOR INSTRUCTIONS & RESPONSIBILITIES

THE OPERATOR IS A KEY PLAYER IN THE PROCESS OF ULTRASONIC GAUGING AND IT
IS VERY IMPORTANT THAT THE OPERATOR EXERCISE UTMOST CAUTION AND CARE
IN TAKING THE READINGS.
OPERATING INSTRUCTIONS :-
 THE OPERATOR IS TO VERIFY THE CALIBRATION ON THE STEP WEDGE PRIOR
DEPARTURE TO VESSEL.
 ONBOARD PRIOR COMMENCEMENT THE INSTRUMENTS CALIBRATION TO BE
RECHECKED.
 THE AREA TO BE GAUGED IF DEVOID OF HARD COAT SHOULD BE CLEANED OF
PAINT AND SCALE TO BRING TO NEAR MACHINE LEVEL.
 OPERATOR TO ENSURE COUPLANT IS ADEQUATELY USED.
 OPERATOR TO ENSURE THE SATISFACTORY OPERATION AND SELECTION OF THE
PROBE.
 IF ANY ERROR IS SUSPECTED THE AREA TO REGAUGED.
 ALL READINGS MUST BE TAKEN IN PORT –STBD MANNER
 IN AREAS OF HIGH CORROSION 5 POINT STAR METHOD OF READINGS TO BE
FOLLOWED.
 INSTRUMENT TO BE INTERMITTENTLY CHECKED FOR ERRORS BY ON INTRUMENT
VERIFICATION.
 THE READINGS TO BE NOTED ON A DRAWING FOR PROPER REPRESENTATION ON
FINAL REPORT.
RESPONSIBILITIES :-
THE OPERATOR SHALL BE RESPONSIBLE FOR THE FOLLOWING.
CONSTANT CALIBRATION VERIFICATION.

BRINGING TO SUPERVISORS IMMEDIATE ATTENTION ANY AREA WITH EXCESSIVE
CORROSION.
EXPERIENCED OPERATORS ARE TO GUIDE FRESH TECHNICIANS.
ENSURING THAT THE READINGS TAKEN ARE ACCURATELY REPRESENTED.
ENSURING THAT ALL INSTRUMENTS ARE KEPT IN WORKING CONDITION, ANY
FAULT DETECTED IS TO BE BROUGHT TO ATTENTION OF GROUP LEADER
IMMEDIATELY.

GUIDELINE FOR ULTRASONIC THICKNESS MEASURMENT OF SHIP CLASSED
1. Objective and applicability

This guideline is prepared by Ultra Marine Services for ship owners, operators, yards for
thickness measurements of ship's structure, in order to facilitate co-operation through a common
understanding of the procedures for UTM ( ultrasonic thickness measurements) at Class Surveys.
CAP is not covered by this guide.
This guide applies to all types of steel ships classed
Fig.1.1
Steel plates in the deck being replaced after UTM. Evenly corroded steel plates might look
perfectly acceptable even at close-up distance. Thus, thickness measurements are an essential part
of class surveys.
2. Terms and abbreviations
Conditions Conditions are issued to ship owners by class, in order to impose improvements,
additional surveys or other actions to ensure compliance with rule requirements.
CA A condition on behalf of a flag state that will be issued if the condition is related to
statutory surveys where class has been authorised.
CAP Condition Assessment Program. Voluntary hull condition survey, where a ship's hull,
machinery or piping system is given one of the following ratings; 1 - Very good
condition, 2 - Good condition, 3 - Satisfactory condition or 4 - Poor condition ( below
acceptable class standard ).
CAS Condition Assessment Scheme. Increased survey/reporting scope, where the

classification society will send a hull condition report to the flag state for their
acceptance to let the ship continue trading. Applies to single skin tankers >15 years on
their first intermediate or renewal survey after 5th. of April 2005.

CC A Condition of Class will be issued if a condition is related to requirements set by the

rules. A CC is subject to specified rectification (e.g. repairs) or operation (e.g. survey)
and shall be carried out within a given time limit, in order that the ship retain class.
C.N.72.1 Classification Notes No.72.1 "Allowable Thickness Diminution for Hull Structure"
ESP Enhanced Survey Program. Requirements for planning, execution and reporting for hull
surveys of oil/chemical tankers, obo and bulk carriers.
Excessive
corrosion An extent of corrosion that exceeds the allowable limit, so that steel must be replaced.
Ref. Fig.2.1.
Extensive
corrosion An extent of corrosion consisting of hard and/or loose scale, including pitting, over
70% or more of the area under consideration, accompanied by evidence of thickness
diminution.
IACS International Association of Classification Societies. DNV is one of 12 member

classification societies, which all have to abide by common IACS rules. The other
member societies are American Bureau of Shipping, Bureau Veritas, China
Classification Society, Germanischer Lloyd, Lloyd's Register of Shipping, Nippon
Kaiji Kyokai, Korean Register, Polski Rejestr Statkow, Registro Italiano Navale,
Rinave Portuguesa and Register of Shipping of the U.S.S.R.
Minimum
thickness list List of minimum acceptable thickness values for the structural parts of a ship. An
individual list will be made by class for each and every ship which is to be measured.
Substantial
corrosion Where less than 25% of the corrosion margin is left, yet thickness is higher than for
excessive corrosion. See figure. Limits are stated in the minimum thickness list.
Tmin Minimum allowable thickness. Calculated by class and entered into a minimum
thickness list. If a steel plate or profile corrodes to a thickness less than this value, it
will normally have to be replaced.

Tmin list See minimum thickness list
Tsubst See "Substantial corrosion"
UTM Ultrasonic Thickness Measurements. Used to determine the thickness of steel plates
and profiles.
3. A few basics
1. All thickness measurements done onboard class ships, where the results are used by the class
surveyor to evaluate the strength, shall be done by a class approved ULTRA MARINE with a valid
class certificate.
2. Thickness measurements done for class, as described in point 1, shall be done with a class
surveyor onboard.
3. IACS CLASS have specific requirements to access and cleaning to be prepared for close-up
surveys combined with UTM ( see 4.3 and 4.4 ). Access and cleaning is owner's responsibility.
4. Prior to every major thickness measurement project onboard, such as for intermediate or renewal
survey, a meeting between CLASS, the ULTRA MARINE SERVICES and the owner shall be
held. If a thickness measurement project is divided up in separate smaller UTM jobs, a new meeting
shall be held prior to each job.
5. Ultra Marine provide two operators for all major thickness measurement jobs ( Intermediate
Survey and Renewal Survey ) done onboard ships.
6. The surveyor onboard shall be kept continuously informed about discovered areas with under
minimum thickness, and other structural defects such as cracks, grooving and buckling.
7. Based on the results coming up, the surveyor may always order additional measurements to be
taken.
8. The thickness measurement report made by ULTRA MARINE shall be filled in throughout the
project and results made available to the surveyor onboard. A preliminary report shall be given to
the attending CLASS surveyor before leaving the ship.
9. The final thickness measurement report for ships shall be issued within 2 weeks after the
thickness measurement job is completed.

4. Procedure for class surveys and Thickness Measurements

onboard ships
4.1 CLASS surveyor to be onboard
A CLASS surveyor shall be onboard, to the extent he or she finds necessary to control the process,
when thickness measurements are done for class. Measurements which have not been carried out in
co-operation with CLASS can not be accepted. The ULTRA MARINE shall inform the owner
accordingly. Ref. CLASS Rules.This applies to all steel ships where the measurements will make the
basis for the surveyor's decisions during class surveys.Thickness measurements which per our rules
are required in connection with close-up examination (such as web frames and transverse bulkheads)
shall always be taken with the surveyor in attendance.
When onboard the operator/supervisor shall have his certificate and identification papers readily
available for verification.
The operator shall notify the CLASS surveyor of any structural deficiencies, such as cracks, indents,
buckling or abnormal measurements detected.
4.2 Kick-off meeting
The CLASS rules require a meeting for planning of the thickness measurements, including Owners-
representative, ULTRA MARINE and CLASS. See Appendix A for an agenda/Minutes of Meeting
form to be used for these meetings. The meeting shall clarify initial scope of close-up examination and
thickness measurements.
At the meeting, unless requested earlier, the surveyor will hand over the minimum thickness list. For
ESP ships it may be found in the Survey Programme. The minimum thickness list is individual for
each and every ship, and shall always be made by CLASS. Upon receiving the minimum thickness
list, the UTM operators shall enter the minimum thickness values into the UTM report template, prior
to commencing thickness measurements, in order to facilitate the evaluation of the results on a day by
day basis onboard.
4.3 Requirements to cleaning
Cleaning is the owner's responsibility. The Owners should ensure that efficient means for de-scaling is
available at the survey, i.e. hydro or sandblasting equipment. When satisfactory de-scaling may not be
arranged, the surveyor will only be able to provide a preliminary specification of necessary upgrading,
without crediting the tank. A new survey will be carried out after de-scaling, additional thickness
measurements may be required and the scope of repairs extended

Fig 4.3.1
Optimal conditions for inspection : Grit blasted, dry and clean, with all sediments, loose coating and
rust flakes removed. Thickness reductions and cracks are easily spotted with the naked eye.
What is sometimes presented for inspection : No cleaning whatsoever. Two men have
been sent along to “hack away loose scale where needed”. This is not acceptable
according to our rules, and the inspection should be rejected by the surveyor.
Please note that the ULTRA MARINE Rules, as well as IACS, do have requirements to the cleanliness during
surveys :

In preparation for survey and to allow for a thorough examination, all spaces shall be cleaned
including removal from surfaces of all loose accumulated corrosion scale. In tanks where soft coatings
have been applied, representative areas, and those areas where it is obvious that further close-up
examination is required, shall be cleaned free of soft coating.
Guidance note:
Spaces should be sufficiently clean and free from water, scale, dirt, oil residues etc. to reveal
corrosion, deformation, fractures, damage, or other structural deterioration. However, those
areas of structure whose renewal has already been decided by the owner need only be cleaned
and descaled to the extent necessary to determine the limits of the renewed areas. For more
detailed information with regard to a tank where soft
coatings have been applied, see IACS Recommendation No. 44.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
In preparation for survey and thickness measurements, and to allow for a thorough examination,
all spaces are to be cleaned including removal from surfaces of all loose accumulated corrosion scale.
Spaces are to be sufficiently clean and free from water, scale, dirt, oil residues etc. to reveal corrosion,
deformation, fractures, damages, or other structural deterioration. However, those areas of structure
whose renewal has already been decided by the owner need only be cleaned and descaled to the extent
necessary to determine the limits of the renewed areas.
4.4 Means of access
Fig. 4.4.1 Temporary staging during renewal survey of an oil tanker
Access is the owner's responsibility.

Quote :
For close-up examination, one or more of the following means for access shall be provided:
– permanent staging and passages through structures
– temporary staging and passages through structures
– lifts and moveable platforms
– boats or rafts
– other equivalent means.
End quote.
Please note that in July 2004, IACS introduced restrictions to the use of rafting in the upper area of tanks.

Quote :
Rafts or boats alone may be allowed for survey of the under deck areas for tanks or spaces, if the depth
of the webs is 1.5 m or less.
If the depth of the webs is more than 1.5 m, rafts or boats alone may be allowed only:
- when the coating of the under deck structure is in GOOD condition and there is no evidence
of wastage; or
- if rafts or boats are to be used with a water level above the face plate of the deck girders,
anescape route through the air space is to be provided. This may be arranged with a
permanent means of access in each bay to allow safe entry and exit with access direct from
deck via a vertical ladder and a small platform fitted approximately 2 m below deck.
If neither of the above conditions are met, then staging or "other equivalent means" of access shall be
provided for the survey of the under deck areas. Unquote
The restriction has been made to protect the persons doing the rafting, in the case of an emergency

Fig. 4.4.4 Schematic illustration of how close-up may be achieved without rafting underneath deck.
Temporary staging is placed between the flanges of the web frames. Tank is partly filled for safety
reasons.
One example of "other equivalent means" may be to use temporary, portable staging fitted between the
flanges of two web frames, with partial filling of the tank ( with a water level well below the web
frames ) for safety.
Alternatives with climbers doing thickness measurements while carrying a camera, in order to let the
surveyor do the close-up survey by watching a TV screen onboard, will only be accepted on a case by
case basis, and must be clarified with CLASS well in advance of the survey.
4.5 Execution of the Thickness Measurements on board.
Prior to commencing the thickness measurements, the surveyor will :

- Check type of equipment and verify that the equipment is calibrated according to
recognized national / international standards and properly labelled.
- Witness calibration appropriate for size and type of material.
- Be satisfied with operator’s competence and documentation.
The operators shall keep the equipment and required certificates ready for inspection at
commencement of measurements. For requirements to equipment and operators,

The surveyor will direct the gauging operation by selecting locations such that readings taken
represent, on average, the condition of the structure for that area.
Thickness measurements mainly to evaluate the extent of corrosion which may affect the hull girder
strength ( transverse sections ), should be carried out in a systematic manner of all longitudinal,
structural members. See Ch. 7 for a figure showing correct pattern. The surveyor should be in
attendance during this process. The location of the sections longitudinally shall be decided by the
surveyor, and will normally be decided after deck and bottom plating has been measured, where
required, in order to determine which areas have corroded the most. The sections should be placed
where the upper and lower plating has corroded the most. One transverse section will normally be
placed amidship
Thickness measurements of structures in areas where close-up surveys are required should be carried
out simultaneously with the close-up surveys in order to facilitate a meaningful survey.
The surveyor may specially consider the extent of ( "waive" ) thickness measurements of certain
structures, within spaces where the protective coating is found to be in GOOD condition, but there are
restrictions to how much of the measurements may be waived. In any case, ask the surveyor what may
be waived in each case.
The thickness measurement operators shall keep the surveyor continuously informed ( e.g. at the end
of each day of measurements ) about measurement results and structural deficiencies found, such as
excessive or substantial corrosion, cracks, indents or buckling. If doubler plates used as repairs are
discovered inside oil tanks or on oil/water boundary plating or stiffeners, this shall also be informed to
the surveyor.
Where thickness measurements indicate substantial corrosion or excessive diminution, the ULTRA
MARINE shall contact the CLASS surveyor onboard in order to get directions for additional
thickness measurements, in order to map the areas of substantial corrosion, and to identify structural
members for repairs / renewals. The CLAS Rules Pt.7 Ch.2 and Appendix D of this document contain
tables detailing how such areas shall be mapped.
Upon completion of the thickness measurements, the surveyor must have confirmed that no further
gauging is needed, before the job of taking measurements can be regarded as completed. The rule
requirements detailed in ch.6 are always to be considered the minimum scope for thickness
measurements.
Upon completion of the thickness measurements onboard, the surveyor shall verify and sign the
preliminary thickness measurement report. A copy of the preliminary report shall be given to the
attending surveyor before leaving the ship.

5. Requirements to the UTM company
ULTRA MARINE Ship and with a CLASS Surveyor present. The company shall have a valid CLASS
certificate,
ULTRA MARINE Ship take Ultrasonic Thickness Measurements of Ship's Structure". Guide line A
copy of the programme may be found in this document.
Some of the most important,

A. Instruments using pulsed echo technique, either with oscilloscope or digital instruments using
multiple echo, single crystal technique are required. Single echo instruments are not accepted. (
Previously single echo instruments were accepted on un-coated surfaces ). A confirmation from the
manufacturer that the instruments satisfy this requirement shall be enclosed with the instrument
record.
B. Each major class job Requied ( Intermediate Survey and Renewal Survey ) is to be carried out by
at least two qualified operators working together. ULTRA MARINE Operators carrying ID cards
with a photo. ULTRA MARINE Operators be able to speak English, understand ship's drawings and
be able to choose a representative position for each measurement.
C. On coated surfaces, instruments using pulsed echo technique (either with oscilloscope or digital
instruments using multiple echo, single crystal technique) are required. Single echo instruments may
be used on uncoated surfaces. A record of the equipment used for thickness measurement shall be
kept. The record shall contain information on maintenance and calibration.
D. The ULTRA MARINE keep records of the approved operators. The record shall contain
information on age, formal education, training and experience.
E. The operator carrying out the ASNT LEVEL II certificat Level I, ISO 9712 Level I or a
corresponding standard and have passed the internal training scheme of the supplier. The operator
shall also have at least one year's experience as an assistant operator ( minimum 10 different
assignments ).
6. Extent of thickness measurements

The rule requirements to the extent of thickness measurements for ships are specified in the CLASS
rules Pt.7 Ch.2 Sec.2 Table D3, with enhanced requirements for general cargo ships, bulk carriers and
tankers in Pt.7 Ch.2 Sec.2 Tables E2 and Pt.7 Ch.2 Sec.3 F2, G3, G4 and K2. Each table will
correspond to one specific ship type. All tables are given with illustrations in 6.1.
The requirements vary with ship type, age and survey type, and may generally be divided in three
groups:
1. Systematic requirements including measurements of shell plating and transverse sections, to help
evaluate the overall strength of the ship. The requirements should not be waived due to GOOD
coating, but the extent of measurement points may be reduced to some extent. What may be waived
shall always be decided by the surveyor, who may also decide to increase the scope based on findings
onboard. The requirements are given in tables 6.1, 6.2, 6.4 and 6.6 below, pending on ship type.
Measurement pattern ( number of measurement points per structural part ) is described in ch.7.
2. Measurements for assessment of corrosion level i.w.o. close-up inspections. A guideline for initial
extent of measurements is given in tables 6.3, 6.5 and 6.7 to 6.9 below, pending on ship type. The
requirements may be partly waived in case original coating is in GOOD condition, to be decided by
the surveyor. The surveyor may also decide to increase the scope based on findings onboard.
Measurement pattern ( number of measurement points per structural part ) is described in ch.7.

3. Mapping of areas found with Substantial Corrosion

Areas found with Substantial Corrosion, as defined in ch.2, at previous surveys or through the
measurements described in 1 and 2, should be subject to intensive measurements. The required
measurement pattern is thoroughly defined in the rules Pt.7 Ch.2 and given in tables in
Appendix D of this document.


All ships - Systematic requirements





General dry cargo ships - Systematic requirements




General dry cargo ships - Measurements i.w.o. close-up inspections






Bulk carriers ESP - Systematic requirements




Bulk carriers ESP - Measurements i.w.o. close-up inspections




All ESP Tankers- Systematic requirements




Single Hull Oil Tankers, Ore/Oil Ships ESP – Measurements -

i.w.o. close-up inspections



Double Hull Oil Tankers, Ore/Oil Ships ESP - Measurements

i.w.o. close-up




Chemical tankers ESP - Measurements i.w.o. close-up inspections



CLASS Condition Assessment Programme. - CAP


THICKNESS MEASUREMENT SPECIFICATION FOR CLASS CONDITION

ASSESSMENT PROGRAMME (CAP)HULL
1. Objective
1.1 This specification describes the extent of thickness measurements required for CLASS
Condition Assessment Programme (CAP) Hull. Requirements to thickness measurements
for class surveys are specified in CLASS Rules for Classification of Ships.
1.2 CLASS uses thickness measurement data for a statistical analysis of diminution as a basis
for the CAP rating. Representative data for all main structural elements in all
tanks/spaces are required. The main structural elements in a CAP context are deck,
shipside, bottom, inner bottom, inner deck, longitudinal bulkhead, transverse bulkhead
(i.e. tank/space boundaries with plating and stiffeners) and internal structure
(i.e. webframes, stringers, girders, floors etc.)
1.3 Failure to carry out thickness measurements according to this specification may prevent
completion of CAP.
2. General
2.1 Thickness measurements shall be carried out by a qualified company approved by CLASS.
2.2 A CLASS surveyor shall be onboard while the measurements are taken to the extent
necessary to control the process.
2.3 The thickness measurements data shall be reported using the “CLASS UTM Template”.
All information required in the template is to be completed by the thickness measurement
company. The “CLASS UTM Template”
2.4 One electronic version and one paper version of the thickness measurement report with
sketches and relevant documentation is to be submitted to the responsible CLASS unit.
2.5 Readings to be included in the thickness measurement report shall be representative for
the area measured and shall normally be single point readings. If a single reading is not
considered to be representative for the area it represent, additional readings may be
carried out in same area and included in the report together with a comment stating that
these are additional readings. Alternatively, the average value of several readings in a
small area may be included in the report together with a comment stating that this is an
average value. In such cases all the readings to be averaged are to be taken within the affected
area.Low readings shall not be averaged out by several readings in adjacent uncorroded areas.
2.6 Pits, grooves and local corrosion are to be measured and included in the report with a
suitable comment.
2.7 Cracks, buckling and other deficiencies identified are to be reported to the attending CAP
surveyor and included as comments/sketches in the thickness measurement report.

3. Standard Extent of Thickness Measurements

3.1 The standard extent of measurements is described in this section. Reductions in the
standard extent of measurements are only accepted in accordance with criteria listed in
Section 4.
3.2 The following structure is to be completely measured with 5 points per plate:
- Exposed main deck plating
- Bottom plating
- Wind and water strakes
- Inner bottom plating
- Continuous longitudinal stringers and inner deck plating
3.3 Three transverse sections in the cargo area are to be chosen where the largest reductions
are suspected to occur or are revealed from deck plating measurements. The transverse
sections are normally to be located outside the line of cargo hatch openings if fitted. The
complete section is to be measured, including:- Within 0.15D (where D is the moulded depth
of the ship) from deck and bottom every longitudinal and girder shall be measured on the web
and flange and every plate shall be measured one point between each longitudinal.
- Between deck and bottom area every longitudinal and girder shall be measured on the
web and flange and every plate strake at least one point per plate.
3.4 All tanks in the cargo area are to be measured in three transverse belts for each tank,
normally located in the forward, middle and aft parts of the tank. Measurements in two
transverse belts are sufficient for tanks of less than 15 metres length. All structure in and
adjacent to these belts are to be measured, including:- Longitudinals and other stiffeners with
one representative measurement on both web and flange.
- Ship side (outside wind and water strakes) and longitudinal bulkhead plates
(2 points per plate strake).
- Stringer platforms with associated structure (2 points per plate).
- Transverse bulkheads including swash bulkheads with associated structure
(plates and stiffeners at three horizontal levels).
- Web frames with flanges, stiffeners and brackets.
3.5 The following structure is to be measured in fore and aft peak tanks:
- All transverse webs with associated plating and longitudinals.
- Transverse bulkhead complete with associated structure.
- Deckhead (tanktop) and stringers with associated structure.
- Bottom and shipside with stiffeners.
3.6 Any other ballast tanks outside of cargo area are to be measured as described in
Section 3.4.
3.7 For cofferdams, voids and other spaces in the cargo area, representative thickness data for
all main structural elements are required.
3.8 Cargo hatches with coamings and associated structure are to be measured for all holds.
3.9 Additional measurements are to be carried out if one or more readings indicate corrosion
exceeding requirement to CAP 2 (67 % of allowable margin). “Requirements for extent of
thickness measurements at those areas of substantial corrosion” in CLASS Rules for
Classification of Ships should be used for guidance.

3.10 Extent of measurements may be increased as considered necessary by the attending
CAP surveyor.
4. Reduced Extent of Measurements

4.1 Extent of measurements in shell plating (ref. Section 3.2) and in three transverse sections
in cargo area (ref. Section 3.3) is not to be reduced.
4.2 The number of readings may only be reduced if the structure in question is:
- made of solid stainless steel, or
- coated with original coating still intact on both sides of the structure, or
- located within fuel or cargo tank(s)and
- representative thickness measurements reveal no or negligible steel loss, well within
he requirements for CAP 1 (33 % of allowable margin). The representative
measurements are to be taken in areas expected to represent worst case corrosion.
4.3 Where the number of thickness measurements is reduced, it is to be ensured that

representative measurements are obtained for all main structural elements
(ref. Section1.2) in all tanks/spaces. An absolute minimum of 10 representative readings
for each main structural element in all tanks/spaces are required. If measurements reveal
that the conditions given in Section 4.2 are not met, the standard extent of measurements as
described in Section 3 is to be carried out.
4.4 No reduction in extent of measurements is to be applied unless accepted by the attending

CAP surveyor

The Class IACS Condition Assessment Program(CAP)

Ship's conditions can remain of a good level throughout their service lives if they are operated in an appropriate
manner, the current state of construction and equipment of each ship or structure are clearly understood, and
inspections and maintenance are carried out regularly and properly.
Ships should be surveyed periodically to verify that they are maintained in an acceptable condition in
accordance with international conventions, the Rules of Classification societies, etc. Detailed ship conditions,
however, can not usually be all assessed by the regular surveys. A detailed assessment of ship condition is
very important for the owner's maintenance program through a ship's service life.
The IACS Condition Assessment Program(CAP) is a specialized survey program which offers owners a detailed
assessment of a ship's actual condition, based on strength evaluation, and fatigue strength analysis as well as
a detailed on site systematic inspection of the hull, machinery and cargo systems. With the CAP, owners can
be confident that they have an accurate assessment of the ships actual condition, especially as far as the
condition compares with the normal Class requirements.
The CAP applies, in principle, to oil tankers and chemical carriers, though other types of ships may be covered,
provided that the CAP is properly modified.
The CAP consists of two major parts which can be applied independently depending on the needs of the
applicant.
(1) CAP-HULL (Condition Assessment for Hull Structures)

(2) CAP-MACHINERY/CARGO SYSTEM (Condition Assessment for Machinery and Cargo Systems)
The results of condition assessment are clearly identified using a rating system. The definitions corresponding
to each rating are indicated below.
(1) CAP-HULL RATING

(a) Rating Level 1: "Very Good Condition" Items examined and measured found with only superficial
reductions from "as new" or current rule scantlings. No maintenance or repair required.
(b) Rating Level 2: "Good Condition" Items examined and measured found to have deficiencies of a minor
nature not requiring correction or repair and/or found to have all
thicknesses significantly above class limits.
(c) Rating Level 3 : "Satisfactory Condition" Items examined and measured either found to have
deficiencies, which do not require immediate corrective
action, or found to have thicknesses, which although generally
above class renewal levels, do exhibit substantial corrosion.
(d) Rating Level 4 : "Unsatisfactory Condition" Items examined and measured either found to have a
deficiency or deficiencies which may affect the ship's
potential to remain in class, or found to have, in some areas,
thicknesses which are at or below the class renewal levels.
(2) CAP-MACHINERY/CARGO SYSTEM RATING

(a) Rating Grade 1: "Very Good Condition" Items and systems examined and function tested, found with
no deficiencies affecting safe operation and/or performance.
Documentation and maintenance practices considered good.
No maintenance or repair required.
(b) Rating Grade 2: "Good Condition" Items and systems examined and function tested, found with some
minor deficiencies which do not affect safe operation and/or normal
performance. Documentation and maintenance practices considered
adequate. No immediate maintenance or repair considered necessary.

(c) Rating Grade 3: "Satisfactory condition" Items and systems examined and function tested, found with
deficiencies not affecting safe operation and/or performance.
Documentation and maintenance practices considered to be of
a minimum standard. Some maintenance and repair may be
considered necessary.
(d) Rating Grade 4: "Unsatisfactory condition" Items and systems examined and function tested, found with
deficiencies significantly affecting operation and/or erformance.Documentation
and maintenance practices considered inadequate.Maintenance and repair
required to reinstate serviceability.
After the completion of the CAP, the certificate of CAP indicating the ship's comprehensive rating (Overall
Rating for CAP-HULL and/or CAP-MACHINERY / CARGO SYSTEM) is issued.
Detailed assessment results and the relevant records shown below are attached to the certificate of CAP.
(1) CAP-HULL
(a) CAP-HULL rating for each structural group and strength evaluation
(b) Survey record
(c) Report for fatigue strength assessment
(d) Rating for corrosion protection systems of water ballast tanks and coated cargo tanks
(e) Photographic report
(f) Thickness measurement record
(2) CAP-MACHINERY/CARGO SYSTEM
(a) CAP-MACHINERY/CARGO SYSTEM rating for each item

(b) Survey record
(c) Photographic report

Calculation of average thickness reduction in deck and bottom.

Verification of longitudinal strength
F1 General
This appendix is a guideline on how to verify a ship's longitudinal strength, i.e. estimate average corrosion reduction in
deck and bottom, as required for vessels having had a transverse section measured with UTM as part of the renewal survey
scope. The calculation shall either be made by attending surveyor, or by the service supplier doing the thickness
measurements, with the surveyor verifying the results.
It is not necessary to calculate the ship's section modulus or the cross section's moment of inertia in order to verify the
longitudinal strength. For a quick approximation, a quick "adding up" of cross section areas, as shown in the following
example, is sufficient for the verification of the longitudinal strength in the field. Only if the calculated reduction
percentage gets close to 10% ( or 5%, if so stated in the heading of the minimum thickness list ), is it necessary to contact
MTPNO864 for a more accurate approximation of actual loss of longitudinal strength. It is of no less importance that the
surveyors carry out this approximation whenever a complete, transverse section is measured, as it
forms the very basis for the minimum thickness list.
If the steel in plates or longitudinals is mild steel or high strength steel has no influence on the result. The thickness
reduction of HS steel and mild steel may be added into one figure.
The ship's main drawings shall be used to find as-built thickness values where no min. thickness list is available.
For tankers above 130 m length,CLASS will upon request send electronically an Excel sheet for average corrosion
calculation/reporting, including original thickness values for applicable area.
F2 Example
For illustration, only half of the ship's breadth is included in the calculation below. When doing such verification in real
life, however, one should calculate the average thickness reduction over the whole breadth, from side to side (see Fig.2). In
the bottom one should calculate over the whole breadth, from bilge to bilge. As shown below, it is enough to calculate the
average area reduction for the deck ( or the bottom ) itself, even if some of the minimum thickness lists mention the upper
or lower 15% of the sides and longitudinal bulkhead as "upper area" or "lower area". However, it's not wrong to include the
upper or lower 15%, either.

If this was the only section to be measured in a ship with a maximum average corrosion limit of 10%, there would not be
any problem. The surveyor could just state “average corrosion verified to be below 10%” in the inspection report.
However, if the ship’s minimum thickness list has maximum 5% average corrosion in the deck area stated on the front
page, then the surveyor shall be notified immediately. The ship could have so much corrosion, that it would need to have
the minimum thickness list revised. The bottom should be verified the same way.
Appendix G Guidelines for measurements of side frames in bulk carriers
Annex V - Guidelines for the Gauging of Side Shell Frames and Brackets in Single Side Skin Bulk Carriers required to
comply with IACS Unified Requirements S31 ( incorporated in CLASS Rules )
General
Single Skin Bulk carriers which are to comply with the new rules (IACS Unified Requirements UR S31) will be identified
with a Memo to Owner. The new rules require increased control of the side frame scantlings. To assist the Surveyor, a new
minimum thickness lists will be prepared for all ships where this requirement is applicable.
Zones of Side Shell Frames and Brackets
For the purpose of steel renewal, sand blasting and coating, four zones A, B, C and D are defined, as shown in Figure 1.
Zones A & B are considered to be the most critical zones.

Pitting and grooving

Pits can grow in a variety of shapes, some of which would need to be ground before assessment.
Pitting corrosion may be found under coating blisters, which must be removed before inspection.
To measure the remaining thickness of pits or grooving the normal ultrasonic transducer (generally 10mm diameter) will
not suffice. A miniature transducer (3 to 5 mm diameter) must be used. Alternatively the gauging firm must use a pit gauge
to measure the depth of the pits and grooving and calculate the remaining thickness.
Assessment based upon Area

This is the method specified in S31.2.5 and is based upon the intensity determined from Figure 2 below.
If pitting intensity is higher than 15% in an area (see Figure 2), then thickness measurements are to be taken to check the
extent of the pitting corrosion. The 15% is based upon pitting or grooving on only one side of the web.
In cases where pitting is evident as defined above (exceeding 15 %) then an area of 300mm diameter or more, at the most
pitted part of the frame, is to be cleaned to bare metal, and the thickness measured in way of the five deepest pits within the
cleaned area. The least thickness measured in way of any of these pits is to be taken as the thickness to be recorded.
The minimum acceptable remaining thickness in any pit or groove is equal to:
- 75% of the as built thickness, for pitting or grooving in the cargo hold side frame webs and flanges
- 70% of the as built thickness, for pitting or grooving in the side shell, hopper tank and topside tank plating
attached to the cargo hold side frame, over a width up to 30mm from each side of it.
Gauging methodology
Numbers of side frames to be measured are equivalent to those of Renewal Survey or Intermediate Survey corresponding
to the ship’s age. Representative thickness measurements are to be taken for each zone as specified below.
Special consideration to the extent of the thickness measurements may be given by the Classification Society, if the
structural members show no thickness diminution with respect to the as built thicknesses and the coating is found in "as-
new" condition ( i.e., without breakdown or rusting ).
Where gauging readings close to the criteria are found, the number of hold frames to be measured is to be increased.
The Planning Document for vessels where IACS UR S31 apply, will include an additional T-min list valid for the side
frames, or the list will be provided separately.

If renewal or other measures according to S31 are to be applied on individual frames in a hold, then all frames in that hold
are to be gauged.
There is a variety of construction methods used for side shell frames in bulk carriers. Some have faceplates (T sections) on
the side shell frames, some have flanged plates and some have bulb plates. The use of faceplates and flanged sections is
considered similar for gauging purposes in that both the web and faceplate or web and flange plate are to be gauged.
If bulb plate has been used, then the web of the bulb plate is to be gauged in the normal manner and the sectional modulus
has to be specially considered if required. The provided T-min list will normally indicate cases where sectional modulus
may be a problem.
Gaugings of Web plating for Zones A, B & D

The gauging pattern for Zones A, B & D are to be a five point pattern. See figure 3. The 5 point pattern is to be over the
depth of the web and the same area vertically. The gauging report is to reflect the average reading.
Gaugings of Web plating for Zone C

Depending upon the condition of the web in way of Zone C, the web may be measured by taking 3 readings over the length
of Zone C and averaging them. The average reading is to be compared with the allowable thickness. If the web plating has
general corrosion then this pattern should be expanded to a five point pattern as noted above.
Gaugings of flanges for all Zones

At least 2 readings on the flange/faceplate are to be taken in way of section a) and b), see figure 4. At least one reading of
the attached shell plating is to be taken on each side of the frame (i.e. fore and aft) in way of section a) and section b).
At least 2 readings on the flange/faceplate are to be taken in way of one selected section within each of the zones C and D.
At least one reading of the attached shell plating is to be taken on each side of the frame (i.e. fore and aft) in way of the
selected sections.

Thickness measurement pattern

7.1 Number of measurement points per plate and averaging Measurements shall be taken at the
forward, middle and aft area of all plates, minimum 3 measurements per plate. This applies for
e.g. deck, bottom and wind- and water strakes. NB ! Requirements at CAP surveys may be
stricter, e.g. one measurement in the middle of each plate and one in each corner, five in all.
Where plates cross ballast/cargo tank boundaries, separate measurements for the area of plating
in way of each type of tank shall be recorded. Where patches of steel plates have been renewed
earlier; be careful to check both the new and the old steel plates. There has been incidents where
measurements were taken solely of the newest steel plates, and original plating close by was not
measured, even though it was heavily corroded.
Fig.7.1.1 Measurement points in main deck, marked as black dots.

Full line is plate boundaries. Dotted line is bulkheads underneath.
Readings to be included in the UTM report shall be representative for the area measured, and shall
normally be single point readings. If a single reading is not considered to be representative for an area
, additional readings shall be carried out, with a comment in the report stating that these are additional
readings. Alternatively, the average value of several readings in a small area may be included in the
report together with a comment stating that this is an average value. In such cases all the readings to
be averaged are to be taken within the affected area. The size of such a "small area", shall typically be
the spacing of the stiffeners ( longitudinals in tankers or side frames in bulk carriers) with the same
length used both in the ship's transverse and longitudinal direction ( Fig. 7.1.2 ). The average thickness
of that area shall then be entered in the report, and used to compare with minimum thickness and
substantial thickness values, even if single readings within that area are less.

Fig.7.1.2
The only reading noted in the report would be (14.8+15.1+15.0+15.2+14.9+15.5+15.3)/7=15.1
The number of measurement points in the figure were just an example. How many points needs to be
taken, in order to get a representative average, will depend on the thickness variations within that
space.
Fig.7.1.3 Pitting corrosion
If there is pitting corrosion, this should be mapped separately, indicating minimum thickness
measured, size of area affected, percentage of area covered by pits and average pitting depth. The
surveyor shall be informed. The surveyor will use separate acceptance criteria to decide if the area in
question needs to be renewed. Common location for pitting corrosion is the bottom plating underneath
pipe suction bellmouths in ballast- and cargo tanks, and at the aft end of crude oil tanks.
The thickness of stiffeners may be "averaged" in the same manner as for plates, with the web height or
the flange width, as applicable, being the length of each side in a quadratic area. A mean thickness is
calculated for that area, as under Fig.7.1.2.

Fig.7.1.4 Grooving corrosion
If there is grooving corrosion at the base of a stiffener, the affected area should be mapped, with
absolute minimum thickness, average thickness of affected area and length of grooving noted down.
The surveyor shall be informed. The surveyor will use separate acceptance criteria for grooving
corrosion.
7.2 Transverse sections

The transverse sections measured should generally be within 0.5L amidship and where the largest
thickness reduction is expected to occur or is revealed from deck and bottom plating measurements
The results are used for longitudinal strength evaluation and significant area reduction in deck or
bottom i.e. above 5%, may require measurements of additional transverse sections. Further, if
significant reduction is revealed in some areas, e.g. in the deck longitudinals, measurements may be
extended to ensure satisfactory condition for deck longitudinal in other areas of the tank.
Minimum density of readings at each transverse section
- Within 0.15D from deck and bottom every longitudinal and girder shall be measured on the web
and flange and every plate shall be measured one point between each longitudinal.
- Between deck and bottom area every longitudinal and girder shall be measured on the web and
flange and every plate strake at least one point pr strake
See illustrations in Fig. 7.5.1 for General Cargo, Fig. 7.5.6 for Tankers and Fig. 7.5.8 for Bulk
Carriers.

7.3 Bulkheads and web frames

See Fig. 7.5.4, 7.5.5 and 7.5.10 for the bulkheads and Fig. 7.5.7, 7.5.8 and 7.5.9 for the web frames.
The figures apply whether the measurements are part of the systematic requirements or as part of the
close-up inspection. At least one row of measurements should be taken in the upper part, in the lower
part, and in addition one row between each of the stringers. As figure 7.5.4 indicates, where there is a
plate joint with different thickness in each of the abutting plates, measurements should be taken of
each of the two abutting plates. For bulkheads or web frames not corresponding completely with any
of the following figures, use the figures as guidance to work out a pattern for that particular design.
7.4 Measurements i.w.o. close-up inspections

The rules specify minimum requirements to thickness measurements for assessment of general
corrosion and required extent of measurements will be as found necessary by attending Class
Surveyor, to evaluate all corroded structure. Readings from initial measurements showing that more
than 50% of corrosion margin is used, will normally require extended scope to confirm satisfactory
condition for similar elements in the rest of the tanks. Proposed initial scope of measurements are
indicated in the following figures, but final scope of measurements will to a large extent be decided on
board.



























THICKNESS MEASUREMENT-OIL TANKERS, OIL TANKERS, ORE/OIL SHIPS, ORE/BULK/OIL SHIPS
SPECIAL SURVEY I SPECIAL SURVEY II SPECIAL SURVEY III SPECIAL SURVEY IV

(SHIPS 5 YEARS OLD) (SHIPS 10 YEARS OLD) (SHIPS 15 YEARS OLD) (SHIPS 20 YEARS OLD AND
OVER)
1. One section of deck plating For the 1. Within the cargo tank length 1. Within the cargo tank length 1. Within the cargo tank length
full beam of the ship with 0.5L
amidships in way of a ballast tank, if a. Each deck plate (See Note 1) a. Each deck plate (See Note 1) a. Each deck plate (See Note 1)
any, or a cargo tank used primarily b. One transverse section b. Two transverse section (See b. Three transverse sections
for water ballast. note 2) (see note 3)
2. Measurements for general c. Each bottom plate.
2. Measurement for general assessment and recording of 2. Measurements for general
assessment and recording of corrosion pattern of the assessment and recording of 2. Measurements for general
corrosion pattern of the different structural members corrosion pattern of the assessment and recording of
different structural members subject to Close-up Survey different structural members corrosion pattern of the
subject to Close-up Survey in on accordance with Table II, subject to Close-up Survey in different structural members
accordance with Table II, Table III or Table IV. accordance with Table II, subject to Close-up Survey in
Table III or Table IV. Table III or Table IV. accordance with Table II, Table
3. Selected wind and water III or Table IV.
3. Critical areas, as required by strakes outside the cargo 3. All wind and water strakes
The Surveyor. tank length. within the cargo tank length. 3. Selected wind and water
strakes Outside the cargo tank
4. Critical areas, as required by 4. Selected wind and water length.
the Surveyor. Strakes outside the cargo
tank length. 4. All wind and water strakes
within The cargo tank length.
5. Critical areas, as required by the

Surveyor.
Note 1 : Note 2 : Note 3 :

For Ore/Oil and Ore/Bulk/Oil ships only One of the two transverse sections is to be in way Two of the three transverse sections
the deck plating outside the line of cargo of any Salt water ballast tank with 0.5L amidships. are to be in way of any salt water
Hatch opening is to be measured. Ballast tank 0.5L amidships.
CLOSE - UP SURVEY - OIL TANKERS
SPECIAL SURVEY I SPECIAL SURVEY II SPECIAL SURVEY III SPECIAL SURVEY

(SHIPS 5 YEARS OLD) (SHIPS 10 YEARS OLD) (SHIPS 15 YEARS OLD) IV
(SHIPS 20 YEARS
OLD & OVER)
1. ONE TRANSVERSE WEB 1. ALL TRANSVERSE WEB FRAME 1. ALL TRANSVERSE WEB As Special Survey III
FRAME RING - in a wing RINGS - in a wing ballast tank, if any, FRAME RINGS
ballast tank, if any, or a cargo or a cargo wing tank used primarily for (i) in all ballast tanks (see note 1)
wing tank used primarily for water ballast. (ii) in a cargo wing tank
water ballast.
2. ONE DECK TRANSVERSE 2. ONE TRANSVERSE WEB
2. ONE DECK TRANSVERSE - (i) in each of the remaining ballast tanks FRAME RING - in each
in a cargo tank. (see Note 1) remaining cargo wing tank
(ii) in a cargo wing tank
3c. ONE TRANSVERSE (iii) in two cargo centre tanks 3. ALL TRANSVERSE
BULKHEAD (LOWER PART) BULKHEADS - in all cargo
(i) in a ballast tank 3. BOTH TRANSVERSE BULKHEADS and ballast tank
(ii) in a cargo wing tank - in a wing ballast tank, if any, or a
(iii) in a cargo centre tank cargo wing tank used primarily for 4. ONE DECK AND BOTTOM
water ballast. TRANSVERSE - in each
cargo centre tanks
4. ONE TRANSVERSE BULKHEAD
(LOWER PART) Additional transverse web frames
(i) in each remaining ballast tank and transverse bulkheads as deemed
(ii) in a cargo wing tank necessary by the Surveyor.
(iii) in two cargo centre tanks
Definitions of Close-up survey areas -
see over for sketches of typical close-up survey areas
1. Complete transverse web frame ring including 2. Deck transverse including adjacent 3. Transverse bulkhead complete including
adjacent structural members. Deck Structural members. girder system and adjacent members.
4. Transverse bulkhead lower part - including girder 5. Deck & bottom transverse including
system and adjacent structural members. Adjacent structural members. Notes : 1. Ballast tanks includes peak tank.

CLOSE-UP SURVEY - ORE / OIL SHIPS

(SHIPS 5 YEARS OLD) (SHIPS 10 YEARS OLD) (SHIPS 15 YEARS OLD) (SHIPS 20 YEARS OLD &
OVER)
1. 1. 25% of shell frames including their 1. All shell frames in the forward 1. All shell frames
(i) 25% of frames and their end end attachments and adjacents shell cargo hold and 25% of frames in including their
attachments in the forward plating in all cargo holds. remaining cargo holds, including End attachments and
cargo hold at representative their end attachments and adjacent adjacent shell plating
positions. 2. One transverse web with associated shell pating. in all cargo holds.
Plating and longitudinals in each
(ii) Selected frames and their end water ballast tank (including 2. All transverse webs with 2. All transverse webs
attachments in remaining topside, Hopper side, side tank or associated plating and with
cargo holds. peak tank) longitudinals in each Associated plating and
water ballast tank (including longitudinals in each
2. One transverse web with 3. Forward and aft transverse topside, hopper side, side tank water ballast tank
associated plating and bulkhead in one side ballast tank, or peak tanks) (including topside,
longitudinals in two including stiffening system. hopper side, side tank
representative water ballast 3. All transverse bulkheads in ballast or peak
tanks of each type (i.e. topside, 4. One transverse bulkhead in each tanks, including stiffening system. tanks)
hopper side or side tank) cargo
Hold including the internal 4. All cargo hold tranverse bulkheads 3. All transverse
3. Two selected cargo hold structure of upper and lower stool including internal structure of upper and bulkheads in Ballast
transverse bulkheads including where fitted. This is to include the lower stools, where fitted (see note 2) tanks, including
internal structure of upper and aft bulkhead in the forward cargo stiffening system.
lower stools where fitted. This hold (see note 2) 5. All cargo hold hatch covers and
is to include the aft bulkhead of coamings (plating and stiffeners) 4. All cargo hold
the forward cargo hold (see note 5. Selected cargo hold hatch covers and transverse Bulkheads
2) coamings (plating and stiffeners) 6. All deck plating inside line of including internal
hatch openings between cargo structure of upper and
6. Selected areas of deck plating inside hold hatches. lower stools, where
Line of hatch opening between cargo fitted (see note 2)
Hold hatches.
5. All cargo hold hatch
covers and coamings
(plating and
stiffeners)
7. All deck plating inside

line of hatch openings
between cargo
hold hatches.
1. Transverse frames 2. Transverse web with associated plating, girders and 3. Transverse bulkhead with associated girders and longitudinals
stiffeners in topside tank or hopper side tank. 4. Transverse bulkhead in cargo holds with associated girders and stiffeners.
Notes :
1. Ballast tank includes peak tanks.
2. Close-up Survey of transverse bulkheads to be carried out at four levels :
Level (a) Immediately above the inner bottom and immediately above the line of gussets (if fitted) and shedders for ships wit hout lower stool.
Level (b) Immediately above and below the lower stool shelf plate (for those ships fitted with lower stools), and immediately above the line of the
shedder plates.
Level (c) About mid-height of the bulkhead.
Level (d) Immediately below the upper deck plating and immediately adjacent to the upper wing tank and immediately below the upper stool shelf plate
for those ships fitted with upper stools, or immediately below the topside tanks.

THICKNESS MEASUREMENT - DRY BULK CARGO SHIPS

(SHIPS 5 YEARS OLD) (SHIPS 10 YEARS OLD) (SHIPS 15 YEARS OLD) (SHIPS 20 YEARS OLD & OVER)
1. Measurement, for general 1. Within the cargo length area 1. Within the cargo length area : 1. Within the cargo length area :
assessment and recording of Two transverse sections of deck a. Each deck plate outside line of cargo a. Each deck plate outside line of
corrosion patter, of those plating outside line of cargo hatch openings. cargo hatch openings.
structural members subject to hatch opening.
close-up survey according to b. Two transverse sections outside line of b. Three transverse sections
Table II. 2. Measurement, for general cargo hatch openings. (A minimum of Outside line of cargo hatch
assessment and according of one of the above transverse sections is openings. (A minimum of two
2. Critical areas, as required corrosion patter, of those to be within 0.5L amidships) of the above transverse sections
by the Surveyor. structural members subject to is to be within 0.5L amidships)
close-up survey according to 2. Measurement, for general assessment
Table II. and recording of corrosion pattern, of c. Each bottom plate.
those structural members subject to
3. Wind and water strakes in close-up survey according to Table II. 2. Measurement, for general
way of the transverse sections assessment and recording of
considered under point 1 above. 3. All wind and water strakes within the corrosion pattern, of those
cargo length area. structural members subject
4. Critical areas, as required by to close-up survey according
the Surveyor. 4. Selected wind and water strakes outside to Table II.
the cargo length area.
4. All wind and water strakes
5. Critical areas, as required by the Within the cargo length area.
Surveyor.
5. Selected wind and water
Strakes outside the cargo length
area.
6. Critical areas, as required by

The Surveyor.

CLOSE-UP SURVEY - DRY BULK CARGO SHIPS

(SHIPS 5 YEARS OLD) (SHIPS 10 YEARS OLD) (SHIPS 15 YEARS OLD) (SHIPS 20 YEARS OLD & OVER)
1. 1. 25% of shell frames 1. All shell frames in the forward cargo 1. All shell frames including their
(i) 25% of shell frames and including their Hold and 25% of frames in remaining end
their end attachments and cargo holds, including their end attachments and adjacent shell
end attachments in the adjacents shell attachments and adjacent shell plating. plating in all cargo holds.
forward cargo hold at plating in all cargo holds.
representative positions. 2. All transverse webs with associated 2. All transverse webs with
2. One transverse web with plating and longitudinals in each water associated
(ii) Selected frames and their associated ballast tank (including topside, hopper plating and longitudinals in each
end attachments in plating and longitudinals in side, side tank or peak tanks) water ballast tank (including
remaining each topside, hopper side, side tank or
cargo holds. water ballast tank (including 3. All transverse bulkheads in ballast tanks, peak tanks)
topside, including stiffening system.
2. One transverse web with hopper side, side tank or 3. All transverse bulkheads in ballast
associated plating and peak tank) 4. All cargo hold transverse bulkheads tanks, including stiffening system.
longitudinals in two including internal structure of upper and
representative water 3. Forward and aft lower stools, where fitted (see note 1) 4. All cargo hold transverse
ballast transverse bulkhead bulkheads
tanks of each type In one side ballast tank, 5. All cargo hold hatch covers and including internal structure of
(including including stiffening Coamings (plating and stiffeners) upper
topside, hopper side or system. and lower stools, where fitted (see
side 6. All deck plating inside line of hatch note 1)
tank or peak tanks) 4. One transverse bulkhead openings between cargo hold hatches.
in each 5. All cargo hold hatch covers and
3. Two selected cargo hold Cargo hold including the coamings (plating and stiffeners)
transverse bulkheads internal structure of upper
including and lower stool where 6. All deck plating inside line of
internal structure of upper fitted. This is to include hatch
and the aft bulkhead of the openings between cargo hold
lower stools where fitted. forward hold (see note 1) hatches.
This
is to include the aft 5. Selected cargo hold hatch
bulkhead covers and
of the forward cargo hold coamings (plating and
(see stiffeners)
note 1)
6. Selected areas of deck
plating inside
line of hatch opening
between cargo
hold hatches.
1. Transverse frames 2. Transverse web with associated plating, girders and 3. Transverse bulkhead with associated girders and longitudinals
stiffeners in topside tank and hopper side tank. 4. Transverse bulkhead in cargo holds with associated girders and stiffeners.
Notes :
1. Close-up Survey of transverse bulkheads to be carried out at four levels :
Level (a) Immediately above the inner bottom and immediately above the line of gussets (if fitted) and shedders for ships wit hout lower stool.
Level (b) Immediately above and below the lower stool shelf plate (for those ships fitted with lower stools), and immediately above the line of the
shedder plates.
Level (c) About mid-height of the bulkhead.
Level (d) Immediately below the upper deck plating and immediately adjacent to the upper wing tank and immediately below the upper stool shelf plate
For those ships fitted with upper stools, or immediately below the topside tanks.











Wastage Allowances for E.S.P. SHIP
SR. GAUGED AREA TM FOME I.A.C.S NKK
1 MAIN DECK PLATING TM 1 20% 20%+1
2 SIDE SHELL PLATING TM 2 20% 20%+1
3 BOTTOM PLATING TM 3 20% 20%+1

INNER BOTTOM PLATING I.W.O CARGO HOLD (TANK TOP) FULL
4 TM 4 25% 20%+1
LENGTH
5 LONGI BHD PLATING (FULL LENGTH) TM 5 20% 20%+1
6 DB HOPPER PLATING (FULL LENGTH) TM 6 25% 20%+1
7 TST SLOPPING PLATE (FULL LENGTH) TM 7 25% 20%+1
8 STRENGTH DECK & SHEER STRAKE PLATING (ONLY GIRTH BELT) TM2a 20% 20%+1
9 SIDE SHELL & BOTTOM PLATING (ONLY GIRTH BELT) TM2b 20% 20%+1
10 DECK LONGI & DECK GIRDER (GIRTH BELT/ I.W.O. TANK) TM3 20% 30%
11 INNER BOTTOM LONGI (TANK TOP LONGI) (GIRTH BELT / I.W.O. TANK) TM3 20% 30%
12 LONGI BHD LONGI / DB HOPPER LONGI (GIRTH BELT / I.W.O. TANK) TM3 20% 30%
13 DB HOPPER LONGI (GIRTH BELT / I.W.O. TANK) TM3 20% 30%
14 TST SLOPPING PLATE LONGI (GIRTH BELT / I.W.O. TANK) TM3 20% 30%
15 SIDE SHELL LONGI (GIRTH BELT / I.W.O. TANK) TM3 20% 30%
16 BOTTOM LONGI & BOTTOM GIRDER (GIRTH BELT / I.W.O. TANK) TM3 20% 30%
TRANSVERSE FRAME / FLOOR
17 DECK TRANSVERSE PLATING TM 4 25% 25%
18 DECK TRANSVERSE STIFFENERS TM 4 25% 30%
19 BOTTOM TRANSVERSE PLATING TM 4 25% 25%
20 BOTTOM TRANSVERSE STIFFENERS TM 4 25% 30%
21 SIDE SHELL VERTICAL FRAMES PLATING TM 4 25% 25%
22 SIDE SHELL VERTICAL FRAMES STIFFENERS TM 4 25% 30%
23 LONGI BHD VERTICAL FRAMES PLATING TM 4 25% 25%
24 LONGI BHD VERTICAL FRAMES STIFFENERS TM 4 25% 30%
25 ALL HORIZ GIRDER ( STRINGER ) I.W.O. WING TANK TM 6 25% 25%
TRANSVERSE BULKHEAD
26 COLLISON BULKHEAD PLATING TM 5 25% 20%+1
27 CARGO HOLD No.1 AFT BHD TM 5 25% 20%+1
28 CARGO HOLD TRANSVERS BHD TM 5 25% 20%+1
29 TANK TRANSVERS BHD TM 5 25% 20%+1
30 SWASH BHD PLATING TM4 25% 25%
31 SWASH BHD STIFFENERS TM4 25% 30%
32 ALL TRANSVERS BULKHEAD STIFFENERS TM 5 25% 20%+1

FORE & AFT PEAK TANK
33 TANK TOP PLATING / BOUSON DECK / STRINGER GEAR ROOM TM 6 25% 30%
34 ALL HORIZ STRINGER TM 6 25% 25%
35 TRANSVERS WEB FRAME PLATING TM 4 25% 25%
36 TRANSVERS WEB FRAME STIFFENERS TM 4 25% 30%
37 SIDE SHELL LONGI I.W.O. FORE PEAK TM 3 25% 30%
38 ONLY SIDE SHELL PLATING I .W.O. FORE PEAK ( SUPPLAY VESSEL ) TM 6 25% 20%+1
39 ONLY SIDE SHELL PLATING I .W.O. FORE PEAK ( ESP SHIP ) TM 1 20% 20%+1
40 ALL SEA CHEST TM 6 25% 20%+1
41 ENG, ROOM STUB PICES TM 6 25% 30%
42 AIR WANTLETER ON DECK TM 6 25% 30%
43 SIDE SHELL FRAMES I.W.O. CARGO HOLD NO.1 TM 7 20% 30%
44 SIDE SHELL FRAMES I.W.O. OTHER CARGO HOLD TM 7 25% 30%

(LRS)




PART -3 Thickness Measurement and close-up Survey for

*General Dry Cargo Ships
This chapter includes the outline of close-up surveys and thickness measurement required in Part B of
Rules at each special survey of General Dry Cargo ships* (including ships carrying timber cargoes* )
*1: “General Dry Cargo Ships” are ships constructed or converted to carry solid cargoes other than:
> bulk carrier
> container carrier
> dedicated forest product carriers (except for ships carrying timber cargoes)
> ro-ro cargo ships
> car carrier
> refrigerated cargo ships
> dedicated wood chip carriers and
> dedicated cement carriers
*2: “Ships carrying timber cargoes” are cargo ships which belongs to general dry cargo
Ships specified in the above and which marked timber load lines in accordance with
requirement in Rule or primarily carrying log cargo

PART- 2 Thickness Measurement and close-up Survey for Bulk Carrier

(Including Ore Carrier)
This chapter includes the outline of close-up surveys and thickness measurement required in Part B of
Rules at each special survey of bulk carriers*.
* “Bulk Carrier” means following ships:

 ships constructed or converted with a single deck, top-side tanks and hopper side tanks in
cargo area and Intended primarily to carry dry cargo in bulk (See the figure below); or
 ore carrier; or
 combination carriers such as ore/oil carriers and ore/bulk /oil carriers.
“Ore Carriers” :- means ships constructed or converted with a single deck, two longitudinal
bulkheads and a double bottom throughout the cargo area and intended for the carriage of ore cargoes
in the center holds only.
“ Combination Carriers ” :- means ships designed to carry either oil or solid cargoes in bulk.
Note:-
For ore carriers,close-up surveys and thickness measurement for structural members in wing ballast
tanks and wing void spaces are to be carried out in accordance with requirements for oil tankers
specified in part 1.

MAXIMUM PERMISSIBLE
ORG SUB CROP SUB CR / CROP SUB CROP SUB CROP ORG SUB CROP SUB CR / CROP SUB CROP SUB CROP
SC SC
THK 7.5% 10.0% 11.25% 15.0% 20.0% 18.75% 25.0% 22.5% 30.0% THK 7.5% 10.0% 11.25% 15.0% 20.0% 18.75% 25.0% 22.5% 30.0%
6.0 5.6 5.4 5.3 5.1 4.8 4.9 4.5 4.7 4.2 26.0 24.1 23.4 23.1 22.1 20.8 21.1 19.5 20.2 18.2
6.5 6.0 5.9 5.8 5.5 5.2 5.3 4.9 5.0 4.6 26.5 24.5 23.9 23.5 22.5 21.2 21.5 19.9 20.5 18.6
7.0 6.5 6.3 6.2 6.0 5.6 5.7 5.3 5.4 4.9 27.0 25.0 24.3 24.0 23.0 21.6 21.9 20.3 20.9 18.9
7.5 6.9 6.8 6.7 6.4 6.0 6.1 5.6 5.8 5.3 27.5 25.4 24.8 24.4 23.4 22.0 22.3 20.6 21.3 19.3
8.0 7.4 7.2 7.1 6.8 6.4 6.5 6.0 6.2 5.6 28.0 25.9 25.2 24.9 23.2 22.4 22.8 21.0 21.7 19.6
8.5 7.9 7.7 7.5 7.2 6.8 6.9 6.4 6.6 6.0 28.5 26.4 25.7 25.3 24.2 22.8 23.2 21.4 22.1 20.0
9.0 8.3 8.1 8.0 7.7 7.2 7.3 6.8 7.0 6.3 29.0 26.8 26.1 25.7 24.7 23.2 23.6 21.8 22.5 20.3
9.5 8.8 8.6 8.4 8.1 7.6 7.7 7.1 7.4 6.7 29.5 27.3 26.6 26.2 25.1 23.6 24.0 22.1 22.9 20.7
10.0 9.3 9.0 8.9 8.5 8.0 8.1 7.5 7.8 7.0 30.0 27.8 27.0 26.6 25.5 24.0 24.4 22.5 23.3 21.0
10.5 9.7 9.5 9.3 8.9 8.4 8.5 7.9 8.1 7.4 30.5 28.2 27.5 27.7 25.9 24.4 24.8 22.9 23.6 21.4
11.0 10.2 9.9 9.8 9.4 8.8 8.9 8.3 8.5 7.7 31.0 28.7 27.9 27.5 26.4 24.8 25.2 23.5 24.0 21.7
11.5 10.6 10.4 10.2 9.8 9.2 9.3 8.6 8.9 8.1 31.5 29.1 28.4 28.0 26.8 25.2 25.6 23.6 24.4 22.1
12.0 11.1 10.8 10.7 10.2 9.6 9.8 9.0 9.3 8.4 32.0 29.6 28.8 28.4 27.2 25.6 26.0 24.0 24.8 22.4
12.5 11.6 11.3 11.1 10.6 10.0 10.2 9.4 9.7 8.8 32.5 30.1 29.3 28.8 27.6 26.0 26.4 24.4 25.2 22.8
13.0 12.0 11.7 11.5 11.1 10.4 10.6 9.8 10.1 9.1 33.0 30.5 29.7 29.3 28.5 26.4 26.8 24.8 25.6 23.1
13.5 12.5 12.2 12.0 11.5 10.8 11.0 10.1 10.5 9.5 33.5 31.0 30.2 29.7 28.5 26.8 27.2 25.1 26.0 23.5
14.0 13.0 12.6 12.4 11.9 11.2 11.4 10.5 10.9 9.8 34.0 31.5 30.6 30.2 28.9 27.2 27.6 25.5 26.4 23.8
14.5 13.4 13.1 12.9 12.3 11.6 11.8 10.9 11.2 10.2 34.5 31.9 31.1 30.6 29.3 27.6 28.0 25.9 26.7 24.2
15.0 13.9 13.5 13.3 12.8 12.0 12.2 11.3 11.6 10.9 35.0 32.4 31.5 31.6 29.8 28.0 28.4 26.3 27.1 24.5
15.5 14.3 14.0 13.8 13.2 12.4 12.6 11.6 12.0 11.2 35.5 32.8 32.0 31.5 30.8 28.4 28.8 26.6 27.5 24.9
16.0 14.8 14.4 14.2 13.6 12.8 13.0 12.0 12.4 11.6 36.0 33.3 32.4 32.0 30.6 28.8 29.3 27.0 27.9 25.2
16.5 15.3 14.9 14.6 14.0 13.2 13.4 12.4 12.8 11.9 36.5 33.8 32.9 32.4 31.0 29.2 29.7 27.4 28.3 25.6
17.0 15.7 15.3 15.1 14.5 13.6 13.8 12.8 13.2 12.3 37.0 34.2 33.3 32.8 31.5 29.6 30.1 27.8 28.7 25.9
17.5 16.2 15.8 15.5 14.9 14.0 14.2 13.1 13.6 12.6 37.5 34.7 33.8 33.3 31.9 30.0 30.5 28.1 29.1 26.3
18.0 16.7 16.2 16.0 15.3 14.4 14.6 13.5 14.0 13.0 38.0 35.2 34.2 33.7 32.3 30.4 30.9 28.5 29.5 26.6
18.5 17.1 16.7 16.4 15.7 14.8 15.0 13.9 14.3 13.3 38.5 35.6 34.7 34.2 32.7 30.8 31.3 28.6 29.8 27.0
19.0 17.6 17.1 16.9 16.2 15.2 15.4 14.3 14.7 13.7 39.0 36.1 35.1 34.6 33.2 31.2 31.7 29.3 30.2 27.3
19.5 18.0 17.6 17.3 16.6 15.6 15.8 14.6 15.1 14.0 39.5 36.5 36.5 35.6 33.6 31.6 32.1 29.6 30.6 27.7
20.0 18.5 18.0 17.8 17.0 16.0 16.3 15.0 15.5 14.4 40.0 37.0 36.0 35.5 34.0 32.0 32.5 30.0 31.0 28.0
20.5 19.0 18.5 18.2 17.4 16.4 16.7 15.4 15.9 14.1 40.5 37.5 36.5 35.9 34.4 32.4 32.9 30.4 31.4 28.4
21.0 19.4 18.9 18.6 17.9 16.8 17.1 15.8 16.3 15.1 41.0 37.9 36.9 37.2 34.9 32.8 33.3 30.8 31.8 28.7
21.5 19.9 19.4 19.1 18.3 17.2 17.5 16.1 16.7 15.4 41.5 38.4 37.4 36.8 35.3 33.2 33.7 31.1 32.2 29.1
22.0 20.4 19.8 19.5 18.7 17.6 17.9 16.5 17.1 15.8 42.0 38.9 37.8 37.3 35.7 33.6 34.1 31.5 32.6 29.4
22.5 20.8 20.3 20.0 19.1 18.0 18.3 16.9 17.4 16.1 42.5 39.3 38.3 37.7 36.1 34.0 34.5 31.9 32.9 29.8
23.0 21.3 20.7 20.4 19.6 18.4 18.7 17.3 17.8 16.1 43.0 39.8 38.7 38.2 36.6 34.4 34.9 32.3 33.3 30.1
23.5 21.7 21.2 20.9 20.0 18.8 19.1 17.6 18.2 16.5 43.5 40.2 39.2 38.6 37.0 34.8 35.3 32.6 33.7 30.5
24.0 22.2 21.6 21.3 20.4 19.2 19.5 18.0 18.6 16.8 44.0 40.7 39.6 39.1 37.4 35.2 35.8 33.0 34.1 30.8
24.5 22.7 22.1 21.7 20.8 19.6 19.9 18.4 19.0 17.2 44.5 41.2 40.1 39.5 37.8 35.6 36.2 33.4 34.5 31.2
25.0 23.1 22.5 22.2 21.3 20.0 20.3 18.8 19.4 17.5 45.0 41.6 40.5 39.9 38.3 36.0 36.6 33.8 34.9 31.5
25.5 23.6 23.0 22.6 21.7 20.4 20.7 19.1 19.8 17.9 45.5 42.1 41.0 40.4 38.7 36.4 37.0 34.1 35.3 31.9

On Board kick-off Meeting-Agenda Minutes For Thickness Measurment

(With Reference to Requirements of IACS)
Type of Vessel :- _____________________________________ Equiment Used & Sr. No:-

Vessel Name :- _____________________________________ 1.Cygnus Sr. No:
I.M.O. No :- ______________________________________
Date of Built :- ______________________________________
Owener :- _______________________________________
Class :- _______________________________________ Attending Technician Name:-
Type of Survey :- ____________________________________
Place of Survey :- ____________________________________
Report No :- _____________________________________
No.of Copy of Report :- ______________________
No.of Copy of CD Disc :- _____________________
Belt Gauging to be Carried out at following Position :- Company Approval Certificates:-
Frame no. I.W.O. Hold/Tank No.
Suspect area / C.O.C :-

CAS Belt Fr No.
CAP Belt Fr No.
Allowable Dimniution :- (Check with class)
Requirements of survay as per class rules & attending Availabilty onboard of Original
surveyour Requirement :- Drawings :-
Aman Ship Maintenance Attending Surveyor Master / Owner Represenative
Name:- Name:- Name:-
Technician Cont No :- Surveyor Cont No:- Cont No:-

Signature Signature Signature

Example of UTM report front page


SAFETY PRECAUTIONS :-
ULTRASONIC MEASUREMENT IS MORE OFTEN THAN NOT CARRIED OUT IN CLOSED SPACES
AND TANKS BE IT BALLAST OR FUEL OIL, CARGO SPACES ETC, THESE CAN BE POTENTIALLY
HAZARDOUS AND EVEN FATAL IF PROPER PRECAUTIONS ARE NOT TAKEN.
GIVEN BELOW ARE A FEW ESENTIAL CHECKS TO BE MADE BY PERSONNEL UNDERTAKING
THICKNESS MEASUREMNT ON BOARD VARIOUS SHIPS. THE CHECKS ARE GUIDELINES BUT
MOST IMPORTANT POINT WOULD BE “COMMON SENCE ” AND FOR ALL PERSONELL TO
REMEMBER A POINT THAT CANNOT BE STRESSED OFTEN ENOUGH “ SAFETY FIRST ”
PRECAUTIONS TO BE TAKEN BEFORE ENTERING ANY COMPARTMENT

FOR INSPECTION OR FOR ULTRASONIC THICKNESS GAUGING.
1. ENCLOSED TANK OR ANY SPACE TO BE GAS FREE AND CHECKED WITH EXPLOSIVE METER
AND CONFIRMED.
2. TANK TO BE WELL VENTILATED AND ASCERTAINED FOR PROPER OXYGEN AND

AIR CONTENT FOR LIFE SUPPORT PURPOSE.
3. PRIOR STARTING GRINDING IN NON COATED AREAS TANK/ AREA TO BE GUAGED

TO BE SUITABLE FOR HOT WORK TO ENSURE NO RISK FROM SPARKS.
4. FOR WORKING ON HEIGHTS , PROPER STAGING TO BE MADE AND PERSON

CLIMBING ON TOP MUST HAVE SAFETY BELT AND WEAR PROPER GEAR
INCLUDING USING HELMET, IS SAME NOT AVAILABLE WITH TECHNICIAN , TO BE
OBTAINED FROM SHIP STAFF.
5. WHEN WORKING OUTBOARD SIDE OF SHIP , LIFE JACKETS MUST BE WORN AND
PROPER STAGING SHOULD BE MADE FOR EASE OF WORKING.
6. LIFE BOUY TO BE KEPT HANDY AND HANGING FOR USE IF REQUIRED.
7. WHILE CARRING OUT U/T IN BALLAST TANKS , THESE SHOULD BE WELL

VENTILATED AND CHECKED FOR OXYGEN AND AIR CONTENT TO ENSURE LIFE
SUPPORT.
8. TANK SHOULD BE WELL LIGHTED FOR EASY MOVEMENT OF PERSONNEL.
9. WHILE USING BOATS OR DINGHY IN BALLAST /CARGO TANKS TO ENSURE CALM

WATERS AND BOATS PROPERLY HANDLED BY CREW.
10. INCASE OF ANY ACCIDENT THE NECK/SPINE OF INJURED PERSON TO BE SECURED

AND MASTER CONTACTED FOR EVACUATION.
11. INCASE OF ANY DIZZINESS OBSERVED IN THE TANKS OR STRANGE ODOURS ,

TANKS TO BE EVACUATED AT ONCE AND TO IMMEDIATELY MOVE TO A WELL
VENTILATED AND AIRY AREA.

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Ultrasonic Thickness Measurment Guide

2. Terms and abbreviations

5. Requirements to the UTM company

6. Extent of thickness measurements

7. Thickness measurement pattern

Appendix A Kick-off meeting – Agenda and Minutes of Meeting

Appendix B Ultrasonic Thickness Measurements of Ship’s Structure.

Appendix E Example of UTM report front page

Appendix F Calculation of average thickness reduction in deck and bottom. Verification of

Appendix H Guidelines for measurement specification for Class Condition Assessment

Antiqua Marine & engg. U.A.E.

Antiqua Marine & engg. U.A.E.

Antiqua Marine & engg. U.A.E.

THE SCOPE OF GAUGING

FURTHERMORE NY GAUGING IN WAY OF STRUCTURE UNDER CLOSE UP WOULD BE

ON SURFACES WITHOUT HARD COATING BUT HAS AN APPLICATION OF

IF THE AREA IS BROUGHT TO NEAR MACHINED LEVEL THEN A TWIN CRYSTAL

THE FAILURE TO DO SO WILL RESULT IN INACCURATE RESULTS.

CONTRARY TO THE CONVENTIONAL SYSTEM OF GAUGING WITH SINGLE ECHO DIGITAL

Antiqua Marine & engg. U.A.E.

IT IS THEREFORE BEEN MANDATORY WHILST GAUGING STRUCTURES WITH PROTECTIVE

WE SHALL BE UTILIZING AN ULTRASONIC FLAW DETECTOR (A-SCAN) FOR THE

TEAM LEADER/ SUPERVISOR RESPONSIBILITIES

 AT THE TIME OF INITIAL INQUIRY FROM OWNERS ESTIMATE SCOPE OF WORK

CHECKS AND BALANCES:-

OPERATOR INSTRUCTIONS & RESPONSIBILITIES

CONSTANT CALIBRATION VERIFICATION.

Antiqua Marine & engg. U.A.E.

GUIDELINE FOR ULTRASONIC THICKNESS MEASURMENT OF SHIP CLASSED

1. Objective and applicability

This guide applies to all types of steel ships classed

2. Terms and abbreviations

CAS Condition Assessment Scheme. Increased survey/reporting scope, where the

Antiqua Marine & engg. U.A.E.

CC A Condition of Class will be issued if a condition is related to requirements set by the

IACS International Association of Classification Societies. DNV is one of 12 member

Antiqua Marine & engg. U.A.E.

Tmin list See minimum thickness list

Tsubst See "Substantial corrosion"

Antiqua Marine & engg. U.A.E.

4. Procedure for class surveys and Thickness Measurements

4.2 Kick-off meeting

4.3 Requirements to cleaning

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Antiqua Marine & engg. U.A.E.

4.4 Means of access

Fig. 4.4.1 Temporary staging during renewal survey of an oil tanker

Access is the owner's responsibility.

Antiqua Marine & engg. U.A.E.

Antiqua Marine & engg. U.A.E.

4.5 Execution of the Thickness Measurements on board.

Prior to commencing the thickness measurements, the surveyor will :

Antiqua Marine & engg. U.A.E.

Antiqua Marine & engg. U.A.E.

5. Requirements to the UTM company

Some of the most important,

6. Extent of thickness measurements

Antiqua Marine & engg. U.A.E.

3. Mapping of areas found with Substantial Corrosion

Antiqua Marine & engg. U.A.E.

Antiqua Marine & engg. U.A.E.

All ships - Systematic requirements

Antiqua Marine & engg. U.A.E.