Laporan Kerja Praktek ABS

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PREFACE

Alhamdulillahi Rabbil Alamin

A big thanks to Allah SWT with all blessing that i can complete my internship report

on time. And also didn’t forget to say thank for to The all people who make this report

finished, those people are :

1. My lovely all family (especially my parents) because with out their help, advice, and

pray that give me spirit.

2. My lectures, Ir. Hj. Rosmani, MT and Dr. Eng. Suandar Baso, ST, MT. Who not stop

for giving me advice (science and knowledge).

3. My fellowship in Naval Architecture and Ship Building 2012, 2013, 2014, and 2015.

Because they are giving me always support for go ahead.

4. Finally, to all surveyor as guiding me during internship. I wish the knowledge their

give me i can obsorb completetly and i can applicated if i enter the world of job. All

surveyor have contributed and given their valuable evaluations, comments, and

suggestions during the completion and accomplishing of this internship report.

This report was arrange based on the result that i get during my internship program

and also based on the some references, such as ABS Rules, Statutory, and all course from the

source thrustworthy. Hopefully, this internship report would give a positive contribution to

the educational development or those who want to carry out further internship.

Batam, 28 August 2015

Internship Student

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LIST OF FIGURES

Figure 8 : Read The Pressure by Pressure Gauge ... 27

Figure 9 : Spraying Soapy Water ... 28

Figure 10 : The Resul of Air Testing Process ... 28

Figure 11 : Prepare Drawing Approval Before Survey Onboard ... 29

Figure 12 : Missing Face Plate and Bracket ... 29

Figure 13 : Certificate of Compliance with UWILD Requirements ... 31

Figure 14 : Continuous - Certificate of Compliance with UWILD Requirements ... 32

Figure 15 : A Set Of Diving Equipments... 34

Figure 16 : Digital Video, Monitor, Communication Tool and Device Arrangement ... 34

Figure 17 : Shovel ... 34

Figure 18 : Surveyor Examine The Result Of Pre-Inspection ... 35

Figure 19 : Requirements of Hydrostatic Test For Pipe Class II ... 35

Figure 20 : The Circuit of Pipe During Hydrostatic Test ... 36

Figure 21 : Drawing Approval About Capacity Pressure of Pipe ... 36

Figure 22 : The Result of Hydrostatic Test ... 37

Figure 23 : Type of Fire Damper ... 37

Figure 24 : Installation of Fire Damper Onboard ... 38

Figure 25 : Vacuum Box ... 39

Figure 26 : Spraying the Soapy Water to Boundary SIM Joint ... 39

Figure 27 : Checking of Pressure Value ... 39

Figure 28 : Surveyor Examine the Leaks on SIM Joint ... 40

Figure 29 : Comment From Surveyor ... 40

Figure 30 : Back Gouging, Reweld, and Grindstone ... 40

Figure 31 : Return Vacuum Test Process After Reweld ... 41

Figure 32 : Test Report Laboratory of Fuel Oil Sample ... 41

Figure 33 : Receipt For Bunker Document and Samples Of The Fuel Stored On Board ... 42

Figure 34 : Refrigerant ... 43

Figure 35 : Continuous - Refrigerant ... 44

Figure 36 : Examine The Installation Of Insulation ... 52

Figure 37 : Insulation Before and After Installed Onboard ... 53

Figure 38 : LL-11D Form ... 54

Figure 39 : Position Requirements ... 54

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Figure 41 : Hatchwa and Hatchway Flush Type ... 56

Figure 42 : Ventilator ... 57

Figure 43 : Side Scuttles and Window ... 58

Figure 44 : Chain Guard With Stretching Tumbucklet (Left) and Chain Guard (Right ... 59

Figure 45 : Bulwark ... 59

Figure 46 : Freeing Ports... 59

Figure 47 : Minimum Required Door Sill Height ... 60

Figure 48 : Doors ... 61

Figure 49 : Deck Line ... 62

Figure 50 : Load Line Mark ... 62

Figure 51 : Load Line Mark on Sailing Ships And Lines To Be Used With This Mark ... 63

Figure 52 : The Size of Load Line Ring ... 64

Figure 53 : The Colour of Concurrent Load Line Mark Type ... 64

Figure 54 : Scupper ... 65

Figure 55 : Searchlights ... 67

Figure 56 : Air Recharging Compressor ... 68

Figure 57 : Fireman’s Outfit ... 69

Figure 58 : Hose Connection on Portside and Starboard ... 69

Figure 59 : Water Spray In Side Navigation and Top Deck ... 70

Figure 60 : Fifi Pump ... 71

Figure 61 : Water Monitor ... 72

Figure 62 : Water Monitor Check During Sea Trial ... 72

Figure 63 : Radiographic Test Sketch ... 77

Figure 64 : Film Identification ... 79

Figure 65 : Source to Film Distance ... 79

Figure 66 : Hole Type IQI ... 80

Figure 67 : Wire IQI ... 80

Figure 68 : ISO Wire IQI ... 81

Figure 69 : Location of IQI ... 83

Figure 70 : Situation of Viewing and Interpretaion Film Process ... 83

Figure 71 : The All Item on Radiographic Film ... 84

Figure 72 : Anchor Test Process ... 89

Figure 73 : Auxiliary Steering Gear Test (Left) and Rudder Angle Indicator (Right) ... 91

Figure 74 : Turning Circle Test ... 91

Figure 75 : Angle Indicator – Turning Circle Proccess ... 93

Figure 76 : Overview of Standards and Criteria Stopping Test ... 94

Figure 77 : Full Ahead – Netral – Full Astern ... 95

Figure 78 : Conditon of Water Temperature, Lubricant Oil Temperature ... 96

Figure 79 : During Speed Test At 100% MCR Position ... 99

Figure 80 : Noise Measurement in Galley With Using Noise Sound Level ... 101

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Figure 83 : Pressure Gauge ... 103

Figure 84 : Chart ... 103

Figure 85 : The Circuit of Pipe During Hydrostatic Test ... 104

Figure 86 : The Pressure on Chart ... 105

Figure 87 : The Complete Result of Testing ... 105

Figure 88 : Installation of All Equipments ... 106

Figure 89 : Installation Water Bag to David Construction ... 106

Figure 90 : Water Condition During The Test ... 107

Figure 91 : Take Out Water ... 107

Figure 92 : Installation Water Bag to David Construction ... 108

Figure 93 : Water Load Visible in Telemetry Indicator ... 108

Figure 94 : Water Bag After Bring Down, Left and Right ... 108

Figure 95 : The Time of Waterbag Lowering ... 109

Figure 96 : Take Out Water ... 109

Figure 97 : Presseure Value is 2 bar ... 110

Figure 98 : Hose Test On Wheelhouse Window and Hatchway ... 110

Figure 99 : The Result of Hose Test ... 111

Figure 100 : Telemetry Indicator, Bollard, Load Cell, Bow Bolt & Nut Shackle ... 112

Figure 101 : Load Cell Unit System Configuration ... 114

Figure 102 : Load Cell Certificate ... 115

Figure 103 : Installed Bollard Pull Equipment ... 115

Figure 104 : Vessel Draft ... 116

Figure 105 : Tank Capacity During Test ... 116

Figure 106 : Recommended Minimum Towline Length and Water Depth Under Keel ... 117

Figure 107 : Wire Connect To Towing (Left) and Wire Connect To Towing (Right) ... 117

Figure 108 : RPM Reading Process in Engine Room ... 117

Figure 109 : The Final Result of Bollard Pull Test ... 118

Figure 110 : Construction Condition Prospaq 27A ... 120

Figure 111 : Plating Condition Prospaq 27A ... 120 Figure 112 : Offshore Support Vessel RT. Kris 1712 GT ... Error! Bookmark not defined. Figure 113 : Oil Prevention Certificate ... Error! Bookmark not defined. Figure 114 : Oily Water Separator and Oil Control Monitoring ... Error! Bookmark not defined.

Figure 115 : International Shore Connection (ISC) for Oil Residue ... Error! Bookmark not defined.

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LIST OF TABLES

Table 1 : Relationship Between Structure To Be Tested and Type Of Testing ... 24

Table 2 : Standard Insulation on Bulkhead For Passenger Ship More Than 36 Passenger ... 45

Table 3 : Standard Insulation on Decks For Passenger Ship More Than 36 Passenger ... 46

Table 4 : Standard Insulation on Bulkhead For Passenger Ship Less Than 36 Passenger ... 46

Table 5 : Standard Insulation on Decks For Passenger Ship Less Than 36 Passenger ... 47

Table 6 : Standard Insulation on Bulkhead For Cargo Ship Except Tanker ... 47

Table 7 : Standard Insulation on Decks For Cargo Ship Except Tanker ... 48

Table 8 : Standard Insulation on Bulkhead For Tanker ... 49

Table 9 : Standard Insulation on Decks For Tanker ... 49

Table 10 : Standard Insulation on Bulkhead Cargo Ship Refers To Figure 35 ... 52

Table 11 : Minimum Requirements for Fire Fighting 1, 2, and 3 ... 66

Table 12 : Minimum Requrements for Water Capacity... 70

Table 13 : Arrangement For AHTS Equipments ... 74

Table 14 : Material and Inspection Method ... 77

Table 15 : Geometric Unsharpness ... 78

Table 16 : ASTM Wire IQI Designation, Wire Diameter and Wire Identity ... 80

Table 17 : ISO Wire IQI Designation, Wire Diameter and Wire Identity) ... 81

Table 18 : Hole Type IQI Selection ... 81

Table 19 : Wire IQI Selection ... 82

Table 20 : Tank Capacity ... 87

Table 21 : Tank Sounding ... 87

Table 22 : Official Sea Trial Condition ... 88

Table 23 : The Result of Survey ... 90

Table 24 : The Result of Turning Circle Test ... 92

Table 25: The Result of Stopping Test ... 95

Table 26 : The Result of Speed Test ... 98

Table 27 : Noise Criteria for Ships ... 100

Table 28 : The Result of Noise Measurement Test... 100

Table 29 : Structural Internal Requirements ... 119

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CHAPTER I INTRODUCTION

1.1 BACKGROUND

In the late globalization era, where the development of science and technology which

are greatly improved, and the country which is still in development needs skilled employes

who are capable in a specific field. This means that young generations who have the

capability of science and technology are highly required. Therefore their skills can be used to

compete in the international world in the future.

In 2015, with Asean Free Trade Area (AFTA) as well as the rapidly development

about science and technology, occurring very tough competition, especially in the labor

professionalism. It required skilled workers and experts in their respective fields to be able

the complete in the competition.

University is one place to produce alumni. However, it is not easy as it is mentioned

previously. It requires some efforts to produce alumni as workforce ready. In addition,

university is a place where students will be trained and guided based on appropriate

curriculum in order to produce the alumni as mentioned before.

University of Hasanuddin, one of biggest university in Indonesia and especially in

Eastern Part of Indonesia, struggles to enhance the human resources, science and technology,

and infrastructures for the students to develop engineering profession and support the

development of the maritime industries. These are expected that the Naval Architecture

Department belonged to Hasanuddin University will create skilled human resources.

Therefore, in order to achieve that objective, the one of the ways is Internship for student in

marine industry.

Internship is an obligated subject in our curriculum. This is expected to be able to

improve knowledge and skill of student in marine engineering field. In addition, it also one

method to realize and harmonize student’s knowledge which is obtained in classroom.

To overcome the above, then we students of Naval Engineering Department,

Engineering Faculty of Hasanuddin University, intens to conduct Internship at American

Bureau of Shipping (ABS, Batam of Branch. American Bureau of Shipping (ABS) is the

world’s largest ship and offshore classification society and recognized advisor for the

maritime industry, a world-leading of software for managing risk and improving asset

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American Bureau of Shipping participate and Responsible for the development of

technology and science in the field of national and international maritime. Therefore, abs has

the authority to issue certificates and important documents that should be owned by every

ship to ensure the safety and feasibility of the ship. For to develop the scientific marine

technology, American Bureau of Shipping (ABS) also participated to adapat create quality

human resources. On that basis the Study Program S1 Naval Architecture Faculty of

Engineering, University of Hasanuddin trying to students can do internship at the Society for

1 month.

1.2 PRINCIPAL IDEA

The principal idea of this Internship program on AMERICAN BUREAUOF SHIPPING, BATAM PORT are:

1. The aim of our national education is to improve Indonesian human who has religius faith

to God, good and atractive personality, independent, strong, intelegent, creative,

inovative, dedicated, professional, responsible and productive with a healty physic and

spiritual.

2. Based on three regimen of University; Education, Research and Publicservant.

3. Hasanuddin University visionis to become acenter of excellence in human development,

scientifically, technology, art and culture-based Indonesian Maritime Continent.

4. Hasanuddin University Makassar education programs to keep the relationship between

society and Industry by means to improve the relevant of Education and Research quality.

5. Harmony is needed between education system in university and world of job.

1.3 PURPOSE

This internship is performed at company with the purposes as following :

1. To fulfill the credit semester (SKS) as required by the academic regulation in the Naval

Engineering Department, Hasanuddin University.

2. Implementing the theory obtained at university to the real maritime industry.

3. To understand documenting compliance with standards (survey activities and reports,

classification certificates).

4. To understand about survey and testing process in accordance with American Bureau of

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6. Updating the informations and current of technology development in marine and

shipbuilding industry.

1.4 SCHEDULE TIME

Internship course in AMERICAN BUREAUOF SHIPPING, BATAM PORT will

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CHAPTER II COMPANY PROFILES

2.1 OUR MISSION

The Mission of the American Bureau of Shipping is to serve the public interest as

well as the needs of our clients by promoting the security of life, property and the natural

environment primarily through the development and verification of standards for the design,

construction and operational maintenance of marine-related facilities.

2.2 ABS WORLDWIDE LOCATION

2.3 A BRIEF HISTORY

FROM THE TIME IT WAS FIRST CHARTERED IN THE OF NEW YORK IN 1862,

ABS has been committed to the maritime industry and deeply involved in its technical

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Wooden Vessels, in 1870. When the era of wooden ships gave way to iron, ABS established

standards for these structures, published as Rules for Survey and Classing of Iron Vessels.

Similarly, when iron gave way to steel, ABS Rules for Building and Classing Steel Vessels

were established and published in 1890. These Steel Vessel Rules continue to be revised and

published annually, embodying the service, experience and technological advancements

accumulated since that first

2.4 QUALITY AND ENVIRONMENTAL POLICY

It is the policy of the American Bureau of Shipping to be responsive to the individual and

collective needs of our clients as well as those of the public at large, to provide quality

services in support of our mission, and to provide our services consistent with international

standards developed to avoid, reduce or control pollution to the environment. All of our client

commitments, supporting actions, and services delivered must be recognized as expressions

of Quality. We pledge to monitor our performance as an on-going activity and to strive for

continuous improvement. We commit to operate consistent with applicable environmental

legislation and regulations and to provide a framework for establishing and reviewing

environmental objectives and targets.

2.5 SAFETY, SERVICE, AND SOLUTIONS

These three goals define the activities of ABS. They are the bedrock upon which our

commitment to set standards of excellence as one of the world’s leading ship classification

societies is founded. From its inception in 1862, setting safety standards for the marine

industry has been the core commitment of ABS. This is achieved through the establishment

and application of technical standards, known as Rules, for the design, construction and

operational maintenance of ships and other marine structures. Classification is a process that

certifies adherence to these Rules. From its World Headquarters in Houston, ABS delivers

services and solutions to a worldwide client list through a network of local representative

offices in 70 countries.

2.6 REASON TO CLASS 1. Enhanced Safety

The ultimate goal of classification is to promote the safety of the passengers, the crew,

the cargo, the vessel and the environment in which it operates.

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As a measure of protection of their capital investment, financiers usually require that a

vessel has been designed, built and maintained to appropriate classification standards.

3. Conformance With Underwriting Requirements

Classification signifies that a vessel complies with industry-developed standards. This

is usually mandated by insurance underwriters.

4. Indication Of Due Diligence

Classification is one indication that the shipowner has exercised due diligence during

the construction and service life of the vessel.

5. Indication Of Proper Maintenance

To remain in class, a vessel must undergo periodic surveys to verify that it is

maintained to class standards and in conformance with the Rules.

6. Conformance With Statutory Requirements

In most nations the governing authorities have mandated that certain vessels entering

into their registry be classed.

7. More Than A Century Of Experience

ABS has been in existence since 1862. It has a proven ability to meet the needs of the

shipping industry. The ABS Rules incorporate the knowledge gathered from more than 140

years of operating experience and from the most advanced technological research.

8. Advanced Technological Capabilities

ABS has some of the most respected research and development resources in the

marine industry, and is dedicated to providing greater understanding of marine design and

construction.

9. A Network Of Regional Technical Offices

ABS technical staff are located in Busan, Genoa, Hamburg, Houston, London,

Istanbul, New Orleans, New York, Piraeus, Rio de Janeiro, Shanghai, Singapore, Taipei and

Yokohama, providing fast, local response to client needs.

10. A Network Of Field Surveyors

ABS is able to offer quick, professional, 24 hours a day – seven days a week,

multilingual survey services to clients around the world from an impressive network of more

than 170 offices in 70 countries.

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Many flag States require vessels on their register to be classed with one of a selected

number of approved classification societies. ABS is recognized by every major flag State.

The ABS Classification Rules address many of the standards relating to overall strength,

stability, machinery, safety equipment and pollution prevention contained in the statutory

regulations of those flag States. By classing with ABS, these particular areas of the overall

design could also meet national authority requirements.

2.7 CORE COMPETENCIES

Our engineers offer a spectrum of skills from naval architecture to hydrodynamics to

ergonomics. Our marine surveyors bring experience and professional judgment to their task

of assessing the compliance of a vessel or structure with the ABS Rules and relevant statutory

regulations throughout its life, from drawing board to scrapyard. Our auditors specialize in

management and security systems, particularly those conforming to the International Safety

Management (ISM) and International Ship and Port Facility Security (ISPS) Codes. Backing

these field representatives is an unequivocal commitment to research and development. Our

Technology Department is recognized as a leader of technical innovation in the marine and

offshore sectors.

2.8 ORGANIZATION AND MANAGEMENT

All funds generated from fees for classification services are used solely for the performance

of such services, and any surplus of receipts in any one year is used for the extension and

improvement of such services, including research and development. Management

responsibilities are vested in the Board of Directors the members of which are selected for

their broad experience of the maritime, offshore and insurance industries, and the Council,

chosen from the more than 800 Members of ABS. This membership is drawn from persons

considered to be eminent within their maritime field of endeavor, principally shipowners,

shipbuilders, naval architects, marine engineers, marine underwriters and government

representatives.

2.9 CLASSIFICATION PROCEDURE

Classification is a procedure involving:

 the development of standards, known as Rules

 technical plan review and design analysis

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 source inspection of materials, equipment and machinery

 acceptance by the Classification CommitteD

 subsequent periodic surveys for maintenance of class

 survey of damage, repairs and modifications

2.10 STATUTORY SERVICES

More Than 100 Governments Have Recognizedthe Professional Integrity And

Experience Of Abs by authorizing the classification society to act as a Recognized

Organization (RO) or Recognized Security Organization (RSO). These duties include the

conduct of surveys and the issuance of certificates in accordance with various international

and national maritime Conventions and Codes, such as Load Line, Safety of Life at Sea

(SOLAS), Tonnage, Marine Pollution (MARPOL), ISM Code and the International Ship and

Port Facility Security (ISPS) Code. These governments have recognized that ABS possesses

a global network of exclusive, qualified surveyors and extensive resources in manpower and

technology to conduct the technical reviews, audits and surveys necessary to fulfill the

various Convention requirements. These activities have given ABS a comprehensive

knowledge of national and international maritime regulations. It is able to draw on this

knowledge in advising clients on how best to meet the documentation needs and accurately

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CHAPTER III RESULT

A. UNDERSTANDING OF ABS RULES

3.1WELDING AND FABRICATION 3.1.1 Preparation of Welding

1. Edge Preparation

 The surveyor may accept a welding procedure for build up of each edge that does not

exceed one half the thickness of the member or 12,5 mm (0,5 inchi), whichever is the lesser.

Case 1

Thickness base metal (t) = 12 mm

Welding gap = 5 mm ( So, maximum welding gap requirement is 3 mm )

Figure 1 : Sketch of Case 1

Procedure Build Up : t x 0,5

: 12 x 0,5

: 6 mm  compare with 12,5 (Choose whichever is the lesser)

: 6 mm < 12,5 mm ( Build Up Requirement)

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Case 2

Thickness base metal (t) = 30 mm

Welding gap = 16 mm ( So, maximum welding gap requirement is 3 mm )

Figure 3 : Sketch of Case 2

Procedure Build Up : t x 0,5

: 30 x 0,5

: 15mm  compare with 12,5 (Choose whichever is the lesser)

: 12,5 mm ( Can Not Build Up )

Solution of above problem, Rules with No. 47 IACS Shipbuilding and Repair Quality Standard For New Contruction and For Existing may be applied.

 When 5 mm < Gap  16 mm

Build up gap with welding on one or both sides of preparation, with possible use of

backing strip as necessary, to maximum 16 mm.

 When 16 mm < Gap < 25 mm

Welding up with edge preparation or partly renew welding.

 When Gap > 25 mm

An insert plate, of minimum width 300 mm, to be welded in place.

According the above rules, the case 2 may be applied Backing Strips (See Figure 4)

Figure 4 : Backing Strips

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before the members are welded together. Where plates to be joined different in thickness

and have an offset on either side of more than 3 mm (1/8 in.), a suitable transition taper is to be provided.

 For the transverse butts in bottom shell, sheer strake, and strength deck plating within the

midship portion of the hull, and other joints which may be subject to comparatively high

stresses, the transition taper length is to be not less than three times the offset. The following of taper procedure are (Figure 5) :

1. Determine the difference thickness of the two plates to be at joint. See Figure A. T = 7 mm – 5 mm = 2 mm

2. Determine the taper length (L). Based on the rules ABS (Point 2), taper length is 3 x T = 6 mm. See Figure B

3. Later, the difference between the plate thickness associated eith the length of taper.

Eventually, cutting the plates as shown C.

Figure 5 : Taper Process

2. Run-on and Run-off Tabs

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1. To minimize the possibility of high-stress concentrations and base-metal and

weld-metal cracking.

2. The result of welding can be neat

3. Stability of welding process can be maintained. Because run-on and run-off tabs will

be to bind the both plates before continues welding (joint)

Figure 6 : Run on and Run off Tabs

3. Cleanliness.

All surfaces to be welded are to be free from moisture, grease, loose mill scale,

excessive rust or paint. Primer coatings of ordinary thickness, thin coatings of linseed oil, or

equivalent coatings may be used, provided it is demonstrated that their use has no adverse

effect in the production of satisfactory welds. Slag and scale are to be removed not only from

the edges to be welded but also from each pass or layer before the deposition of subsequent

passes or layers. Weld joints prepared by arc-air gouging may require additional preparation

by grinding or chipping and wire brushing prior to welding to minimize the possibility of

excessive carbon on the scarfed surfaces. Compliance with these cleanliness requirements is

of prime importance in the welding of higher-strength steels, especially those which are

quenched and tempered.

4. Tack Weld

Tack weld is similar with intermitten welding. The fungtion of tack weld is to position

and to lock with temporary two plates before joint with continues welding. The several

requirement for tack weld process are :

1. To made with the same grade of filler metal

2. To need be removed, if after examination to be thoroughly clean and free from crack

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3. Preheat may be necessary prior to tack welding when the materials to be joined are

highly restrained. Special consideration is to be given to use the same preheat as

specified in the welding procedure when tack welding higher-strength steels.

3.1.2 Production Welding (Especially Preheat Process)

Preheat is giving heat before welding process plates. In all cases, preheat and

interpass temperature control are to be sufficient to maintain dry surfaces and minimize the

possibility of the formation of fractures. The preheat requirements is :

1. When welding is performed under high humidity conditions or when the temperature

of steel is below 0°C (32°F), the base metal is to be preheated to at least 16°C (60°F)

or temperature appropriate to the alloy and the thickness, whichever is higher.

2. When preheat is used, the preheat and interpass temperatures are to be in accordance

with the accepted welding procedure and to the satisfaction of the Surveyor.

3.2 DEAD SHIP AND BLACKOUT 3.2.1 Dead Ship

a. The main propulsion plant, boilers, and auxiliary machinery are not in operation

due to the loss of the main source of electrical power

b. In restoring propulsion, the stored energy for starting the propulsion plant, the main

source of electrical power and other essential auxiliary machinery is assummed to

not be available.

3.2.2 Blackout

Blackout situation means the loss of the main source of electrical power resulting in

the main and auxiliary machinery to be out of operation.

3.3 TESTING DURING CONSTRUCTION 3.3.1 Type of Testing

Table 1 : Relationship Between Structure To Be Tested and Type Of Testing

No Structure To Be Tested Type Of

Testing Hydrostatic Testing Head Or Presure

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2 Double Side Tanks Structural (1,2)

5a Peak Tanks Structural

The greater of

- To the top of overflow, or To 2.4 m (8 ft) above top of tank (3)

5b Fore Peak Voids (collision

bulkhead) See Note 4 See Note 4

5c After Peak Voids Air

6 Cofferdams Structural (5)

The greater of

- To the top of overflow, or - To 2.4 m (8 ft) above top of tank

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7 Watertight Bulkhead Hose(6)

8

- Setting pressure of the pressure relief valve

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bulkhead)

15 Independent Tanks Structural

The greater of

- To the top of overflow, or - To 0.9 m (3 ft) above top of tank

16 Ballast Ducts Structural

Ballast pump maximum pressure or setting of any relief valve for the ballast duct if that is less.

17 Hawse Pipe Hose

3.3.2 Application of Coating

1. Final couting may be applied prior to the hydrostatic testing and after the application

of air testing.

2. For all manual or semi-automatic erection weld and fillet weld tank boundary connections

including penetration, final coating is to be applied after air testing.

3. For other weld, final coating may be applied before after testing, provided the Surveyor, after examination prior to the application of coating, is satisfied with weld.

B. SURVEY ACTIVITIES

3.4 AIR TEST

3.4.1 Reference

Based on ABS Rules 3-7-1/1.2, 3-7-1/5.5 and 3-7-3/7.1

1. Definition and Purpose : Air testing is one of the leak testing for to verify and checked tightness of the structure such as all boundary welds, erection joint, and penentration

including pipe connection.

2. Method : by using air pressure

3. Details of Testing : (1) Pressure value is 0.15 bar (0.15 kgf/cm2, 2.2 psi). But, It is recommended that the air pressure in the tank be raised to and maintained at 0.20 bar

(0.20 kgf/cm2, 2.9 psi) for approximately one hour, with a minimum number of personnel

around the tank, before being lowered to the test pressure. (2) U-tube with a height

sufficient to hold a head of water corresponding to the required test pressure is to be

arranged. the cross sectional area of the u-tube is to be not less than that of the pipe

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provided to verify the pressure. (3) Air testing must to be applied before painting and

final coating.

4. Other Methode Testing : compressed air fillet weld testing or vacuum testing 3.4.2 Procedure of Testing

1. To lose down tank or compartment will to be tested

2. Install the all equipment testing such as pressure gauge and U-tube on the tank cover

(manhole). Beside that, prepare also soap liquid. For the height of U-tube minimum 2,03

m. Intended use of the U - tube is for safety . That is, for testing in areas that have a high

temperature such as the engine room , which contains the compressed air tank could

explode . For these conditions , the water pressure in the tank will push the water out of

the U - tube

Figure 7 : U-Tube Process

3. Provide the pressure in accordance with ABS Rules ( see at pressure gauge)

Figure 8 : Read The Pressure by Pressure Gauge

4. Wait at least 1 (one) hour.

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Figure 9 : Spraying Soapy Water

6. Checked for leaks on the SIM Joint. Leakage is characterized by the appearance of

bubbles in the soapy water.

7. For to ensure the real leak, we must to spray soap liquid again to boundary SIM joint

welding the suspected leak and checked again.

3.4.3 Result and Conclusion of Survey

During air test on WB / DW Tank No. 9 (P), not found leak on SIM Joint and

construction is accept.

Figure 10 : The Resul of Air Testing Process

3.5 VISUAL INSPECTION 3.5.1 Defenition

Visual inspection is checking process for to ensure the compliance of structure in

drawing with the actual (installed onboard)

3.5.2 Procedure visual inspection

1. QC Inspector submit the request to surveyor to obtain RFI (Request For Inspection).

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2. Based on RFI, surveyor prepare and learning more specific approval drawing.

3. Surveyor come on board and to checked compliance of structure in drawing with the

actual (installed on the ship)

4. Write the comment on the inspection result

1. Foundation of Azimuth Thruster (Drawing 40448 – 283 - 012) missing face plate on

the bracket. Based on drawing, web shall be W16 + 200 x 20 FF. But actual only used

W16 + 200 x 14 FF and contruction is reject and must be changed.

2. Missing bracket on pillar at bottom position and contruction is reject and must be

changed.

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3.6 UNDERWATER INSPECTION IN LIEU OF DRYDOCKING (UWILD) 3.6.1 Defenition and Purpose

Underwater Inspection in Lieu of Drydocking (UWILD) is one of suvey type as

alternate drydocking survey with conducted underwater survey with to use some equipment

for to display the result of inspection.

Now, the problem with drydocking is that is very expensive and time consuming

(especially if the ship just want to do an annual and intermediate survey). Beside that, with

the large number of commercial vessel operating today, drydocking facilities woefully

inadequate. Therefore, the UWILD process was developed in response to these problems.

3.6.2 References

Based on ABS Rules 7-A-2 about UWILD, Approval Procedure For UWILD Class Notation

Request for UWILD Notation (by Owner/Operator)

Prepation and Submisson of plans to in ABS Engineering office as required

Initial survey of underwater hull markings and other means of orienting the diver during new contruction or an out water

drydocking (Existng Vessel)

Issue Certificate of compliance with UWILD requirement

(31)

(32)

Figure 14 : Continuous - Certificate of Compliance with UWILD Requirements

3.6.3 Requirements

1. General

a) Vessel less than 15 years of age

b) All request for Underwater Inspection in Lieu of Drydocking Survey are to be

forwarded to the applicable ABS Divisional Assistant Chief Surveyor’s Office for

review and authorization.

c) Underwater inspection is to be carried out by a qualified diver under the surveillance

of the attending Surveyor. The diver is to be employed by a firm approved by the the

Bureau as a service supplier.

d) The surveyor is to be satisfed with the method of pictorial representation, and a good

two-way communication between the Surveyor and divers is to be provided

e) If the Underwater Inspection reveals damage or deterioration that requires further

attention, the surveyor may require that the vessel be drydocked in order to undertake

a detailed survey and necessary repairs

2. Condition

a) Where possible, the underwater examination should be carried out in protected water,

preferably with the weak tidak stream and current.

b) The in water visibility and the cleanliness of the hull below the waterline is to be

clear enough to permit a meaningful examination which allows the surveyor and

in-water survey to determine the condition of the plating, appendages and the welding.

Additional cleaning may be necessary. Overal or spot cleaning may be required at the

discretion of the attending surveyor.

c) UWILD may not be applicable if there are outstanding recommendations for repairs

to propeller, rudder, stern frame, underwater structure, or sea valves. It may also be

inapplicable if damage affecting the fitness of the vessel is found during the course of

the survey.

d) Underwater or internal thickness measurements of suspect areas may be required in

conjunction with the underwater inspection. Means for underwater nondestructive

testing may also be required for fracture detection.

(33)

An examination of the outside of the shell plating above the waterline and exposed

portions of appendages (such as propeller, rudder and rudder bearings) is to be carried out by

the attending Surveyor. Means are to be provided to enable the Surveyor to accomplish this

visual inspection.

b) Underwater Areas

Items that must be recorded on the tape/photograph include but are not limited to:

1) Vessel’s draft

2) Time at which dive commences

3) Point of commencement

4) Time viewed

5) Condition of hull marking

6) Random areas of plating

7) All sea chest

8) All inlets and discharges

9) Rudder

10) Pintles

11) Propeller

12) Timeand point of completion of the dive

The above examination is to be supplemented by the diver’s report describing and

attesting to the conditions found. A copy of this report and pertinent photographs are to be

submitted to the attending Surveyor. Copies are also to be retained onboard.

c) Damage Areas

Damage and corrosion areas are to be taped/photographed. Internal examination or

thickness gauging of such locations may be necessary, as determined by the attending

Surveyor.

3.6.4 Equipments

1. A set of diving equipments including of swimming wearing, swimming goggles, oxygen

tube, etc. For UWILD process, takes 3 divers. The first diver for to hold and direct the

camera according command from the operator. The second diver for to clean the surface

of bottom plating if according surveyor that areas not clear. The third divers for safety if

(34)

Figure 15 : A Set Of Diving Equipments

2. Closed-circuit television including monitor, digital video, communication tool and device

arrangement

Figure 16: Digital Video, Monitor, Communication Tool and Device Arrangement

3. Shovel is used for to cleaning the surface of bottom plating from the shell and other

fouling.

Figure 17 : Shovel

4. Underwater camera is used to look condition of the hull in the water.

Before doing Underwater Inspection in Lieu of Drydocking (UWILD), Surveyor to

ensure water visibility is clear and clean. After that, Surveyor to ensure the surface of bottom

plating free fouling (minimum corrosian, damage, distorsion of plating visibel). This process

(35)

Based on the result of Pre-Inspection, the underwater condition is clear, but the surface of bottom plating can not be access because fouling so much and thick. After that, Surveyor comment for to clean up first.

Figure 18 : Surveyor Examine The Result Of Pre-Inspection

3.7 HYDROSTATIC TEST FOR PIPE CLASS II 3.7.1 Defenition

Hydrostatic test is a test to verify the structural adequacy of the design and the

tightness of the pipe structure by means of water pressure.

3.7.2 Requirements

Based on ABS Rules 4-6-2/7.3 about Hydrostatic Test For Pipe Class II

Figure 19 : Requirements of Hydrostatic Test For Pipe Class II

3.7.3 Procedures

1. Determine the pipeline that will be tested. Generally, we take pipeline from a both of

blind flange.

(36)

Figure 20 : The Circuit of Pipe During Hydrostatic Test

3. Pump for to provide pressure. Capacity pressure reference there is in the drawing

approval.

Figure 21 : Drawing Approval About Capacity Pressure of Pipe

4. Wait for see the result (minimum 1 (one) hour). If the pipe is able to withstand the

pressure exerted, the pipe structure will not be changed (example bent and leak)

From the result visual inpection of Hydrostatic Test, not found changes in the pipe

structure. Beside that, because there is no pressure changes during the test, it is certain that

(37)

Figure 22 : The Result of Hydrostatic Test

3.8 FIRE DAMPER 3.8.1 Defenition

Fire damper is one of equipment installed onboard (in the ventilation network) to

anticipate the development of fire. In case of fire, the crew can pull rope string (labeled

closed) on the fire damper. Then, cover the fire damper is closed and so that the air flow into

the room can be stopped. Finally, the development of the fire can be minimized

The all fire damper is good condition because can good opened and closed. So, the all

fire damper can be installed onboard.

(38)

Figure 24 : Installation of Fire Damper Onboard

3.9 VACUUM BOX TESTING 3.9.1 Reference

Based on ABS Rules 3-7-1/5.11

1. Definition and Purpose : Vacuum Box Testing is a test to detect any leaks on the structure. A box over a joint with leak indicating solution applied on the fillet or full

penetration welds.

2. Method : by using air pressure

3. Details of Testing : (1) The air within the box is removed by an ejector to create a vacuum of 0.20 bar (0.20 kgf/cm2, 2.9 psi) – 0,26 bar (0.27 kgf/cm2, 3.8 psi) inside the

box. (2) Vacuum must to be applied before final coating.

4. Other Methode Testing : Air Testing. But for the deep tank, vacuum test is better effective than air testing.

3.9.2 Procedure of Testing

1. Prepare a testing equipment such as soapy water and vacuum boxer. Vacuum boxer will

(39)

Figure 25 : Vacuum Box

2. To spray the soapy water to every boundary SIM joint. A vacuum boxer with one of side

opened and other side to made of glass will be affixed to every boundary SIM Joint that

has been sprayed with soapy water before.

Figure 26 : Spraying the Soapy Water to Boundary SIM Joint

3. Later, the air inside the vacuum boxer sucked by the pump. The air pressure is sucked by

the pump in accordance with ABS Rules (see at pressure gauge). Minus sign indicates if

(40)

4. The air pressure in the box become lower than before, and the air in the compartment

(tank) higher pressure will be move toward vacuum boxer.

5. Surveyor will to checked for leaks on the SIM Joint. Leak characterized by the

appearance of bubbles in the soapy water.

Figure 28 : Surveyor Examine the Leaks on SIM Joint

6. For to ensure the real leak, we must to spray soapy water again to boundary SIM joint

welding the suspected leak and check again.

During the vacuum test process, Surveyor discovered a leak point on boundary SIM

joint. Then, Surveyor asked to shipyard workers for to do reweld and UT (Ultrasonic Test). Before reweld, boundary SIM joint of the leak must be back gouging  grindstone  reweld  grindstone. Finally, Surveyor doing vacuum test again especially for the leak point.

Figure 29 : Comment From Surveyor

(41)

Figure 31 : Return Vacuum Test Process After Reweld

3.10 MARPOL ANNEX VI ABOUT PREVENTION OF AIR POLLUTION 3.10.1 Sulphur Oxides (SOx)

1. Sulphur content of any fuel oil used on board ships shall not exceed 4.5% mm

2. Requirements for within SOx emission control area (example : Baltic Sea), sulphur

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3.10.2 Fuel Oil Quality

1. Fuel Oil requirement that the content of SOx and NOx in accordance with the previous

rules, it does not contain inorganic, are not harmful to the ship and personnel, and does

not cause pollution

2. Not applicable for solid coal and nuclear fuel

3. A certificate of bunker and fuel oil samples are kept on board

Figure 33 : Receipt For Bunker Document and Samples Of The Fuel Stored On Board

3.10.3 Nitrogen Oxides (NOx)

1. NOx is a generic term for the mono-nitrogen oxides NO and NO2 (nitric oxide and

nitrogen dioxide). NOx should not be confused with nitrous oxide (N2O), which is a

greenhouse gas and has many uses as an oxidizer, an anaesthetic and a food additive.

NOx is formed from the endothermic reaction of nitrogen and oxygen gases in the air

during combustion, especially at high temperatures, during the combustion of oil, coal or

gas.

2. This regulation does not apply to emergency diesel engines, engines installed in lifeboats

and any device or equipment intended to be used solely in case of emergency; and

3. This regulation shall apply to :

a. Each diesel engine with a power output of more than 130 kW which is installed

on a ship constructed on or after 1 January 2000; and

b. Each diesel engine with a power output of more than 130 kW which undergoes a

major conversion on or after 1 January 2000.

(43)

The operation of each diesel engine to which this regulation applies is prohibited,

except when the emission of nitrogen oxides (calculated as the total weighted emission of

NO2) from the engine is within the following limits:

a. 17.0 g/kW h when n is less than 130 rpm

b. 45.06 n–0.2 g/kW h when n is 130 or more but less than 2000 rpm

c. 9.8 g/kW h when n is 2000 rpm or more

where n = rated engine speed (crankshaft revolutions perminute).

3.10.4 Ozone Depleting Substances

Purpose : to prevent the use of refrigerant that can damage or diluting the ozone layer

(44)

Figure 35 : Continuous - Refrigerant

3.11 INSULATION

1. They are contructed of steel or other equivalent material

2. For bulkhead and deck

3. They are suitably stiffened

4. They are insulated with approved non-combustible materials such that the average

temperature of the unexposed side will not rise more than 1400 C above the original temperature, nor will the temperature, at any one point, including any joint, rise more than 1800 C above the original, within time listed below :

Class “A-60” 60 min

1. They are constructed of approved non-combustible materials and all materials used in

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exception that combustible veneers may be permitted provided they meet other

appropriate requirements of this chapter

2. They are insulated with approved non-combustible materials such that the average temperature of the unexposed side will not rise more than 1400 C above the original temperature, nor will the temperature, at any one point, including any joint, rise more than 2250 C above the original, within time listed below :

Class “B-15” 15 min

Class “B-0” 0 min 3. “C” Class Division

"C" class divisions are divisions constructed of approved non-combustible materials.

They need meet neither requirements relative to the passage of smoke and flame nor

limitations relative to the temperature rise. Combustible veneers are permitted provided they

meet the requirements of this chapter.

3.11.3 The division of type insulation

Installation of insulation on each adjacent rooms on the ship (bulkhead or deck) is

depend on the type of the ship. Based on the SOLAS Chapter II-2 regulatio 9, type of vessel

is divided in 3 (three) :

1. Passenger Ship

A passenger ship is a ship which carries more than twelve passengers. Type of

insulation divided in 2 (two) :

In ships carrying more than 36 passengers (Table 2 – Table 3)

Table 2: Standard Insulation on Bulkhead For Passenger Ship More Than 36

(46)

Table 3 : Standard Insulation on Decks For Passenger Ship More Than 36 Passenger

In ships carrying less than 36 passengers (Table 4 – Table 5)

(47)

Table 5 : Standard Insulation on Decks For Passenger Ship Less Than 36 Passenger

2. Cargo Ship Except Tanker

(48)

Table 7 : Standard Insulation on Decks For Cargo Ship Except Tanker

(49)

A tanker is a cargo ship constructed or adapted for the carriage in bulk of liquid cargoes of an inflammable nature (Table 8 – Table 9)

Table 8 : Standard Insulation on Bulkhead For Tanker

Table 9 : Standard Insulation on Decks For Tanker

(1) Control Station

Spaces containing emergency sources of power and lighting.

Wheelhouse and chartroom.

(50)

Control room for propulsion machinery when located outside the machinery space.

Spaces containing centralized fire alarm equipment.

(2) Corridors

Corridors and lobbies.

(3) Accommodation spaces

Accommodation spaces are those spaces used for public spaces, corridors, lavatories,

cabins, offices, hospitals, cinemas, game and hobby rooms, barber shops, pantries containing

no cooking appliances and similar spaces.

(4) Stairways

Interior stairway, lifts, totally enclosed emergency escape trunks, and escalators (other

thanthose wholly contained within the machinery spaces) and enclosures thereto. In this

connection, a stairway which is enclosed only at one level shall be regarded as part of the

space from which it is not separated by a fire door.

(5) Service spaces (low risk)

Lockers and store-rooms not having provisions for the storage of flammable liquids

and having areas less than 4 m2 and drying rooms and laundries.

(6) Machinery spaces of category A

Machinery spaces of category A are those spaces and trunks to such spaces which

contain either :

Internal combustion machinery used for main propulsion;

Internal combustion machinery used for purposes other than main propulsion

where such machinery has in the aggregate a total power output of not less than

375 kW; or

any oil-fired boiler or oil fuel unit, or any oil-fired equipment other than boilers,

such as inert gas generators, incinerators, etc.

(7) Other machinery spaces

Electrical equipment rooms (auto-telephone exchange, air-conditioning duct spaces).

Spaces as defined in regulation 3.30, excluding machinery spaces of category A. Machinery

spaces are machinery spaces of category A and other spaces containing propulsion

machinery, boilers, oil fuel units, steam and internal combustion engines, generators and

major electrical machinery, oil filling stations, refrigerating, stabilizing, ventilation and air

(51)

(8) Cargo pump – rooms

Spaces containing cargo pumps and entrances and trunks to such spaces.

(9) Service spaces (high risk)

Galleys, pantries containing cooking appliances, saunas, paint lockers and

store-rooms having areas of 4 m2 or more, spaces for the storage of flammable liquids, and

workshops other than those forming part of the machinery spaces.

(10) Open decks

Open deck spaces and enclosed promenades having little or no fire risk. To be

considered in this category, enclosed promenades shall have no significant fire risk, meaning

that furnishings shall be restricted to deck furniture. In addition, such spaces shall be

naturally ventilated by permanent openings. Air spaces (the space outside superstructures and

deckhouses).

The all OSV at Marcopolo Shipyard which are currently still in progress was designed

under SPS Code 2008_MSC 266(82) and the total crews are 36 persons, then table 9.5 and

9.6 of SOLAS II-2/Reg. 9 is applied based on SPS Code/Chapter 6 for structural fire

protection drawing approval process and survey reference.

CHAPTER 6 FIRE PROTECTION

6.1 For ships carrying more than 240 person on board, the requirements of chapter II-2of

SOLAS for passenger ship carrying more than 36 passenger should be applied (9.1 dan 9.2)

6.2 For ship carrying more than 60 (but not more than 240) persons on board, the

requirements of chapter II-2 of SOLAS for passenger ship carrying not more than 36

passengers should be applied. (9.3 dan 9.4)

(52)

Figure 36 : Examine The Relationship Between The Installation Of Insulation Between

Drawing Approval With SOLAS Chapter 2

: Galley ( Position 9, High Risk)

: Mess (Position 3, Accomodation Space)

Based on Table 9.5 about bulkhead adjacent space, between galley and mess fixed insulation

type A-0.

(53)

3.11.5 Pictures

Figure 37 : Insulation Before and After Installed Onboard

3.12 LOAD LINE SURVEY 3.12.1 LL-11 D Form

1. LL-11D form refers to International Convention of Load Line 1966

2. The purpose of LL-11D is a form that will be display the condition of the vessel as

built or as convert. Especially about load line item.

3. The surveyor will be complete and forward two copies of the form to the Engineering

Review Office that is to issue load line assignment to the vessel

4. Surveyor is to place a copy of the LL 11-D on board the vessel (before issuing the

provisional load line certificate

5. If questions arise as to any interpretation of requirements, advice can be obtained

(54)

Figure 38 : LL-11D Form

3.12.2 Position Requirement

Base on Load Line Techinical Manual Chapter III

Two positions are defined assesing the arrangement of hatchways doors and

ventilators

Position 1

Upon exposed freeboard and raised quarter decks, and upon exposed superstructure

decks situated forward of a point located a quarter of the vessel's length from the forward

perpendicular

Position 2

Upon exposed superstructure decks situated abaft a quarter of the vessel's length from

the forward perpendicular

2. Height from the deck to the point where water may have acces to below :

760 mm (30 inches) on the freeboard

450 mm (17 ½ inches) on the superstructure deck.

3. Air pipes shall be provided with automatic closing devices

4. Pressure vacuum valves (PV Valves) may be accpeted on tankers.

Additional :

(55)

a) Vent head with float ball

b) Vent head with float ball and wire gauze mesh

c) Vent head with float ball and insect scree

d) Goose neck type

2. Surveyor also should be to record about pipe dimension and number fitted

Figure 40 : Air Pipes

3.12.4 Hatchway

Base on International Load Line Convention 1966 (ILCC) Edition 2005

Regulation 15 and 16

Requirements :

1. Height of coaming shall be at least :

600 mm if in position 1

450 mm if in position 2

2. The width of each bearing surface for hatchway covers shall be at least 65 mm

3. Hatchway covers must be made from mild steel or other equivalent material, especially

about the strength material. Thickness of hatchway covers not less than 1% of thes

spacing of stiffeners or 6 mm, if that be greater. In additional, hatchway covers must

(56)

Figure 41 : Hatchwa and Hatchway Flush Type

3.12.5 Ventilator

Regulation 19

Requirements :

1. Ventilator in position 1 or 2 spaces below freeboard decks or decks of enclosed

superstructures shall have coamings of steel or other equivalent material.

2. Height of Coaming Above deck to the point where water may have acces to below :

900 mm (35 ½ inches) if in position 1

760 mm (30 inches) if in position 2

3. Ventilators in position 1 the coamings of which extend to more than 4,5 m above the

deck, and in position 2 the coamings of which extend to more than 2,3 m above the deck,

need not be fitted with closing arrangement.

4. Ventilator openings shall be provided with weathertight closing appliances. In ships of

not more than 100 m in length the closing appliances shall be permanently attached

Additional :

Surveyor also should be to record about coaming (dimension and height), number fitted,

(57)

Figure 42 : Ventilator

3.12.6 Sidescuttles, Window, and Skylights

Regulation 23 Part 3 Annex 1

Requirements :

1. Side scuttles and windows, together with their glasses, deadlights and storm covers, if

fitted, shall be of of an approved design and substantial contruction. Non metalic frames

are not acceptable

2. Different between side scuttles and window

a. Side Scuttes are defined as being round or oval. While, window are defined as

being rectangular, round or oval.

b. Side scuttles openings with an are not exceeding 0.16 m2. While, window opening

with an area exceeding 0.16 m2. Means, if the opening diameter exceeding 0.45 m

(use formula A = ¼  D2

), we can ensure that is window, not side scuttles

3. Sides cuttles to the following spaces shall be fitted with hinged inside deadlights :

a. Space below freeboard deck

b. Space within the first tier of enclosed superstructures

c. First tier deckhouses on the freeboard deck protecting openings leading below or

considered buoyant in stability calculation

4. Deadlights shall be capable of being closed and secured watertight if fitted below the

freeboard deck and weathertight if fitted above.

5. Windows shall not be fitted in the following locations :

a. Below the freeboard deck

(58)

7. Sidescuttles and windows at the side shell in the second tier shall be provided with hinged

inside deadlights capable of being closed and secured weathertight if the superstructure

protect direct access to an opening leading below or is considered buoyant in the stability

calculation

8. Fixed or opening skylights shall have a glass thickness appropriate to their size and

position as required for sidescuttles and window. Skylight glasses in any position shall be

protected from mechanical damage and where fitted in position 1 or 2, shall be provided

with permanently attached deadlights or storm covers

Figure 43 : Side Scuttles (Left) and Window (Right)

3.12.7 Protection of Crew

Regulation 25 and 26 Part 2

Requirements :

1. Function : for to protect all exposed parts of the freeboard and superstructure decks.

2. Type : bulkwark and chain guard with stretching tumbucklet

3. The height of protection of the crew from the deck :

a. Bulkwark : at least 1 m (39 ½ inches)

b. Chain guard : at least 1 m. The opening below the lowest course of the guard rails

shall not exceed 230 mm (9 inches). The other courses shall be not more than 380

(59)

Figure 44 : Chain Guard With Stretching Tumbucklet (Left) and Chain Guard

(Right

Figure 45 : Bulwark

3.12.8 Freeing Ports

Regulation 24

Requirements :

1. Position : The function of freeing port as a discharge of water that is above the deck so as

not to add weight of the ship (Load Line Case). Where bulwarks on the weather portions

of freeboard or superstructure decks form wells, ample provision shall be made rapidly

freeing the decks of water and for draining them. Freeing port is installed each side ship.

Laporan Kerja Praktek ABS

CONTENTS

PREFACE

LIST OF FIGURES

LIST OF TABLES

CHAPTER I INTRODUCTION

CHAPTER II COMPANY PROFILES

CHAPTER III RESULT