Chapter 5: Offshore Drilling, Extraction, Storage and Offloading Units

5.1 Offshore Oil fields

World Notable offshore oil fields include:
 the North Sea
 the Gulf of Mexico (offshore Texas, Louisiana, Mississippi, and Alabama
 California (in the Los Angeles Basin and Santa Barbara Channel, part of the Ventura Basin)
 the Caspian Sea (notably some major fields offshore Azerbaijan)
 the Campos and Santos Basins off the coasts of Brazil
 Newfoundland and Nova Scotia (Atlantic Canada)
 several fields off West Africa most notably west of Nigeria and Angola
 offshore fields in South East Asia and Sakhalin, Russia
 major offshore oil fields are located in the Persian Gulf such as Safaniya, Manifa and Marjan which
belong to Saudi Arabia and are developed by Saudi Aramco.
 fields in India (Mumbai High, K G Basin-East Coast off India, Tapti Field, Gujarat, India)
 the Taranaki Basin in New Zealand
 the Kara Sea north of Siberia
 the Arctic Ocean off the coasts of Alaska and Canada's Northwest Territories.

5.2 Types of Drilling Rigs and Structures

Offshore drilling is a mechanical process where a wellbore is drilled below the seabed. It is typically
carried out in order to explore for and subsequently extract petroleum that lies in rock formations beneath
the seabed. There are many different types of drilling rigs. Which rig selected depends on the specific
requirements of each drill site. Rigs are generally categorized as onshore(land) or offshore(marine).
The term offshore production generally refers to extracting energy resources in the ocean, though oil and
gas operators can extract resources in lakes and inland seas. Operators can drill exploratory wells to
discover new oil or gas deposits and drill development wells in areas with proven oil or gas reserves.
Operators also conduct geological surveys to determine potential oil or gas reserves before hiring drilling
contractors to establish exploratory wells. A location is then identified for drilling.      
There are many different types of facilities from which offshore drilling operations take place. These
include bottom founded drilling rigs (jackup barges and swamp barges), combined drilling and production
facilities either bottom founded or floating platforms, and deepwater mobile offshore drilling units (MODU)
including semi-submersibles or drillships. These are capable of operating in water depths up to 3,000
metres (9,800 ft). In shallower waters the mobile units are anchored to the seabed, however in water
deeper than 1,500 metres (4,900 ft) the semi-submersibles and drillships are maintained at the required
drilling location using dynamic positioning.
5.2.1 Onshore Drilling Rigs
Onshore rigs are all similar, and many modern rigs are of the cantilevered mast, or “Jackknife” derrick
type. This type of rig allows the derrick to be assembled on the ground, and then raised to the vertical
position using power from the drawworks, or hoisting system. These structures are made up of
prefabricated sections that are moved onto the location by truck, barge, helicopter, etc
5.2.2 Offshore Drilling Rigs
Offshore drilling are divided into two types: Fixed structure types and Floating structure types.  
Jack-up Drilling Rig. This is a self-elevating rig, and is used for smaller, shallower offshore deposits. The
rig’s floating platform is towed into position by barges, then lowers its support legs down to the sea floor,
raising the rig above the water’s surface.
Concrete Drilling Platform - Concrete offshore structures show an excellent performance. They are
highly durable, suitable for harsh and arctic environment and can carry heavy topsides. Often offer storage
capacities and are very economical for water depths larger than 150m. Gravity type platforms need no
additional fixing because of their large foundation dimensions and extremely high weight.  
 Compliant Drilling tower - Compliant tower rigs are similar to fixed platforms, since both are anchored to
the seabed and hold most of their equipment above the surface. Since its design consists of a narrow and
flexible tower, it can withstand large lateral forces by sustaining significant lateral deflections. 
Barge Drilling Rig - Although Barge rigs are not moored to the sea floor. They are floating offshore
drilling vessels but it is not self-propelled. The drilling equipment is on the barge. It is generally towed to
the location and then has its hull filled with water. This type of rig is only used in relatively shallow,
swampy areas and are generally capable of drilling in water depths of less than 12ft, or, in the case of a
posted barge, perhaps to 20ft. 
Submersible Drilling Rig - A Submersible rig is a larger version of a posted barge and is capable of
water depths of 18ft to 70ft. It has a floating drill unit that includes columns and pontoons that if flooded
with water, will cause the pontoons to submerge to a depth that is predetermined.
 Semisubmersible Drilling Rig - They are the most common type of offshore drilling rigs, combining the
advantages of submersible rigs with the ability to drill in deep water. The semisubmersible rig does not
rest on the seafloor. This rig is a floating deck supported by submerged pontoons and kept stationary by a
series of anchors and mooring lines, and, in some cases, position-keeping propellers. They have a water-
depth operating range of 20ft to 2000ft. Unlike a submersible, a semi-submersible vessel is not supported
by resting on the seabed. Semi-submersible vessels are able to transform from a deep to a
shallow draft by deballasting (removing ballast water from the hull), thereby becoming surface vessels.
Usually, they are moved from location to location in this configuration. The heavy lift vessels use this
capability to submerge the majority of their structure, locate beneath another floating vessel, and then
deballast to pick up the other vessel as a cargo.
 Drill Ships - Drillships are most often utilized for extremely deep-water drilling at remote locations. A
“floater” like the semisubmersible, a drillship must maintain its position at the drilling position by anchors
and mooring lines, or by computer-controlled dynamic positioning equipment. Most drillships have greater
storage capacity than other types of rigs, allowing efficient operation at remote locations.
Spar Drilling Platform - Spar platforms are among the largest offshore platforms in use. These huge
platforms consist of a large cylinder supporting a typical fixed rig platform. The cylinder however does not
extend all the way to the seafloor, but instead tethered to the bottom by a series of cables and lines. The
large cylinder serves to stabilize the platform in the water, and allows for movement to absorb the force of
potential hurricanes. 

5.3 Offshore Oil and Gas Extraction, Storage, Offloading Units

5.3.1 Offshore Oil and Gas Extraction
Choosing the location of a new oil field is a very complicated and expensive process. It starts with the
performance of seismic surveys in order to search for appropriate geological structures that can create oil
deposits. Two research methods are used for this purpose. The first involves making underground
explosions near the deposit and observing the seismic reactions that allow you to get information about its
location and size. The second method is to obtain this data from naturally occurring seismic waves.
The first stage of oil extraction is to bore a deep hole in the ground. Next, a casing (steel tube) is placed in
the drilled hole, ensuring stability of the entire structure. In the further stage, more holes are made to allow
increased flow of the extracted oil. In order to dissolve pollutants in the bored well, hydrochloric acid is
often used, which effectively acidifies the carbonate and lime formations and removes deposits of scale,
rust and carbonite. Hydrochloric acid is also used to remove residual cement remaining after the drilling
process. In the next stage, a special installation is placed at the top of the well, sometimes called a
“Christmas tree”. It is a set of combined valves, pipes and fittings that are designed to regulate the
pressure and flow of oil and gas.
After connection of the entire apparatus, the primary recovery stage takes place. In order to extract oil in
this process, many natural mechanisms are used, for example gravity drainage. The recovery rate in the
primary stage usually does not exceed 15%. With further extraction, the underground pressure drops and
becomes insufficient to continue to displace the oil to the surface. At this point the secondary recovery
step begins.
There are many techniques for the secondary recovery of petroleum. They usually involve the supply of
external energy to the deposit by injecting fluids (e.g., water) or gases (e.g., air, carbon dioxide) to
increase the pressure underground. The average recovery rate after primary and secondary oil recovery
operations usually does not exceed 45%. The last stage of the extraction process is the so-called third
order recovery, which can be obtained using various techniques. The first of them reduces the viscosity of
oil through thermal heating. The second is the injection of gas into the deposit (injection of carbon
dioxide). The last method is called chemical floods. They consist in mixing dense, insoluble polymers with
water and injecting them underground. Tertiary recovery allows for an additional 15% of oil production
from the deposit.
Due to the ending reserves of land oil deposits, the search for its resources under the seabed has begun.
For this purpose, drilling platforms are being built, which is a complicated, expensive and time-consuming
process – the construction of the mining platform usually lasts for 2 years. They can be fixed permanently
to the bottom (depth up to 90 m) or drift on special floats, fixed with an anchor system. Offshore drilling
platforms are usually connected to a network of several dozens of wells that extract oil in porous rocks. In
addition to extracting oil on the drilling platform, it is also separated from the gas. The raw material thus
obtained is transported through a pipeline system to a refinery or to a mining and transhipping vessel.
Then oil and gas are sent to the tanker, which transports it ashore.
The amount of oil recovered does not depend only on the drilling techniques used. The key factors in this
case are geological aspects, such as rock permeability, the strength of natural drives, the porosity of the
deposit or the viscosity of the oil itself.
The extracted crude oil is processed in refineries to obtain fuels, oils, lubricants, asphalts and other
products. Most often, crude oil is separated into fractions without a chemical change of its components. In
this way, refinery gases volatile at room temperature, petroleum ether with a boiling point of 35-60°C, light
and heavy petrol, kerosene, diesel with different boiling points and mazut (i.e., a residue with a boiling
point above 350°C) are obtained.

5.3.2 Offshore Oil and Gas Storage and Offloading

Floating production storage and offloading (FPSO)
A floating production storage and offloading (FPSO) unit is a floating vessel used by the offshore oil and
gas industry for the production and processing of hydrocarbons, and for the storage of oil. An FPSO
vessel is designed to receive hydrocarbons produced by itself or from
nearby platforms or subsea template, process them, and store oil until it can be offloaded onto a tanker or,
less frequently, transported through a pipeline. FPSOs are preferred in frontier offshore regions as they
are easy to install, and do not require a local pipeline infrastructure to export oil. FPSOs can be a
conversion of an oil tanker or can be a vessel built specially for the application. A vessel used only to store
oil (without processing it) is referred to as a floating storage and offloading (FSO) vessel.
The equivalent of natural gas is known as floating liquefied natural gas (FLNG).
The demand for FPSOs has increased over time due to the declining rate of new onshore oil discoveries
and improved technology allowing for easier access to deepwater oil reserves.
FPSOs have many benefits when compared to traditional offshore oil platforms, such as lower costs and
better leasing terms allowing for more flexibility.
In areas where there is no pipeline infrastructure or where pipelines are cost-prohibitive, FPSOs are
particularly in demand.
FPSOs are especially useful in newly established offshore oil regions where there is no pipeline
infrastructure in place, or in remote locations where building a pipeline is cost-prohibitive. The use of
FPSOs means that a tanker needn't sit idle while a production facility produces enough oil to fill it. Also,
the advantage of FPSOs over pipelines is that once an oil field has been exhausted, the vessel can be
moved to another location. Today, there are about 225 such vessels operating worldwide.
FPSOs are classified into the following types.
 Floating storage and offloading (FSO)
 Floating production storage and offloading (FPSO)
 Floating drilling production storage and offloading (FDPSO)
 Floating storage regasification unit (FSRU)

Spar Platform Oil Storage and Offloading System (SPDSO)

Spar platform has become one of the most attractive deepwater development concepts due to its superior
stability and strong operability suitable for dry-tree drilling and production in a wide range of water depth
from 300m to 3000m. A new concept Spar platform, namely Spar Drilling Production Storage Offloading or
SDPSO, combining the advantages of the deep-draft classic Spar configuration with the capability of oil
storage is undergoing feasibility at present.

  
 Chapter 6: Importance of Marine Inspection

Marine Inspections are designed to identify existing problems, highlight areas of weakness that could turn
into future issues, and give a detailed picture of overall health of the vessel. It is also may be a
requirement for insurers.
Why is it that ships have to be inspected?
Periodic surveys and inspections of ships are carried out to ensure the safety and seaworthiness of
vessels. With maritime laws becoming more stringent with each passing year, sea-going vessels have to
go through a series of inspections to meet minimum requirements to continue sailing.
What Is a Maritime Inspection?
A maritime inspection is a general surface inspection of the physical condition of a vessel, cataloguing any
noticeable damage, wear, or other problems that could potentially impact its value. This may include
prominent holes in the hull, obvious water damage or rotting, or even mold growth. Whatever issues are
visible from the surface will/should be noted by the person performing the inspection.
What Is a Marine Survey?
A marine survey, on the other hand, is a lot more comprehensive. Marine surveys create an insanely
detailed assessment of the total overall functionality of a vessel by thoroughly assessing all of its interior
and exterior components individually. Everything from the inside of your hull, to your engine, are carefully
examined to provide the most accurate report.

6.1 Types of Maritime Inspection

Inspections play a key role in keeping vessels safe. Inspection authorities employ different policies to
decide which vessels to inspect, including type of vessel, age, and flag. Attention for vessel history is
usually restricted only to past detentions.
Although declining trends in detention and incident rates indicate better safety quality of vessels, there is
still ample space for further improvement. It is particularly important that high-risk vessels are targeted for
port state control (PSC) inspections to reduce so-called false-negative events. Such an event occurs if the
inspection regime does not select a vessel for inspection because the employed targeting method
indicates the vessel has low risk, whereas briefly afterwards it experiences an incident with serious
consequences.
Following is the major list of Inspections that are carried out to ensure vessel is seaworthy.
6.1.2 Port State Control
Port State Control (PSC) is the inspection of foreign ships in national ports to verify that the condition of
the ship and its equipment comply with the requirements of international regulations and that the ship is
manned and operated in compliance with these rules.
Many of IMO's most important technical conventions contain provisions for ships to be inspected when
they visit foreign ports to ensure that they meet IMO requirements.
These inspections were originally intended to be a back up to flag State implementation, but experience
has shown that they can be extremely effective. The Organization adopted resolution A.682(17)
on regional co-operation in the control of ships and discharges promoting the conclusion of regional
agreements. A ship going to a port in one country will normally visit other countries in the region and it
can, therefore, be more efficient if inspections can be closely coordinated in order to focus on substandard
ships and to avoid multiple inspections.
This ensures that as many ships as possible are inspected but at the same time prevents ships being
delayed by unnecessary inspections. The primary responsibility for ships' standards rests with the flag
State - but port State control provides a "safety net" to catch substandard ships.
6.1.2 Flag State Control Inspection
Flag State Inspections (FSI) are used by flag states to ensure satisfactory standards are being maintained
on board vessels flying their flag.
Flag State Inspections are carried out by approved Flag State Inspectors and include verification of
statutory documentation and a general examination of the vessel's structure, machinery and equipment as
well as a more thorough inspection and/or operational testing of firefighting equipment, lifesaving
appliances and safety equipment.
Inspections normally also include verification of compliance with all applicable rules and regulations, e.g.
Flag State Circulars, WHO and ILO conventions.
6.1.3 OCIMF SIRE
The Ship Inspection Report programme (SIRE) is a unique tanker and barge risk assessment tool used by
charterers, terminal operators and government bodies to assist in the assurance of ship safety standards.
First launched in 1993 to provide a standardised inspection format, with objective reports capable of being
shared, it has now gained industry-wide acceptance as a benchmark for vessel inspections and
standards. Today, SIRE inspections take place all over the world and are widely recognised as an
invaluable tool for raising ship safety standards.
At the heart of the SIRE system is a large database of objective technical and operational information
about a range of vessels used for carrying oil, gas and chemicals. This information underpins informed
vetting decisions on vessels ahead of charter and focuses attention on the importance of improving vessel
quality and safety. The increasing use of SIRE information has corresponded closely to increasing efforts
made by the oil industry to find out whether the vessels they use are well managed and maintained.
OCIMF member companies commission vessel inspections and appoint an accredited SIRE inspector to
conduct an inspection. The inspector accesses the vessel particulars from the SIRE database and the
appropriate Vessel or Barge Inspection Questionnaires (VIQ/BIQ). The inspector then conducts an on-
board inspection of activities ranging from cargo handling processes to the vessel’s pollution prevention
measures. The inspection report contributes to the member company’s risk assessment in advance of
charter. The report is also uploaded to the SIRE database where, for a nominal fee, it can be accessed by
registered companies who charter tankers or operate terminals. SIRE reports are provided for free to
government agencies engaged in port state control activities.
The benefits of SIRE
By establishing a standardised, objective inspection process that systematically examines tanker
operations and that is shared by OCIMF members and other authorised recipients, SIRE has been
instrumental in driving up expectations and behaviours relating to operational and safety standards in the
industry. SIRE has also contributed to:
• Improved operational standards and a reduced number of incidents.
• The establishment of uniform standards and training for ship inspectors.
• A reduction in the number of repeat inspections on the same vessel, which reduces the burden on the
vessel’s crew.
6.1.4 OCIMF OVID
The Offshore Vessel Inspection Database (OVID) was developed in response to a request from OCIMF
members to provide a database of offshore inspections broadly following the format of SIRE. Recognition
that the offshore industry has different processes and procedures than the tanker world for assurance and
chartering has been taken into account.
The aim of OVID is to provide a robust web-based inspection tool and database of inspection reports; this
will be underpinned with professional, trained and accredited inspectors. In the long term it is an aspiration
that OVID will form a database that is central to the selection and assurance of offshore vessels
enhancing the safety of operations in the industry.
Benefits of OVID
OVID has been designed to provide a number of positive benefits to OCIMF/Oil and Gas Producers
Forum (OGP) Members and vessel managers. By using a database where inspection reports are available
to OVID participating members, experience has demonstrated that inspection numbers will drop over time.

 Assurance checks as a part of the chartering process may be speeded up as the assurance
personnel have access instantly to credible information on the vessel and its safety performance.

 OCIMF members have cooperated to develop a common inspection document and format that will
eliminate the need for inspectors to conduct inspections using a core document and client specific
supplements; this should simplify the inspection process for both inspectors and ships staff and
also provide assurance personnel in the oil companies with increased confidence in the inspection
report content.

 The provision of a document detailing vessel/unit principal dimensions and equipment will give
vessel operators the ability to 'show case' its capabilities and provide a tool to project teams to pre-
screen vessels that are capable of undertaking the required activities. Having this document
controlled by the vessel/unit operator allows for rapid amendment to reflect upgrading activities,
and hence allowing project teams to quickly evaluate the vessels new capabilities.

 Proactive owners of offshore vessels will quickly see the benefit of keeping an active inspection on
the database as it will streamline the pre chartering process and, for competent vessel operators
reinforce their positive image with the clients.

6.1.5 Insurance P&I Inspection (Protection and indemnity insurance)

Protection and indemnity insurance, more commonly known as P&I insurance, is a form of mutual
maritime insurance provided by a P&I club. Whereas a marine insurance company provides "hull and
machinery" cover for shipowners, and cargo cover for cargo owners, a P&I club provides cover for open-
ended risks that traditional insurers are reluctant to insure. Typical P&I cover includes: a carrier's third-
party risks for damage caused to cargo during carriage; war risks; and risks of environmental damage
such as oil spills and pollution. 
Protection is required for the safe working of seafarers and ships, and indemnity is necessary to
compensate for any loss of life, environment and property. P&I club is an association composed of ship
owners’ members to support seafarers’ safety and wellbeing by providing the required necessities.
A Protection and Indemnity or P&I club is a non-governmental, non-profitable mutual or cooperative
association of marine insurance providers to its members which consists of ship owners, operators,
charterers and seafarers under the member companies.
Marine insurers offer insurance on measurable risks: hull and machinery insurance for shipowners, and
cargo insurance for cargo owners. P&I clubs provide insurance for broader, indeterminate risks that
marine insurers usually do not cover, such as third-party risks. These risks include: a carrier’s liability to a
cargo-owner for damage to cargo, a shipowner’s liability after a collision, environmental pollution and
P&I war risk insurance, or legal liability due to acts of war affecting the ship.
Marine insurers are usually for-profit companies that charge customers a premium to fully cover ships and
cargo in the time period when the policy applies. In contrast, a P&I club is run as a non-profit co-
operative and the insurance is financed by “calls”. Club members contribute to the club’s common risk
pool according to the Pooling Agreement's rules. If the risk pool cannot cover current claims, the club
members will be asked to pay a further call. If the pool has a surplus, the club will ask for a lower call the
following year or make a refund to members. Only shipowners with acceptable reputations are allowed to
join a P&I club and any P&I club member who incurs reckless or avoidable losses to the club may be
asked to leave.
Thus, marine cargo is generally covered twice by insurance standards. The shipper or cargo-owner will be
covered by a marine insurer likely with 'all-risks’ cover. The carrier or shipowner will be covered by the P&I
club but will typically limit their liability to goods owners to a small fraction of the retail value of goods. If
the cargo is lost or damaged, the cargo-owner needs to first make a claim against the shipowner.
However, the shipowner may avoid liability if it did not cause the loss or if the Hague-Visby Rules grant
exemption from liability. In that case, the cargo-owner will claim against its own insurance company. If the
cargo-owner fails to claim first against the shipowner, but claims instead against its own insurance
company, the insurer, having reimbursed its client, will through subrogation pursue the claim in its own
right against the shipowner.
6.1.6 Cargo Gear Inspection
Cargo Gear means all cargo lifting equipment installed onboard and this includes deck cranes, derricks
and other lifting appliances. Cargo Gear is to be certified in accordance with the ABS ‘Requirements for
Certification of Construction and Survey of Cargo Gear on Merchant Vessels, 1975 or the Guide for
Certification of Cranes, 1991 as applicable for the type of cargo gear being provided. The term ``cargo
gear'' includes masts, stays, booms, winches, cranes, elevators, conveyors, standing and running
gear forming that part of the shipboard cargo gear used in connection with the loading or unloading of a
vessel.
6.1.7 VDR Annual Testing and Conformance
The IMO defines the Voyage Data Recorder as a complete system, including any items required to
interface with the sources of input signals, their processing and encoding, the final recording medium, the
playback equipment, the power supply and dedicated reserve power source.
Akin to the ‘Black Box’ on airplanes, a Voyage Data Recorder is an equipment fitted onboard ships that
record the various data on a ship which can be used for reconstruction of the voyage details and vital
information during an accident investigation.
Information is stored in a secure and retrievable form, relating to the position, movement, physical status,
command and control of a ship over the period and following an incident. This information is used during
any subsequent safety investigation to identify the cause(s) of the incident. Aside from its usage in
accident investigation, it can also be used for preventive maintenance, performance efficiency
monitoring, heavy weather damage analysis, accident avoidance and training purposes to improve safety
and reduce running costs.
The voyage data recorder system, including all sensors, shall be subjected to an annual performance test.
The test shall be conducted by an approved testing or servicing facility to verify the accuracy, duration and
recoverability of the recorded data. In addition, tests and inspections shall be conducted to determine the
serviceability of all protective enclosures and devices fitted to aid location. A copy of the certificate of
compliance issued by the testing facility, stating the date of compliance and the applicable performance
standards, shall be retained on board the ship.
6.1.8 Vessel Suitability Inspection
Vessel Suitability Surveys to assess the suitability of a vessel and associated equipment to carry out or
aid in specific tasks or operation.
Vessel Suitability Surveys provide an independent assessment of the condition of all aspects of a vessels
including its equipment, personnel and gear ensuring the vessel is fit for purpose.
6.1.9 Vessel Pre- Purchase Inspection
Everyone who has purchased a pre-owned shipping asset is aware that there can be hidden defects or
problems in the vessel. Therefore, they opt for pre-purchase inspections of their acquisitions before
investing in the asset. A pre-purchase inspection is carried out by ship inspectors on behalf of potential
buyers, banks, insurance companies and investors as a part of their due diligence requirements. Buying a
recreational boat or a commercial vessel is a huge and hefty investment. It can be overwhelming for any
first-time buyer. There are various things to consider, questions to ask, elements and equipment to review,
especially when a second-hand vessel is being purchased.

6.2 Class and Statutory Marine Surveys

All vessels are to be subjected to Periodical Surveys for the purpose of maintenance of class.
Statutory surveys are required to satisfy International Convention requirements such as Load
Line, SOLAS, and MARPOL and are supplementary to Class requirements. Statutory surveys may be
carried out by the Classification Society on behalf of the particular government when they are authorised
to do so by the government concerned.
This is done to ensure that the ship structures have been maintained in all respects and that the ship is fit
to go to sea without danger to the ship or the persons on board.

Types of Survey:
 Initial Survey.
 Annual Survey.
 Intermediate Survey.
 Renewal Survey.
 Additional Survey.

Initial survey – A complete inspection of all the items concerning the particular certificate before the ship is
put into service to make sure they possess satisfactory conditions and are capable of carry out the service
for which the ship is intended.
Annual Survey - An annual survey is a general inspection of the ship systems and equipment relating to
the particular certificate. It’s carried out to make sure that these items are properly maintained and perform
the functions assigned to them.
Intermediate Survey - Intermediate survey is a survey including visual examinations, measurements, and
testing as applicable, of the hull and equipment, machinery and systems, in order to confirm that the ship
complies with the relevant rule requirements and is in satisfactorily maintained condition.
Special / Renewal Survey - The Special (or Renewal) Surveys of the hull structure are carried out at five-
year intervals for the purpose of establishing the condition of the structure to confirm that the structural
integrity is satisfactory in accordance with the Classification Requirements, and will remain fit for its
intended purpose for another five-year period, subject to proper maintenance and operation of the ship
and to periodical surveys carried out at the due dates. The Special Survey concentrates on close-up
examination in association with thickness determination and is aimed at detecting fractures, buckling,
substantial corrosion and other types of structural deterioration.
Additional survey – General or partial Inspection, according to the circumstances, made after a repair
resulting from casualty probes or whenever there is an important repair or renewal made.