Preparing For An ABS Condition Assessment Program (CAP) Survey

Preparing for an
ABS Condition
Assessment
Program (CAP)
Survey
Table of Contents
INTRODUCTION ............................................................................................................................ 3
WHAT IS A CONDITION ASSESSMENT PROGRAM? ............................................................ 3
COMPONENTS OF THE CAP SURVEY BEYOND CLASS ...................................................... 4
CHARTERER REQUIREMENTS ................................................................................................... 5
VESSEL ASSESSMENT DETAILS REQUESTED WITH DELIVERABLES ............................. 5
GENERAL GUIDANCE FOR SURVEY AND REPORTING....................................................... 5
COATINGS .................................................................................................................................. 6
STRUCTURES ............................................................................................................................ 6
THICKNESS MEASUREMENTS ................................................................................................ 6
ABS CAP PROCESS AND DELIVERABLES ............................................................................... 7
ENGINEERING HULL FATIGUE ANALYSIS ............................................................................. 7
RECORD REVIEW ..................................................................................................................... 8
THICKNESS MEASUREMENT ................................................................................................. 9
HULL STRENGTH EVALUATION .............................................................................................. 9
SURVEY ASSESSMENT .......................................................................................................... 10
MACHINERY ASSESSMENT ................................................................................................... 12
FINAL CAP CERTIFICATES AND REPORTS............................................................................ 13
CAP EXECUTION PLAN ............................................................................................................. 16
CAP SURVEY PREPARATION STRATEGIES ........................................................................ 16
PRELIMINARY ENGINEERING ASSESSMENT ..................................................................... 16
INDIVIDUAL VESSEL CAP SURVEY PLANNING................................................................... 17
SURVEY EXECUTION ............................................................................................................. 18
EXPECTATIONS AND OUTCOMES........................................................................................ 24
REMOTE VERIFICATION OPTION ........................................................................................ 25
PRE-CAP SUPPORT ................................................................................................................... 27
APPENDIX A: SAMPLE GRADING SHEET............................................................................. 28
APPENDIX B: PRE-SURVEY PLANNING CHECKSHEET ..................................................... 51
2 | Preparing for the ABS Condition Assessment Program Survey

INTRODUCTION
This guidance document is intended to assist vessel owners, managers and operators
in preparing their vessel for a Condition Assessment Program (CAP) survey. This
document guides vessel technical staff through the process and provides the
information and tools to help with planning for and achieving successful CAP survey
results.
WHAT IS A CONDITION ASSESSMENT PROGRAM?

CAP is a program mandated by oil majors and charterers that provides an independent
and thorough assessment of the condition of a vessel and its part(s) based on survey
and thickness measurements.
CAP is more than just a survey and more than just a certificate.
What distinguishes CAP from traditional Class and Statutory surveys, and why is CAP
more than just a survey?
Although traditional Class surveys do have a component of engineering analysis, in

particular, verification that wastage and corrosion are within acceptable limits, for a CAP
assessment, greater emphasis is placed on the structural evaluation. Structural analysis
and fatigue assessments are performed, not just on a pass/fail basis as is done for
Class, but on a more in-depth level. There are pre-survey, survey, and post-survey
aspects to the engineering assessment, which is why it is important to properly plan and
execute all aspects of CAP, not just the survey phase. Detailed results of the survey
are presented in the “Consolidated CAP Report.”
ABS can help you with this process, beginning with your individual vessel or fleet-wide
CAP agreement. ABS CAP is not limited to just ABS-classed vessels. CAP services can
be performed on non-ABS-classed vessels as long as the vessel is classed with an
International Association of Class Societies (IACS) member class society. CAP is also a
voluntary service carried out separate from classification.
CAP describes and grades the actual condition on board at the time of the survey of
classed-related parts as well as other listed parts that are not covered by class
requirements such as statutory items.
CAP implies that a vessel has a technical standard equal to or better than a minimum
standard (defined by class rules). The key focus is to assess, in detail, the physical
condition and the state of maintenance above the minimum requirements of Class.
There are components of CAP that overlap many parts of a vessel’s classification.

COMPONENTS OF THE CAP SURVEY BEYOND CLASS
The expanded components of the CAP survey beyond class include:
• Classification society record review for previous 10 years
• Preliminary fatigue assessment to inform owners and surveyors of areas with
structural concerns
• Condition assessment survey of hull and machinery with photographs
• Verification of thickness measurements
• Final structural evaluation of vessel in the as-gauged condition
• CAP certificates and report deliverables
ABS’ grading for CAP surveys is broken down into a hull grade and/or a machinery
grade individually. Usually, a vessel is requested to have a combination grade for both
hull and machinery. Cargo systems are included with the machinery grade in an ABS
report.

CHARTERER REQUIREMENTS
Oil majors and cargo-vetting agencies are the primary end users of CAP outcomes. As such, vessel
assessment requirements stipulated by these stakeholders are applied to objectively evaluate and
grade vessels offered for hire. These entities place significant confidence in the ABS CAP Report
they receive to assist with chartering quality tonnage and meeting their business needs.
Primary areas of focus during a CAP survey are of course the physical condition of the vessel’s hull
and machinery. However, what is becoming increasingly important is the ability of vessel operators to
show that they maintain their vessels in good condition. The companies that implement
comprehensive and well-planned maintenance strategies are likely to be viewed differently in the
eyes of charterers.
The challenge for owners and operators is highlighting their effective maintenance strategies to
distinguish their tonnage from the competition and secure success of desirable charter hire awards
for their vessel(s).
VESSEL ASSESSMENT DETAILS REQUESTED WITH DELIVERABLES
Completion of a Hull Structural Survey report including a simplified fatigue analysis is based on the
following:
• Oil and chemical tankers, LPG vessels and barges >20,000 dwt at earliest of either
reaching 15 years of age or at 3rd special survey.
• LNG vessels require additional critical area inspections at the earliest of either reaching 20
years of age or at the 4th special survey
• Bulk Carriers 15 years of age or older
• A CAP survey is carried out in conjunction with the dry docking of the vessel
• CAP Certification Ratings of “1” and “2” are generally acceptable
• Achieving CAP Grade “1” and “2” ratings require meeting minimums as required by
stakeholders
• CAP certificates are only valid for a maximum of three (3) years from the date of the last
CAP attendance
Submission of machinery and cargo systems reports in addition to structural reports vary according
to the chartering entity for specific vessel types.
GENERAL GUIDANCE FOR SURVEY AND REPORTING
• Use of “as -built” scantlings at time of delivery for verification of assigned bending moments
• Report clearly states the attendance period of the CAP surveys including the start date of
the hull surveys and the last date of attendance
Report must be completed within six (6) months of CAP survey commencement
The last visit date will be assigned to determine the validity period
• Clearly state the location(s) of the surveys
• Full details of the nature and dimensions of defects found, including indications of recurring
fractures, root causes and rectifying structural modifications

COATINGS
• Reporting to be in accordance with the latest IACS requirements (IACS Recommendation
87)
• No areas of poor coatings at survey completion in the Water Ballast Tanks (WBT)
• Vessels at 15 years of age require all WBT to be good for structures within the ballast tank
• Cargo tank coatings to be reported using standard IACS definition and terminology
STRUCTURES
• No substantial corrosion at the end of the CAP survey
• No doubler repairs (this also includes composite repairs for corrosion)
• No stiffening reinforcement to areas with diminution
• No reassessments (In general, repairs are to be undertaken to reinstate the vessel structure
in accordance with the Class-approved, as-built arrangements)
• Any repairs are to re-instate the vessel structure to as-built conditions
THICKNESS MEASUREMENTS
• All upper deck structures and associated deck longitudinals
• Thickness measurement analysis based upon the original approved design/constructed
scantlings
• Scantling reassessments are normally not accepted and require structural calculations to be
presented against as-built values
• Validity of thickness measurement reports (including previously taken measurements) are to
be within one (1) year prior to commencement of CAP surveys

ABS CAP PROCESS AND DELIVERABLES
The ABS CAP process provides the vessel owner the ability to complete the Hull Structural
Survey and Machinery Condition Assessment either concurrently or separately. According to
chartering requirements, an owner can request either a hull grade and/or a machinery grade
individually or a combination grade can be provided for both. These grades are reflected on the
ABS CAP certification. CAP certificates do not have a validity period but reflect the condition of
the vessel(s) on the last visit date of the survey (i.e., the effective date). As advised in earlier
sections, oil majors and charterers define the validity period of a CAP certificate as per their
own procedures and requirements but normally this is three (3) years from the last visit date of
the survey.
ENGINEERING HULL FATIGUE ANALYSIS
The fatigue life calculations in SafeHull™ are made using a ‘simplified’ fatigue assessment
approach, the results of which are calibrated against both service experience and spectral
fatigue analysis results. The approach, employs the following key elements:
• A linear cumulative damage model (Palmgren-Miner’s Rule) is used in conjunction with

the U.K. DEn S-N curves
• Cyclic stress ranges from hull girder, wave-induced bending (vertical and horizontal),
external hydrodynamic pressures (from waves) and internal hydrodynamic pressures
(from cargo) are calculated for eight (8) loading patterns
• The target design life is 20 years, which is assumed to correspond to 108 cycles of hull
girder bending
• The long-term stress ranges on a detail are characterized using Weibull probability
distribution parameters modified in accordance with the location of the detail in the hull
cross-section (i.e., deck, side shell, etc.). This accounts for the different numbers of
cycles seen at different locations in the same time frame
• Cyclic stress ranges are described in terms of simple nominal stress ranges at the detail
rather than the localized peak stress in way of the weld toe. The entire nominal stress
range is considered to be tensile, even if all or part is actually compressive, thus
accounting for the yield level tensile residual stresses known to exist at most weld toes in
as-welded structures. Moreover, the U.K. DEn S-N curves are based on tests performed
mostly under cyclic tension loading and are therefore applicable to this loading condition
It is to be noted that the cyclic stress ranges are calculated using net scantlings with an
adjustment to account for the fact that the vessel spends most of its fatigue life with scantlings
somewhere between the as-built and net scantling states.
A Preliminary Fatigue Analysis (PFA) identifying the fatigue sensitive areas is completed before
the start of the CAP survey. If ‘hot spots’ are identified, these areas shall be surveyed close-up,
and the surveyor shall comment on the condition found in the CAP report. In such cases, the
findings of the PFA are also discussed with the client. If the owner elects to modify the
longitudinal connection detail due to the results found to improve the condition of the vessel,
details of such modifications shall be submitted to the CAP coordination team for engineering
review and shall be reported in the CAP report.

Figure 1.1: Fatigue Analysis Identifying Fatigue Sensitive Areas
RECORD REVIEW
A review of the vessel’s survey records will also be conducted using the relevant classification
society’s records covering the last ten (10) years. The review will concentrate on data related to
recurring fractures or structural issues, steel renewals, machinery and cargo systems, items of
note as well as any lay-up periods. Where the record review reveals repetitive type structural
fractures which have not been addressed by a related structural engineering assessment, ABS
will evaluate and recommend to the client to complete an engineering analysis to support CAP
grading outcomes in the report.

THICKNESS MEASUREMENT
During the CAP survey, an ABS recognized

Ultrasonic Thickness Measurement (UTM) firm must
take non-destructive thickness measurements, or
gaugings, to determine the current thickness of
numerous structural members.
A minimum of three (3) girth belts within 0.4 of the

midship’s length must be taken. The objective of the
chosen sections is to describe a representative
condition for the cargo block section of the vessel.
Girth belts are to include all longitudinal members, such as plating, and girders at the side,
bottom, inner bottom, longitudinal and transverse bulkheads. The gaugings taken shall also
include the plating and stiffeners as well as all portions of representative web frames (bottom,
side, deck, longitudinal bulkhead and struts) including web and face plates.
Longitudinal stiffeners and transverse bulkhead stiffeners, both the web and flanges, are also to
be gauged. Girth belts are to be chosen to include representative cargo and ballast tanks. No
gaugings are to be waived and previous steel renewals need to be identified.
Existing gaugings that were taken within twelve (12) months of the SafeHull™ condition
assessment surveys may be accepted for ABS-classed ships, provided they are to the extent
required and formally verified.
Thickness measurements for vessels classed with other classification societies may be
accepted if they were carried out within twelve (12) months of the condition assessment survey
and if confirmatory thickness measurements are taken. The subject matter should be discussed
with the CAP coordinator.
HULL STRENGTH EVALUATION
As part of the CAP scope of work, a strength evaluation based on measured thickness will be
carried out using the SafeHull™ application.
Hull strength evaluation consists of an assessment of the hull girder and local structure
compared with the requirements of the SafeHull™ criteria for the vessel in the as-built
condition.
The strength criteria used in the structural evaluation are those given in the ABS Rules for
Building and Classing Steel Vessels. The vessel structure assessed in the evaluation is limited
to the midship 0.4 length of the vessel and covers the following:
• Global hull girder strength
• Local plating and stiffeners of the bottom, sides, deck and longitudinal bulkheads
• The deck and bottom plates and longitudinals are analyzed for buckling using simple b/t
or h/t ratios

Local scantling requirements are used to assess the local strength of each structural
component. In addition to the above, ABS will also identify areas where the current gauged
condition is approaching or below the threshold renewal requirements using SafeHull™.
Findings of the above strength analysis, gauging review, hull girder section moduli and fatigue
analysis are used to complete the SafeHull™ structural evaluation of the vessel for CAP.
The structural analysis report also includes S-curves showing the overall diminution of the hull
structure based on the absolute diminution of the plates, relative diminution of the plates based
on the as-built plate thickness, and the relative diminution of the plates based on the current
ABS rules-required plate thickness.
Figure 1.2: S-Curves Demonstrating Diminution of Structure
SURVEY ASSESSMENT
The CAP survey for hull consists of, but is not limited to, the following:
• Deck items: main deck for structural condition; coating condition; and material wastage
• Anchoring and mooring equipment: connection to the hull structure
• Deck-miscellaneous: deckhouses; bulwarks and railings; gangways port and starboard;
ventilators/air pipes

• Underdeck foreship store: access with WT door and ladder; bow structure in way; chain
locker (external); forward emergency fire pipe space
• Items in all tanks: tank access hatches, covers; gaskets and securing arrangements;
tank cleaning openings, covers; tank vents with p/v valves
• Cargo tanks
• Ballast tanks
• Forepeak tanks
• After peak tanks
• Fuel oil tanks
• Fuel tanks
• Fresh water tanks
• Lube oil tanks
• Other tanks as available
• Miscellaneous spaces and items: pump room structure, access doors, ladders, railings,
gratings, platforms; hull structure, bulkheads, bottom; foundations and supports
• Machinery: machinery space’s hull structure in way; double bottom tank tops; W.T./O.T.
bulkheads; sea connections with valves
• Steering gear room: steering gear room structure in way; steering gear room grating;
steering gear room coating; accesses
• Accommodation section: external bulkheads, decks and ladders; accesses
• Navigation and communication: navigation bridge cleanliness; bulkheads and decks
• External hull section: coating condition; rudder; propeller and seal; bilge keels and
attachments; sea suctions and grids
The following structural categories are examined for oil carriers:

• Bottom shell/inner bottom plating including under bellmouths
• Side shell
• Decks
• Longitudinal bulkheads
• Transverse bulkheads
• Swash bulkheads
• Stringer platforms
• Girder systems
• Web frames and cross-ties
• Under deck structure
The following structural categories are examined for bulk carriers:

• Bottom shell in way of bellmouths
• Side shell
• Decks
• Bulkheads in holds
• Under deck in holds
• Side shell and framing in holds
• Internal stiffeners and webs
• Tank tops
• Sloping plate
• Under deck structure

Coating Condition Assessment
The assessment of the coating condition will be based upon the latest edition of IACS
Recommendation 87 “Guidelines for Coating Maintenance & Repairs for Ballast Tanks and
Combined Cargo/Ballast Tanks on Oil Tankers”. The recommendation is publicly accessible
and can be downloaded for free from the IACS Website.
MACHINERY ASSESSMENT
The CAP survey for Machinery consists of, but is not limited to, the following:
• Anchor and mooring equipment
• Deck piping
• Deck fittings
• Deck: gangways port and starboard; electric cables and securing arrangements
• Underdeck foreship store: bitter end connection and bilge system
• Items in all tanks: ullage systems with local/remote readout; cargo/ballast lines and valves
in tanks; condition of tank cleaning (COW) machines; hydraulic control lines, etc.
• Inert Gas System: scrubber; fans and prime movers; deck seal; system valves (with remote
controls); IGS-pipelines; cooling/seawater supply pump
• Machinery: main diesel engine (if applicable); main turbines and gears (if applicable);
tailshaft seal; generators with prime movers; heat-exchangers; electrical system; main
boilers (if applicable); auxiliary boilers; steam lines with valves
• Steering gear: steering gear; gyro repeater; emergency procedures; bilge well and alarm
• Auxiliary machinery: freshwater generators; pumps with prime movers; cargo/ballast pump
with prime movers
• Miscellaneous machinery and engine room items
• Emergency diesel generator
• Emergency fire pump
• Bilge pumping system
• Engine control room
• Workshops
• Spares and tools
• Safety equipment: lifeboat; lifeboat davit with winch; life raft; pyrotechnics; EPIRB and
SARTS; emergency quick closing valve; fire flaps; fire-fighting equipment; lifebuoy;
lifejackets, etc.
• Accommodation: cold stores; dry provision stores; miscellaneous storerooms, foam rooms,
etc.; ship’s elevator; passageways, ladders in upper levels; galley with equipment; officer’s
mess room and recreation room; crew’s mess room and crew’s recreation room; cabins for
officers and crew
• Navigations and communication equipment for chartroom with navigational aids; steering
console/gyro; radars
• Electronic navigation equipment; telegraph console, lighting panels; standard compass;
radio equipment (as applicable)
During the survey, the vessel is to be underway at normal sea speed for at least six (6)
hours with all necessary main and auxiliary equipment online. Changeover of generators
and vital auxiliaries shall be demonstrated during this period.

FINAL CAP CERTIFICATES AND REPORTS
The CAP grading and report follows the process below:
• Once the CAP survey is complete, the surveyor compiles the findings and observations
in a report and submits it for internal review and grading.
• The above survey report along with SafeHull™ structural evaluation report and record
reviews are submitted to the CAPCOM Committee for a final grade.
• The CAPCOM committee reviews and assigns an overall final CAP grade based on the
following grading system:
Grade 1 (Very Good) Condition Superior
Items examined and/or measured and found with only superficial reductions from as
new or current rule scantlings. No maintenance or repair required.
Grade 2 (Good) Condition Above Average
Items examined and/or measured and found to have deficiencies of minor nature not
requiring correction or repairs and/or found to have thickness significantly above
class limits.
Grade 3 (Satisfactory) Condition Average
Items examined and/or measured and either found to have a deficiency which does
not require immediate corrective action, or found to have thicknesses, although
generally above class renewal levels, with substantial corrosion.
Grade 4 (Unsatisfactory) Condition Below Average
Items examined and/or measured and 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 below the class renewal levels.
Grade 5 (Unexamined)
Conditions which could not be determined due to many factors (tank not gas free,
etc.)
• Once a grade is awarded, a CAP Certificate is released to the client.
• A Consolidated CAP Report (CCR) is compiled incorporating the outcomes of the survey
report, SafeHull™ structural evaluation report and the CAP record review.
• The final deliverables will include the following:
i. Engineering Analysis
a. Location of thickness measurements
b. Fatigue areas
c. “S” Curves

Figure 1.3: Structural Evaluation
ii. CCR will include:

a. Grade Sheet (Samples in Appendix A)
b. Photos of individual Items subject to grading
c. Description of repairs
d. Representative “Before Repair” and “After Repair” photographs
iii. Record Review
iv. The final deliverable is released through the secure ABS CAP portal.

Figure 1.4: Sample of Final CAP Certificate

CAP EXECUTION PLAN
CAP SURVEY PREPARATION STRATEGIES
• Consultation with ABS CAP coordinator

• Verify drawing and plan availability (4 – 6) Weeks prior to survey
• TOCA vessels and non-ABS vessels provide additional drawings as needed
• Verify sister vessel relations
• Develop fleetwide engineering assessment schedule
• Provide record review authorization for non-ABS and TOCA vessels
PRELIMINARY ENGINEERING ASSESSMENT
• Initiate vessel modeling

• Identification of Fatigue Sensitive Areas
• Plan modifications if applicable
• Create ABS Automatic Hull Gauging Input Sheet for client’s gauging company
Figure 1.5: Automatic Gauging Sheet for Girth Belts

INDIVIDUAL VESSEL CAP SURVEY PLANNING
• Contact ABS CAP coordinator two (2) months in advance of survey

• Verify expected CAP grade and scope (hull, machinery and cargo)
• Develop survey plan
• Survey planning considerations
• Class survey due dates
• Align with maintenance and repair activity
• Align with shipyard period and class survey plan
• Consider the 120-day CAP survey window
• Anticipated date and location of CAP survey phases
• Internal exam of ballast and cargo tanks and tank/hold cleanliness
• Thickness measurements
Thickness measurements are to be carried out by an ABS-recognized service supplier
for ESP Hull Gauging Firm. The function of the field surveyor will be to control the gauging
process and verify that gauging represents the average actual conditions.
• Shipyard/drydocking (UWILD if applicable)
• Survey of accommodation spaces, deck and deck items and equipment
• Machinery spaces, voids, cofferdams, and miscellaneous spaces
• Sea trial
• Determine if riding ship or multiple survey locations will apply
• Determine CAP survey start date and anticipated end date
• Assignment of ABS CAP lead surveyor

SURVEY EXECUTION
• On-site kick off meeting with CAP lead (See sample in Appendix B)
Confirm expected CAP grade and scope (hull, machinery, and cargo) with the ABS
CAP lead surveyor
Selection of CAP girth belt locations
Review CAP thickness measurement requirements/Automated Gauging Sheet
(AGS) gauging input form with the thickness measurement company
The CAP gauging is required for use as input data for the strength analysis of the
as-gauged condition
Review preliminary fatigue assessment results to identify ‘hot spots’ if any, which
require close-up survey
Coordination with class survey activity, maintenance, and repairs
ABS CAP surveyor attendance schedule*
*Note: For ABS-classed vessels, ABS requires two (2) Surveyor attendances when the CAP
survey is concurrently completed with the ESP Survey of an oil carrier or bulk carrier 15 years
of age or older
• Planned modifications
• Access, cleanliness and lighting
The vessel and its machinery and equipment are to be cleaned to the extent that the
surveyor is satisfied that a meaningful examination can be carried out and an
evaluation made. Tanks, holds and spaces are to be sufficiently clean and free from
water, scale, dirt and oil residue. (see Figures 1.6 thru 1.9). Spaces protected with
insulation or other similar covering will be subject to special consideration.
Verify the suitability of representative photos for inclusion in the ABS final
deliverable CAP report
Consider how to include before repair and after repair photos as they will be
required.

Figure 1.6: Clean Space Supports a Meaningful Inspection
Figure 1.7: Tank is not properly cleaned for a meaningful inspection. Excessive sludge remains on
the tank top prohibiting clear view of tank top condition. The photo does not capture conditions that
support an acceptable CAP grade rating.

Figure 1.8: Plating Under Bellmouth Is Inspected for Significant Scouring or Pitting
Figure 1.9: Area is not properly cleaned for a meaningful inspection to identify scouring or pitting in
plating under the bellmouth. The photo does not capture conditions that support an acceptable
CAP grade rating.

Figure 1.10: Example of a Grade 1: Bottom Structure, Coating Condition and Anode Fitted
Figure 1.11: Example of a Grade 1: Structure, Heating Coils and Pump

Figure1.12: Example of a Grade 2: Railing
Figure 1.13: Example of a Grade 3: Complies with the ABS Rules, but Wiring is Outdated

Within each structural category per vessel type, the following is to be examined:
• Condition of coating and anodes (if any)
• Scale formation and evidence of general scaling
• Global buckling in the grillage system or localized buckling of plating or stiffening
• Fracturing of plating or stiffening
• Corrosion rate (low, normal, high) and possible need for steel renewal flexing of local
structure (often recognized by local shedding)
• Pitting corrosion, and where possible the depth, diameter and extent
• Condition of piping and fittings including sounding pipes
• Condition of handrails, ladders and walkways
• Areas unseen due to sludge, sediment or water wedges or lack of access or lighting
• Plating and stiffeners forming bulkheads with heated oil tanks
For assessing structural wastage, the following ranges will apply:

• Grade 1: Not exceeding one-third of maximum allowable wastage
• Grade 2: From one-third of maximum allowable wastage to substantial corrosion
• Grade 3: Substantial corrosion up to maximum allowable wastage and/or areas where
composite repair structure has been applied to corroded areas
For coating system, grading will be in accordance with the ABS Rules for Survey After
Construction for evaluating ballast tank coating conditions:
• Grade 1: Good
• Grade 2: Fair
• Grade 3: Poor or uncoated
Coating System Grade
• The condition of an item may fall between two grades. If this should happen, this can be
recorded on the report and an explanation given in the “NOTE” section for the split
grade
• Exception to this is the grading of ballast tank coatings which must be assigned the
grade determined by the process detailed in IACS Rec. 87
Minimum requirements for photographs apply. Pictures of certain items, such as bottom plating
in way of bellmouths, the coating condition of the main deck and the coating condition of ballast
tanks, are mandatory and have significant impact on CAP grades. Depending upon the oil
major/vetting circumstances, various emphasis may be placed on the grading and associated
photographs of the individual items.
The photographs included in the CAP report are not intended to be a substitute for an on-site
survey. However, they are intended to be representative of conditions on board and will be
relied upon by third parties when the vessel is being vetted. As such, owners are encouraged to
work with the ABS CAP lead surveyor to place the vessel in the best possible condition to
achieve the best CAP grade possible, and that the photos accurately portray the vessel’s
condition.

EXPECTATIONS AND OUTCOMES
The following bullet points summarize the key considerations and expectations of both the
client and ABS in these efforts:
• Adjustment to survey schedule/survey days as needed

• Periodic progress reports
• Thickness measurement results should be submitted as soon as possible for structural
evaluation
• Impacts to Grades
Coating conditions
Any ballast tank graded as 2 (Fair) will result in an overall CAP grade not higher
than 2
Any ballast tank graded as 3 (Poor) or uncoated will result in an overall CAP grade
not higher than 3
• Substantial corrosion - Overall grade no higher than 3
• Presence of conditions of class and statutory deficiencies – Overall grade no higher
than 3
• Consider repairs and upgrades to improve individual or overall CAP grade
• Alignment with class survey results
• Oil majors will check for consistency with class report and number of days taken to
complete CAP
• ABS will consider 30 – 60 days more to complete, but we cannot guarantee oil majors will
accept
• Certificate issued four (4) weeks after survey
• Final consolidated CAP report provided six (6) weeks after last visit date

REMOTE VERIFICATION OPTION
• Request authorization in advance

• Concurrence from CAP lead
• Identify details and information needed. Plan for data transmittal
• Review of results by CAP lead. Confirmatory survey or dock trial, if applicable
Documentation of Remote Sea Trial Photo and videos should be provided to document and
reflect that the machinery is fully operational with the vessel underway at service speed and no
malfunctioning of any equipment is noted.
The videos should present the entire machinery space working for short periods during the six-
(6) hour trial including recording during the start, intermediate and end of trials, with focus on the
running of main equipment. In addition, the videos of the ECR panels and main consoles are to
be recorded during the sea trials. There should also be sufficient photos taken to mark the date
and time recorded reflecting the continued operation of the equipment throughout the sea trial.
Please see Figure 1.14 for an example of a proposed remote sea trial.
Documentation consists of, but is not limited to:
• A short video of the sea trial along with engine room automation function snapshots
should be taken every 30 minutes for the six- (6) hour sea trial at the required normal
power
• A number of automation systems can provide a print of current alarms. If the system has
the capability to print trends for six (6) hours, these should be provided
• Videos, photos and print screens of system operation for ballast pumps/educators, cargo
pumps, reciprocating stripping pump, fire pumps and steering gear operations should be
provided
• A snapshot of ECDIS or ARPA (date, time, position, heading, rpm and speed) every hour
during the sea trial should also be provided
The remainder of the machinery testing, including generators, should be done in the shipyard or
at another suitable location, such as dockside or at the anchorage.
The CAP lead surveyor will need to review and accept the procedure, and the CAP lead will
need to review all outcomes of the remote sea trial verification items and concur with all
outcomes and results prior to completion of the CAP survey. The CAP lead will also review
results of the record review and vessel survey status for any items which may impact the remote
sea trial.
Conditions that occur during yard/docking or the sea trial period will be addressed, including
additional survey, dock trial, reduced scope sea trial, or full CAP sea trial as needed prior to final
acceptance.

Time Task Requirement 1 Requirement 2 Requirement 3
Video of Entire
Machinery Space live Snapshot:
ECDIS Screen Shot
11:00 working. Must include Picture of Alarms and RADAR Screen Shot
time and date ECR Trends
panels main console.
Snapshot:
11:30 Picture of Alarms and
Trends
Snapshot:
Picture of Alarms and ECDIS Screen Shot
12:00 Trends RADAR Screen Shot
Short Video of ECR+ME
Snapshot:
Trends
Snapshot: Short Video of

Picture of Alarms and ECDIS Screen Shot Start Stop
13:00 Trends RADAR Screen Shot Operation
Short Video of ECR+ME • Fire Pump
Snapshot:
Trends
Video of Entire
Machinery Space live Snapshot:
working. Picture of Alarms and ECDIS Screen Shot
14:00 Must include time and Trends RADAR Screen Shot
date ECR panels main Short Video of ECR+ME
console.
Figure 1.14: Example of a Remote Sea Trial Proposal

PRE-CAP SUPPORT
ABS offers an optional service for a pre-CAP
assessment which will provide the client with a
better understanding of the CAP procedures and
give the client the ability to become familiar with
our working methods. ABS will send an appropriate
CAP surveyor for two days to the vessel to inspect
and discuss the process with the crew and owner’s
technical staff on board as they would for an actual
CAP survey. Additional days may be added based
on the scope of the pre-assessment. © Liberty Maritime Corporation
The surveyor will review representative items that are relevant to the CAP survey and are
available to be visually inspected.
When requested by the owner, ABS can apply state-of-the-art technologies to assist the owner
with determining coating breakdown and estimating coating repair efforts. The ABS AI
Corrosion Detection™ digital solution is powered by machine learning for early-stage analysis
of visual data to assess active corrosion and coating breakdown of tanks. The machine
learning’s automated pattern identification will record, analyze and provide knowledge of the
condition of the vessel to prepare for structural inspections and repair work related to defects
such as percentage of coating failures and active steel corrosion. The review of outcomes will
be discussed with vessel representatives and/or crew on board. There is no physical survey
report or certification documentation delivered to the client with this service as this is intended
as part of the inspected vessel’s maintenance activity.
Early-stage detection of
corrosion and coating failures
through a machine learning
image recognition tool
enables efficient and
effective maintenance
practices for maximizing
service life and reducing
costs
To learn more about ABS CAP visit www.eagle.org/CAP
To learn more about ABS AI Corrosion Detection™ visit here.

Key Features and Benefits
APPENDIX A: SAMPLE GRADING SHEET

GRADING METHODOLOGY AND PRACTICE
GRADING SYSTEM:
Condition Superior.
Items examined and/or measured and found with only
Grade 1 (Very Good)
superficial reductions from as new or current rule
scantlings. No maintenance or repair required.
Condition Above Average.

Items examined and/or measured and found to have
Grade 2 (Good) deficiencies of minor nature not requiring correction or
repairs and/or found to have thickness significantly above
Class limits.
Condition Average.
Items examined and/or measured and either found to
Grade 3 (Satisfactory) have a deficiency which does not require immediate
corrective action, or found to have thicknesses, although
generally above Class renewal levels, with substantial
corrosion.
Condition Below Average.

Grade 4 (Unsatisfactory) Items examined and/or measured and 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 below the Class renewal
levels.
Conditions which could not be determined due to various

Grade 5 (Not Examined) operational factors (tank not gas free, etc.)

GRADE 1 – VERY GOOD
Condition Superior
Items examined and/or measured and found with only superficial reductions from as new or current rule
scantlings. No maintenance or repair required
Example: Tank coating graded "good" and wastage is less than 33% of the Marine Vessel Rule (MVR)
individual wastage allowances
GRADE 2 – GOOD
Condition Above Average
Items examined and/or measured and found to have deficiencies of a minor nature not requiring
correction or repairs and/or found to have thicknesses significantly above class limits.
Example: Tank coating graded "fair" or wastage between 33% and 75% of the Marine Vessel Rule (MVR)
individual wastage allowances

GRADE 3 – SATISFACTORY
Condition Average - Short of Necessity for Corrective Action
Items examined and/or measured and either found to have a deficiency which does not require immediate
corrective action, or found to have thicknesses, although generally above class renewal levels, with
substantial corrosion.
Example: Tank coating graded "poor" or wastage exceeds 75% of the Marine Vessel Rule (MVR)
individual wastage allowances, but is less than the Rules’ allowable limit, i.e. substantial corrosion
GRADE 4 - UNSATISFACTORY
Condition Below Average - Requiring Corrective Actions
Items examined and/or measured and 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.
Example: Wastage exceeds Marine Vessel Rule (MVR) individual wastage allowances

GRADE 5 – NOT EXAMINED
Conditions which could not be determined due to a variety of factors (e.g., tank not gas-free, tank
contains lube oil, etc.) The coating condition of stainless-steel cargo tanks is graded a 5

Machinery Space (Contd.)

APPENDIX B: PRE-SURVEY PLANNING
CHECKSHEET

As part of the survey planning, a CAP Survey Plan as per the example below will be created.
Description Yes No N/A

Determine if the CAP survey being carried out in conjunction with any Class
surveys, such as Special Survey of Hull or Intermediate Survey
If the vessel was not docked during the survey, a modified UWILD will need
to be carried out in way of the engine room, rudder and propeller
Thickness measurements will need to be taken to complete the required
transverse sections, taken within the amidship 0.4L. (Note: Thickness
measurements for gas carriers may be taken within the amidship 0.5L).
Includes qualifications of the Specialist Firm to be used for gaugings
Tank, holds and spaces to be safe for access (i.e., gas-free, ventilated, etc.)
Tanks, holds and spaces to be sufficiently clean to carry out the internal
examination
All areas subject to repair or improvement to be discussed. These will be
graded upon completion of the repairs or improvements
Associated photographs will need to be taken upon completion of repairs or
improvements
Photograph taken of areas represent the overall condition of the vessel
Owner to be advised that any Outstanding Recommendations, Statutory

Deficiencies of areas of Substantial Corrosion would result in an overall
grade not higher than a Grade 3 unless rectified
Fatigue sensitive areas will require close-up survey and their condition will
be reported in the survey report
SafeHull™ fatigue analysis identifying the fatigue sensitive areas (to be
provided preferably before start of survey) to be discussed with the client, if
required
The surveyor will attend the gauging and ensure the results to be
representative of the actual average condition of the vessel
A kick-off survey planning meeting is carried out and documented with
details consisting of, but not limited to, the following:
 Date
 Meeting Location
 Thickness Measurement Company Representative(s) Name
 Owner's Representative(s) Name
 ABS Surveyor(s) Name
 Information on Access Provision for Close-up Surveys and
Thickness Measurement
 Name of Thickness Measurement (ESP Hull Gauging) Company
 Company Certification Report No.
 Certification Expiration Date
 Master of the vessel or an appropriately qualified representative
appointed by the master for follow-up with the surveyor

CONTACT
INFORMATION
NORTH AMERICAN REGION
1701 City Plaza Drive
Spring, TX 77389
United States
SOUTH AMERICAN REGION

Rua Sao Bento 29-11 Floor
Centro Rio de Janiero
20090-010 Brazil
EUROPE and AFRICA REGION

ABS Europe Ltd
111 Old Broad Street
London EC2N 1AP, UK
MIDDLE EAST REGION

Al Joud Center
1st Floor, Suite #111
Sheihk Zayed Road
P.O. Box 24860, Dubai
United Arab Emirates
GREATER CHINA REGION

5th Floor, Silver Tower
No.85 Taoyuan Road
Huang Pu District
Shanghai, 200021 P.R. China
NORTH PACIFIC REGION

11th Floor,
Kyobo Life Insurance Building, 7
Chungiang-Daero
Jung-Gu, Busan, 48939
Republic of Korea
SOUTH PACIFIC REGION

438 Alexandra Road,
#10-00 Alexandra Point
Singapore 119958
Republic of Singapore
© 2021 American Bureau of Shipping

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Preparing For An ABS Condition Assessment Program (CAP) Survey

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Preparing for an

2 | Preparing for the ABS Condition Assessment Program Survey

WHAT IS A CONDITION ASSESSMENT PROGRAM?

Although traditional Class surveys do have a component of engineering analysis, in

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VESSEL ASSESSMENT DETAILS REQUESTED WITH DELIVERABLES

GENERAL GUIDANCE FOR SURVEY AND REPORTING

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ENGINEERING HULL FATIGUE ANALYSIS

• A linear cumulative damage model (Palmgren-Miner’s Rule) is used in conjunction with

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During the CAP survey, an ABS recognized

A minimum of three (3) girth belts within 0.4 of the

HULL STRENGTH EVALUATION

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Figure 1.2: S-Curves Demonstrating Diminution of Structure

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The following structural categories are examined for oil carriers:

The following structural categories are examined for bulk carriers:

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ii. CCR will include:

iii. Record Review

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• Consultation with ABS CAP coordinator

PRELIMINARY ENGINEERING ASSESSMENT

• Initiate vessel modeling

Figure 1.5: Automatic Gauging Sheet for Girth Belts

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• Contact ABS CAP coordinator two (2) months in advance of survey

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Figure 1.11: Example of a Grade 1: Structure, Heating Coils and Pump

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For assessing structural wastage, the following ranges will apply:

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• Adjustment to survey schedule/survey days as needed

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• Request authorization in advance

Documentation consists of, but is not limited to:

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Snapshot: Short Video of

Figure 1.14: Example of a Remote Sea Trial Proposal

26 | Preparing for the ABS Condition Assessment Program Survey

To learn more about ABS CAP visit www.eagle.org/CAP

To learn more about ABS AI Corrosion Detection™ visit here.

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APPENDIX A: SAMPLE GRADING SHEET

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Condition Above Average.

Condition Below Average.

Conditions which could not be determined due to various

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