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December 1984
SHIPBUILDINGRESEARCHPROGRAM
Pre-Contract Negotiationof Technical Matters
U.S. DEPARTMENT OF TRANSPORTATIONMaritime Administrationin cooperation withTodd Pacific Shipyards Corporation
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FOREWORD
This publication is one of a number which describe various aspects of the con-stantly self-improving, very flexible manufacturing system developed byIshikawajima-Harima Heavy Industries Co., Ltd. (IHI) of Japan. Other suchpublications describe how work is organized in accordance with the principles ofGroup Technology so that parts and subassemblies of many different types neededin varying quantities we classed by the problems inherent in their manufacture andprocessed on dedicated, highly efficient real and virtual production lines controll-ed by statistical methods. Another publication describes how through great in-teraction of highly professional production engineers with designers, a buildstrategy is documented in time to guide development of all design phasesspecifically including contract design. The beneficial consequence is efficient,highly-organized work to produce contrived parts and subassemblies, even of un-precedented designs.
“We could be just as productive,” say traditional shipbuilders, “if we built onlystandard series ships but U.S. owners impose different requirements andpreferences.” Equally misleading they add, “Japanese shipbuilders will not acceptchange orders.“ “Not so!” says this publication which describes a tremendouspre-contract negotiation effort, as a significant part of a modem Japanese ship-building system, to specifically identify owners’ different requirements andpreferences before contract award. That is, the pre-contract effort is so exhaustivethat there is, instead, little prospect for change. With rare exception, owner’speculiar requirements and preferences are accommodated beforehand allowingthe building program to be rapidly executed without vacillation, to the benefit ofboth parties.
ACKNOWLEDGEMENTS
This publication was produced for the Los Angeles Division of Todd PacificShipyards Corporation by L.D. Chirillo Associates of Bellevue, Washington.
The material on which the contents are based was compiled by a project teamdirected by Y. Ichinose of IHI Marine Technology, Inc., New York City.Y. Mikami and A. Itoh, both of IHI International, served as Associate Directorand Project Manager respectively. Advisors to many unnamed IHI contributorswere K. Motozuna, M. Kuriki and K. Nagayama all of Ishikawajima-HarimaHeavy Industries Co., Ltd. (IHI) of Japan. Editing and some supplementalwriting was performed by L.D. Chirillo assisted by R.D. Chirillo.
Special appreciation is expressed to the nine ship owners who responded toquestionnaires which were part of this project. Their constructive submittals areinterpreted as encouragement for shipbuilders to highly develop capabtities forpre-contract negotiations of technical matters. Appreciation is expressed to the fif-teen shipbuilders, truly representative of the entire U.S. shipbuilding industry,who also responded. As confidentiality was assured, specific acknowledgementsof the cooperating owners and shipbuilders are omitted.
Appreciation is also expressed to T. Lamoureux and L. Willets of Todd’s NavalTechnology and Los Angeles Divisions respectively, who furnished essentialsupport.
This publication is an end product of one of the many projects managed andcost shared by Todd for the National Shipbuilding Research Program. The Pro-gram is a cooperative effort by the Maritime Administration’s Office of AdvancedShip Development and the U.S. shipbuilding industry. The objective, described byPanel SP-2 of the Ship Production Committee of the Society of Naval Architectsand Marine Engineers, is to improve productivity.
TABLE OF CONTENTS
1.0 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 Background and Task Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.3 Troubles Experienced DuringConstruction in U.S. Shipyards .. ... ... ... . . . . . . . . . . . . . . 2
1.3.1 Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.3.2 Causes . . . . . . . . . . . . . . . . . . . . . . . . 3
1.4 Summary of Interviews . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.4.1 Troubles Caused by Owner Furnished Drawings . . . . . . . . . 3
1.4.2 Troubles Related to Owners' Inspectors . . . . . . . . . . 4
1.4.3 Other Problems Experienced by Shipyards . . . . . . . . 5
2.0 Basic Objectives and Strategies ofPre-Contract Negotiations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.1 Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.2 Importance of Pre-Contract Negotiations . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.2.2 Contract Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.3 Items to be Discussed DuringPre-Contract Negotiations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.3.2 Hull . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.3.3 Machinery . . . . . . . . . . . . . . . . . . . . . . . ...10
2.3.4 Electrical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
3.0 Technical Matters to be Clarified . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.2 General Provisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3.2.1 General Specification Requirements . . . . . . . . . . . . . . . . 14
3.2.2 Principal Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3.2.3 Laws, Classification, Rules and Regulations . . . . . . . . ...15
BLE OF CONTENTS (Continued)
3.2.4 Plans . . . . . . . . . . . . . . . . . . . . . . . . . . ...16
3.3
3.4
3.5
3.6
3.2.5 Weight and Center of Gratity . . . . . . . . . . . . . . . ...17
3.2.6 Stability and Subdivision . . . . . . . . . . . . . . . . . . . . . . .17
3.2.7 Model Tests and Ship Performace Predictions . . . . . . . . ...17
3.2.8 Vibrationand Noise . . . . . . . . . . . . . . . . . . . . . . .18
3.2.9 Access for Inspection During Construction . . . . . . . . . ...18
3.2.10 Inspection . . . . . . . . . . . . . . . . . . . . . ...18
3.2.11 Materials and Workmanship . . . . . . . . . . . . . . . . ...20
3.2.12 Hull Protection During Outfit Period . . . . . . . . . . . . . . . 20
3.2.13 Launching and Dry-Docking . . . . . . . . . . . . . . . ...20
Planning and Scheduling, PlansInstruction Books, etc . . . . . . . . . . . . . . . . . . . . . . . .20
3.3.1 Approval Plans . . . . . . . . . . . . . . . . . . . . . . . . . .20
3.3.2 Vendors/Suppliers Lists . . . . . . . . . . . . . . . . . . . . . . ...22
Hull Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
3.4.1 General Requirements . . . . . . . . . . . . . . . . . . . . . . . .23
3.4.2 Loading Conditions . . . . . . . . . . . . . . . . . . . . . . . . . .23
3.4.3 Structures Which Require Owner Conflation . . . . . . ...24
3.4.4 Structural Quality Standards. . . . . . . . . . . . . . . ...24
Hull Outfitting . . . . . . . . . . . . . . . . . . . . . . . . . . ...25
3.5.1 General Requirements . . . . . . . . . . . . . . . . . . . . . .25
3.5.2 Hull Piping Systems . . . . . . . . . . . . . . . . . . . . . . . . .25
3.5.3 Painting . . . . . . . . . . . . . . . . . . . . . . . . . . . ...26
3.5.4 Heating, Ventilation and Air Conditioning. . . . . . . . . . . ...28
Machinery . . . . . . . . . . . . . . . . . . . . . . . . . ...28
3.6.1 General Requirements . . . . . . . . . . . . . . . . . . . . .28
3.6.2 Main Propulsion Diesel . . . . . . . . . . . . . . . . . . . . . . ...29
3.6.3 Shafting and Propeller . . . . . . . . . . . . . . . . . . . . . .30
iv
TABLE OF CONTENTS (Continued)
3.6.4 Machinery Piping Systems . . . . . . . . . . . . . . . . . . . . . . . 31
3.6.5 Steam Generating Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
3.6.6 Auxiliary Diesels for Electric Generators. .. . . . . . . ...32
3.6.7 Hull Machinery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
3.7 Electrical. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...33
3.7.1 General Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . ...33
3.7.2 Generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..34
3.7.3 Power Dktribution System... . . . . . . . . . . . . . . . . . . 35
3.7.4 Motors and Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . ..35
3.7.5 Other Electrical Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
3.8 Automation, Centralized Control andMonitoring Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
3.8.1 Main Engine Remote Control System. . . . . . . . . . . . . . . ...37
3.8.2 Centralized Control and Monitoring System . . . . . . . . . . . . . ...37
3.9 Tests and Trials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
3.9.1 Machine amd Equipment Shop Test . . . . . . . . . . . . . ...38
3.9.2 Sea Trials . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...38
4.0 Practical Suggestions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
4.1 Check List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
4.2 Standruds and Practices . . . . . . . . . . . . . . . . . . . . . . . ...41
4.3 Specifications and Contract Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Appendix A — Questionnaires and Answer Summaries
Appendix B — Excerpts from Quality, Process and Inspection Standards
Appendix C — Proposed Changes to Maritime AdministrationStandard Specifications
Appendix D — Table of Contents for a Typical Japanese Shipyard’sStandard Specification for Tankers
Appendix E — Design Conditions
Appendix F — Instrumentation List
v
EX SCIENTIA EFFICIENS
vi
1.0 INTRODUCTION
1.1 Background and Task Objectives
Many U.S. shipbuilders and ownersexperience problems with each otherparticularly during design and produc-tion phases. Usually, most shipbuildertroubles stem from the following:
o Changes due to poor design/engineering-capability and/or insufficient clari-fication of technical matters withcustomers before contract award.
o Conflicts with owners’ representa-tives during production due tolack of prior discussions, negotia-tion and agreement before contractaward concerning: design and produc-tion practices, inspection accep-tance levels, authority of owners’representatives and selection ofmaterials as well as of machinerysuppliers.
Such conflicts are causing substantiallosses to both parties. Representativesof an owner noted that “...nowhere elsein the world is a great percentage ofthe construction cost of a vessel allo-cated to legal fees, accounting proce-dures and associated personnel.” [1]Such losses could be avoided if thoroughdiscussions and agreements characterizedprecontract negotiations in the U.S.
In order to avoid conflicts, the pur-pose of this publication is to provideguidance concerning technical items thatshould be clarified and/or incorporatedin contract specifications. Obviously,when conflicts are avoided, a ship’scost is reduced and both owner and ship-builder benefit.
1.2 Approach
In order to identify problems whichare due to lack of clarification during.pre-contract negotiations, the approachfor preparing this publication featured:
o Identification of technical mattersthat should be discussed and clarifiedduring precontract negotiations. (Allitems considered to be “theoretically”necessary were listed. Actual itemsdeemed to be caused by lack of clari-fication during negotiations, weresorted, analyzed and also included.)
o Identification of pertinent problemsexperienced by U.S. shipbuildersand/or owners. (Questionnaires weredistributed to a selected number ofshipyards and owners. Replies wereanalyzed, compiled and plotted asstatistical graphs which depict thecauses and/or substances of the prob-lems, both qualitatively and quantita-tively.)
[1] J.W. Boylston, W.G. Leback, “Toward Responsible Shipbuilding,” Transactions,SNAME, 1975.
1
With the data so obtained, researchersvisited several shipyards and owners inorder to discuss their responses in moredetail. Thus, this publication which isbased upon methodology generally appliedby Ishikawajima-Harima Heavy Industries,Co., Ltd. (IHI) of Japan, also reflectsopinions of U.S. shipbuilders and shipowners.
1.3 Troubles Experienced DuringConstruction in U.S. Shipyards
Questionnaires were sent to 15 ship-yards and to 25 owners. Ten shipbuildersand 9 owners responded. The question-naires and answer summaries are inAppendix A.
The questions were designed to pro-vide contrasting views concerning thesources of conflicts. The followingresponse summary identifies causes ofproblems actually experienced:
1.3.1 Problems
Question: What kind of matters did theproblems relate to?
Top Five Answers:
Rank Shipyard Owner
1 Engineering Engineeringor Design or Design
2 Inspection Quality ofWorkmanship
3 Approval PaintingProcedures
4 Painting ShipyardPractice
5 Shipyard InspectionPractice
2
Comments:
Both claim that “Engineering or De-sign” is the top problem area. Evident-ly, this is attributed to poor engineer-ing or lack of understanding of designfeatures during technical negotiationsbetween shipbuilders and owners.
The second rank provides quite a con-trast as shipyards identified “Inspec-tion” while owners blame “Quality ofWorkmanship.” Obviously, they have dif-ferent quality criteria.
“Painting” and “Shipyard Practice”seem to be regarded equally by ship-builders and owners.
3
4
5
6
7
Shipyard
Painting
VendorDrawings
LivingQuarters
Piping
MachineryOutfitting
Quality of
and “Quality’lQuestion: What was the nature of
troubles?
Top Seven Answers:
Rank
1
2
Vendor Material
Fabrication
Owner
Erection
Welding
Piping
Painting
Fabrication
MachineryOutfitting
Assembly
Comments:
Common “Practice” and “Quality” trou-bles relate to “Painting”, “Piping” and“Machinery Outfitting”. As shipbuildersand owners are recognizing the sameproblem areas, such hassles could beprevented rather easily by intensifyingexchange of information and data before-hand.
Shipbuilders complain about poor ordelayed vendor-drawings and poor qualityof vendor-supplied machinery or othermaterials. Because of such deficiencies,shipbuilders experience serious problemsin design and engineering which arecausing design changes and/or adverselyimpact on design schedules.
1.3.2 Causes
Question: What do
Top Five Answers:
you think causesduring construction?
Rank
1
2
3
4
5
Shipyard
UnexpectedOwner
Requirement
Unexpected OwnerRepresentative
Requirement
IncompleteContract
Negotiation
Poor Trouble-ShootingTechnique
UnexpectedUSCG
Requirement
Owner
PoorProductionQuality
PoorQualityControl
PoorDesign or
Engineering
IncompleteContract
Negotiation
Poor Trouble-ShootingTechnique
Comments:
The causes of trouble show significantdifferences between the two sides. Theowners blame “Poor Production Quality”,“Poor Quality Control” and “Poor Designor Engineering”. At the same ranks,shipyards are focusing on unexpectedrequirements from owners and their rep-resentatives in the field as majorcauses of troubles. Significantly, bothadmit that “Incomplete Contract Negotia-tion” is also a major cause. Both appre-ciate the need for more intensive con-tract negotiations.
1.4 Summary of Interviews
After assimilating the answers to thequestionnaires, the researchers visitedthree shipyards, two owners and oneindependent design firm in order toobtain details about problems reported.The results, categorized by major causesof trouble, are as follows:
1.4.1 Troubles Caused by OwnerFurnished Drawings
Examples of problems experienced by ashipyard which ranked "Engineering orDesign” first in response to the ques-tion “What kind of matters were thetroubles related to?”, are:
Example No. 1:
Owner-furnished hull lines and propel-ler drawings were modified by a ship-yard. During sea trials there was unac-ceptable vibration.
Example No. 2:
Regarding certain fittings, an ownerinsisted on more elaborate design de-tails and better quality than was indi-cated on a guidance plan furnished bythe owner as part of the contract.
In both cases the shipyard was con-fronted with a hold-harmless clause inthe contract which, being a generalityrather than a true specification, stipu-lated that, “The Contractor shall beresponsible for the construction, usinggood shipbuilding practice, of a com-plete and seaworthy ship.”
Such troubles raise the question of“liability” of the design drawingssupplied by an owner or owner’s designagent. Normally, design agents do notwarrant or assume responsibility for anyexpenses for damages originating fromdesign. In most cases, a shipyard isforced to concede and bear the burdenregardless of responsibility. To avoidproblems originating from owner-furnish-ed drawings, a shipyard should have alawyer draft for inclusion in contractsa statement to the following effect:
"Any defects or errors discovered inowner-furnished drawings shall besolved by taking appropriate measuresupon consent by both parties. TheContractor (shipyard) shall not as-sume responsibility nor bear theexpenses incurred in any damages orrework, etc., originating from thedefects or errors in owner-furnisheddrawings.”
1.4.2 Troubles Related to Owners’Inspectors
Some examples of problems experiencedby shipbuilders that are due to fieldinspectors who represent owners, are:
Example No. 1:
A hull block was inspected and ap-proved by one inspector in a shop duringa scheduled period allowed for inspec-tion immediately following block comple-tion. Later, the same block was rejectedby another inspector at the buildingberth during hull erection.
Inspections by several different peo-ple are apt to cause inconsistency andconflicts in judging quality or workman-ship. Each inspector employs to someextent, unique criteria for judgingquality. For example, removal of minoritems which do not affect hull struc-ture, such as lugs and padeyes used inbuilding processes, may be of no concernto the first inspector. Yet, a secondinspector at the building site may in-sist on their removal although scaffold-ing is then required and costs for thesame work are significantly increased.
Example No. 2:
A piping and valve arrangement had tobe relocated to satisfy a requirementfor accessibility and maintenance asdetermined by a ship’s engineer whoarrived in the yard before his ship wasdelivered. The arrangement had beenpreviously approved by one of the own-er’s inspectors who judged that therewere no operability or maintainabilityproblems. Yet, the shipyard had to re-work the arrangement on board at greatexpense, as the requirement from theship’s engineer prevailed. This is atypical example of inconsistency injudgement between individuals. To avoidsuch problems, an owner’s chief repre-sentative stationed in a shipyard shouldhave authority to consolidate require-ments raised by all other of the owner’srepresentatives and should present foraccomplishment only those considerednecessary to meet the requirements ofthe contract plans and specifications.
4
Another shipbuilder complained thatone owner had more than ten inspectorsstationed in the yard during the wholeproduction period. Also, this ratherpermanent group was supplemented by oneor two specialists having very parochialconcerns who arrived periodically. Allwere loosely organized. As a result,inspectors individually listed theirrequirements and randomly presented themto various shipyard personnel withouthaving them screened by the owner’schief inspector who was responsible forselecting the items to be executed.
Much confusion was caused in produc-tion because the various inspectorswere submitting inconsistent require-ments. The matter became worse when theship’s crew joined the inspection teamjust before ship delivery creating re-work under on-board, adverse conditionswith great potential for disrupting thescheduled delivery date and schedulesfor other ships being constructed. Suchproblems could have been avoided if theowner’s chief representative had greatercontrol over his assistants and theship’s crew.
On the other hand, owners assign manyinspectors when they do not trust a ship-yard’s quality and workmanship. Ship-builders can establish such trust witheffective systems for statistical con-trol of quality and accuracy. Statisti-cal evidence of how a shipbuilding sys-tem performs, presented during pre-contract negotiations, will assure aknowledgeable owner that less inspectionis justified and the consequences willbe improved quality and productivityfrom which both parties will benefit.
Also, just as much as some ownertschief representatives do not coordinatethe activities of their inspectors,within some shipyards there are inade-quate management systems for decisiveprocessing of reports by owners’ inspec-tors. Petty squabbles sometimes eruptbecause a weak shipyard manager avoidsresolving responsibility conflicts, suchas between engineers and contract ad-ministrators, or because designers “taketoo long to study the problem and pro-pose expensive fixes.” Production peopleoften then barge ahead with fixes ofsome sort without knowledge of possibleconsequences or without recording costsspecifically due to such rework.
The only solution is assignment of asingle shipyard authority to consolidateowner reports of unsatisfactory featuresand to respond in accordance with asingle shipyard policy.
1.4.3 Other Problems Experienced by
o
Shipyards
There are insufficient quality andinspection standards particularly foraccuracy in hull structure and forpainting. Typical such documents, ex-cerpts are in Appendix B, which avoidmany conflicts between owners andJapanese shipbuilders are:
5
- Japanese Shipbuilding QualityStandard - Hull Part (JSQS) which ispublished by The Society of NavalArchitects of Japan for the benefitof all Japanese shipyards. The sta-tistically derived contents describethe normal accuracies for commonstructural details achieved by theshipbuilding industry. Thus it is notconceived arbitrarily or by consen-sus. As it reflects what the industrydoes normally with normal shipyardwhere withal, the publication is ref-erenced in contracts so as to avoidowner/shipbuilder disputes concerningstructural accuracy. [2]
- Shipbuilding Process and InspectionStandard (SPAIS) which is publishedby IHI for the benefit of IHI ship-yards and which is referenced incontracts.
- Quality and Inspection Standard forShips Painting (QISSP) which is pub-lished by IHI for the benefit of IHIshipyards. Although some written des-cription is included, the publicationconsists mostly of perfectly repro-duced color plates that clearly showdifferences in the various degrees ofsurface preparation that owners andIHI shipbuilders discuss during pre-contract negotiations and ultimatelyreference in contracts.
o Contract specifications based on stan-dard specifications published by theMaritime Administration (MarAd), aretoo detailed. Little room is left toprovide alternatives.
o The scope of approval plans are tooextensive.
o In some cases owner’s options aretoo extensive. For example, one con-tract included an owner option tochange the propulsion system from“steam” to “diesel”. Reportedly, theshipyard had to prepare two designspending the owner’s selection.
o Brand names accompanied by “or equal”are defacto specifications for thebrand names. Shipyards have difficultyin negotiating prices with such sup-pliers. Eventually, the shipyard payshigher prices as owners’ preferencesusually prevail.
o There is inadequate communication be-tween shipyards’ design and productionfunctions. In the absence of a docu-mented build strategy prepared andcontinually refined by production en-gineers, production requirements areneglected in contract design and sub-sequent design phases.
[2] A project to so collect, combine and publish structural accuracies normallyachieved by U.S. shipbuilders, is to be implemented by the National ShipbuildingResearch Program with a schedule start early in 1985.
6
2.0
2.1
BASIC OBJECTIVES AND STRATEGIES OFPRE-CONTRACT NEGOTIATIONS
Objectives
The traditional objective of pre-contract negotiation is to only define avessel’s performance, material qualityand functional requirements of machinerysystems and equipment. However, thesedefinitions establish the bases of mate-rial costs, but not necessarily laborcosts. The latter are normally basedupon a shipyard’s normal practices,production processes, quality of work-manship, etc., which could be easilyaffected by non-standard owner require-ments.
Defining the factors which are pecu-liar to a shipyard during pre-contractnegotiations is equally important. Theymust be reflected in the specificationrequirements and contract price ulti-mately negotiated. In other words, formodern shipbuilding systems, the primaryobjective of pre-contract negotiationalso includes obtaining clear mutualunderstanding of how the ship is goingto be built, and what quality and work-manship is assured by the shipyard.
The efforts for such definition maynot be necessary for long-time customerswho are quite familiar with a shipyard’spractices. For instance, a ship built inthe past by a yard could be selected ascriteria for a ship to be built. Buteven then, conflicts may occur if thereare significant changes in immediatelyassigned owner and shipyard personnel orif the ship’s nature or quality require-ments are really quite different fromthe one previously built.
Of course, more prudence is requiredwhen dealing with first-time customerswho have no experience with or knowledgeof the yard. By clarifying how a ship isgoing to be built, and what quality andworkmanship is assured by the shipyardduring pre-contract negotiations, unex-pected requirements after contract awardare minimized.
The understandings and/or agreementsreached during pre-contract negotiationsshould be documented in the contract orin the contract specifications or at-tached as memoranda to either one. Other-wise, there will be no evidence of under-standings even though the matters hadbeen thoroughly discussed and agreedupon between the two parties.
2.2 Importance of Pre-ContractNegotiation
2.2.1 General
Pre-contract negotiations are quitetime consuming if all engineering andproduction matters are to be addressed.However, both a shipbuilder and ownermust be patient enough to spend the timerequired to clarify ambiguities in pro-posed contract plans and specificationsthat could generate serious conflicts inthe future.
Questionnaire responses confirmed thatsuch troubles mostly occur late in theoverall process as a ship is being con-structed on a building berth. The laterproblems occur, the costlier they are tosolve.
A drawback of traditional contractplans and specifications is that theyare design- rather than production-oriented. This is due to the fact thatmost are prepared by an owner or owner’sdesign agent for bidding purposes. There-fore, the absence of production require-ments in such plans and specificationsshould be expected.
A shipyard is responsible to examineproposed contract plans and specifica-tions from a production standpoint aswell as engineering’s and to proposemodifications and/or additions in orderto include production’s build strategyand other needs during pre-contractnegotiations. Needless to say, suchconsiderations should be thoroughly dis-cussed and settled before fixing a con-tract price and before including them inappropriate contract documents. Further,a shipbuilder cannot effectively nego-tiate without a professional production-engineering capability to formally docu-ment a build strategy and other produc-tion requirements before negotiationsstart.
In some cases, shipbuilders defer suchnegotiations to a post-contract stagemerely to expedite signing contracts.Obviously, such practice is risky as itis much easier to solve problems before-contract award where theship’s price allows morenegotiate.
2.2.2 Contract Plans
Not all U.S. shipyards
absence of afreedom to
have sufficientengineering capability to prepare con-tract plans and specifications. Tradi-tionally, contract plans are furnishedby an owner’s technical department ordesign agent, mainly for bidding pur-poses. Accordingly, such documents onlydefine functional requirements anddisregard producibility considerations.
In contrast, most Japanese shipyardshave powerful basic-design capabilitiesin order to design and produce any shipfrom scratch. Thus, they are able totreat basic or contract design as partof a shipbuilding process. They readilyincorporate a build strategy and produc-tion practices and standards as meansfor preventing conflicts particularlyduring construction.
A shipyard’s basic design capabilityaffects the character of contract design.In modern shipbuilding systems, basicdesign assimilates production-engineer-ing inputs and produces a product-oriented contract design, i.e., one thatfully protects a shipyard’s productionpolicies.
Therefore, a shipyard must foster orcontrol a competent basic design func-tion which can participate in negotia-tions in order to insure that the yard’sproduction concerns are incorporatedin proposed contract documents preparedby an owner or owner’s design agent.Ideally, a shipyard would have the capa-bility to both design a ship to meet aprospective owner’s basic requirementsand to produce the contract plans andspecifications in-house.
However, if a shipyard has capableproduction engineers who can devise,formally document and convey a buildstrategy and other pertinent productionconcerns, the shipyard’s employment of adesign agent to function as a basic-design capability and to participate inbehalf of the shipbuilder in negotiatinga contract design, could also be effec-tive. In short, the major need is forproduction engineers who are able toadequately communicate with designersregardless of where the latter arelocated.
Basic or contract design is part ofthe shipbuilding process in modern ship-building systems.
8
If a shipyard has or controls suchcapability, an owner would only have toprovide a conceptual specification whichaddresses basic characteristics whiledeferring preparation of contract plansto the shipyard. This approach permits ashipyard ideal freedom to incorporateproduction-engineering matters while, atthe same time, satisfying owner require-ments.
Obviously, an owner and a shipbuilderwould have to elect some way, a letterof intent perhaps, to encourage theirnegotiation of a mutually-satisfactorycontract design. Sophisticated ownershave pertinent experience and at leastone has successfully completed suchnegotiations with two U.S. shipyards asof September 1984.
In order to expedite preparation ofcontract specifications, a shipyardshould establish standard specificationsfor each type of ship which the shipyardintends to construct, e.g., tanker, bulkcarrier, container ship, etc.
MarAd standard specifications couldprovide a suitable format but should beexpanded to include production practicesand standards that a shipyard will ac-tually apply. However, shipbuilders mademany complaints regarding the contentsof MarAd standard specifications whichare no longer mandatory but, in theabsence of other such compilations,influence traditional preparation ofshipbuilding specifications. Proposedchanges and reasons therefore, to adaptMarAd standard specifications as ship-yard standard specifications, are pre-sented in Appendix C.
The scope of contract plans and guid-ance drawings required if MarAd stan-dard specifications are invoked, is tooextensive. For example , most Japaneseshipyards employ only contract speci-fications and a general arrangement. Pro-duction practices and inspection stan-dards are only invoked when a shipyardand owner are not familiar with each
Although other plans are discussedwith an owner during pre-contract nego-tiations, e.g., preliminary midship sec-tion, machinery arrangement, piping dia-grams, electric-load analysis, electricone-line diagrams and hull/machinery/electric back-up calculations, they arenot usually included in a contract pack-age. If mutual understanding has beenreached on such preliminary drawingsduring pre-contract negotiations, thereis no necessity to include them as con-tract plans.
2.3 Items to be Discussed DuringPre-Contract Negotiations
If contract plans and specificationswere prepared by an owner or owner’sdesign agent, a shipyard should spendsufficient time to review them from bothdesign and production viewpoints. Re-views by production engineers are espe-cially necessary to identify items whichwill not meet their production practicesor facilities. Such items should belisted in priority order together withproposed solutions so that they may beefficiently discussed during pre-contract negotiations.
Another practical procedure is to havea standard check list which identifiesmajor design and production items thatshould always be discussed with prospec-tive owners.
Pre-contract negotiations should firstaddress general matters so that they areclarified before entering into discus-sions concerning details. The followingare some of the major items which shouldbe addressed on a priority basis duringthe initial discussion stage:
other.
9
2.3.1 General
o
o
0
o
Applicable rules, regulations, etc.
Owner’s plan-approval procedures,scope of approval drawings, authorityof owner’s representatives/superinten-dents to be stationed in the shipyard,design changes, cost adjustments, etc.
Building strategy and methods, produc-tion processes (i.e., hull-block con-struction, zone outfitting, zonepainting), inspection and accuracystandards, painting systems, etc.
Significance of statistical controlmethods and schedule adherence toboth owner and shipbuilder.
Vendors/suppliers of major machineryand equipment.
Guarantee items, e.g., deadweightspeed, fuel consumption, and delivery.
Sea trials, testing, etc.
2.3.2 Hull
o
o
o
Principal hull particulars with backupcalculations, i.e., trim and stabilitycalculations, speed-power calcula-tions, etc.
General arrangement including cargohold/tank arrangement and cabin ar-rangement.
Cargo loading/unloading systems suchas:
- for tankers, cargo pumps and cargopiping system;
- for dry-cargo ships: cargo gear(derricks, deck cranes, etc.).
o Bases for structural design, i.e.,scantling draft, heavy-cargo loading,alternate-hold loading, ice strength-ening, double-bottom reinforcementfor grab-bucket handling, deck rein-forcement for deck cargo, fork lifts,vehicles, etc.
o
o
o
Bases for design of hull systems,machinery and equipment, i.e., heat,ventilation and air conditioning;mooring, reefer stores, cargo hatches,cargo winches/gear, fire fighting,etc.
Major hull-piping diagrams.
Special equipment/systems, i.e.,container-cell guides/fittings, etc.
2.3.3 Machinery
o
o
o
o
o
o
Principal-machinery particulars withbackup calculations, i.e., heat bal-ance, etc.
Bases for design of machinery systems.
Machinery arrangement.
Main-engine and ancillary systems.
Piping diagrams for machinery systems.
Bases for shafting and propellerdesigns.
Engine-room automation systems andmain-engine remote-control system.
Workshop/storeroom arrangements.
2.3.4 Electrical
o
o
o
o
o
o
o
o
o
10
Principal electrical-particulars withbackup calculations, i.e., electric-load analysis, etc.
Bases for design of electrical systems.
One-line electric wiring diagrams.
Arrangement of electrical equipment.
Control console in engine-controlroom.
Bridge console.
Switchboard, group starter panels, etc.
Navigation equipment.
Wireless equipment.
In order to facilitate discussion, thespecifications should be organized sothat a description of each ship-systemcan be read in a single chapter or sec-tion instead of having to refer to var-ious parts of the specifications. Also,general matters should be written in thebeginning of a chapter with detaileddescriptions following.
Appendix D contains the table ofcontents for a typical Japanese ship-yard’s standard specifications fortankers.
Building methods, production proces-ses, inspection/testing standards, etc.,are usually not detailed in a specifica-tion but, instead, are organized asseparate booklets , and are invoked asnecessary by reference in the contract.Typical such documents are:
o “Japanese Quality Standards - HullPart (JSQS) 1982” published by theResearch Committee on Steel Ship-building, The Society of NavalArchitects of Japan.
o “Shipbuilding Process and InspectionStandards (SPAIS)” issued by IHI.
o “Quality and Inspection Standards forShips Painting (QISSP)” issued by IHI.
Excerpts are included in Appendix B.
11
3.0 TECHNICAL MATTERS TO BE CLARIFIED
3.1 General
As mentioned in the previous chapters,owners’ and shipbuilders’ interpreta-tions of specification requirements of-ten differ. Quality criteria, such asworkmanship acceptance-levels, surfacetreatment for painting, welding, etc.,are in many cases quite difficult todefine and sometimes must depend onpersonal determininations. Naturally,there are conflicts. Therefore, thoroughdiscussions are essential to arrive atunderstanding of each other’s intentions,ideas and concerns, so that commoncriteria which is satisfactory to bothparties may be established.
Specification descriptions should besufficient enough to define requiredfunctions, performances and qualitylevels. Descriptions that are too vaguewill cause different interpretationswhile descriptions that are too detailedwill restrict a shipyard’s freedom toselect equivalent alternatives. Also, ashipyard’s responsibility should beclearly defined so that it is protectedfrom irrational and unrealistic claims.
Before entering into contract negotia-tions, a shipyard must fully examine anddigest requirements and meanings ofproposed contract plans and specifica-tions, especially those proposed by anowner or owner’s design agent.
Problems should be listed in priorityorder together with proposed solutions.Review by production engineers as wellas engineering people is essential inorder to incorporate a building strategythat best suits a shipyard’s normalprocesses. Responsible production per-sonnel should participate in pre-con-tract negotiations.
Standards which are intended to beused for design , materials, production,inspection, testing, etc., should beprepared for presentation during negoti-ations. An owner’s understanding ofproduction processes and configurationsof standard products, is greatly facili-tated when a shipyard employs visualaids.
Check lists should be employed toensure that no major item which requiresclarification, is overlooked.
13
Generally, a contract specificationconsists of general provisions andhull, machinery and electrical specifi-cations. The latter provide specificrequirements for each non-general cate-gory. As the U.S. Maritime Administra-tion Standard Specification for SlowSpeed Diesel Merchant Ship Constructionis so organized and generally serves asthe pattern which U.S. owners, designfirms and shipbuilders employ, it willbe used as a basis for discussion in thefollowing passages which address techni-cal items which should be further clari-fied. Pertinent references are parenthe-sized. [1]
3.2 General Provisions (Section 1*)
3.2.1 General SpecificationRequirements (Article 2)
o Liability of the Shipyard
The legal liability of a shipbuilderto correct errors and/or defects inengineering, materials and productquality is always a conflicting issuebetween a shipbuilder and an owner,especially when the contract plans andspecifications are furnished by anowner or owner’s design agent. Someexamples are described in Part 1.4.1.
Although a shipyard shares responsi-bility to detect and correct sucherrors before contract award, thereare some errors that cannot be dis-covered until some degree of detaildesign is accomplished. As a shipyardshould have protection from bearingthe expense of such errors, as statedpreviously and repeated for emphasis,a lawyer should be retained to draftfor inclusion in contracts a statementto the following effect:
o
“Any defects or errors discovered inowner-furnished drawings shall besolved by taking appropriate mea-sures upon consent by both parties.The Contractor (shipyard) shall notassume responsibility nor bear theexpenses incurred in any damages orrework, etc., originating from thedefects or errors in owner-furnisheddrawings.”
Shipbuilding Practice, QualityStandards
Quality of workmanship is most dif-ficult to define. Conflicts duringinspection by an owner’s representa-tive, such as those described in Part1.4.2 are troublesome if there are nopre-established quality standards orcriteria. Quality standards such asJSQS (see Appendix B) which are de-rived analytically from statisticalcontrol methods in order to describehow work processes normally performthroughout a shipbuilding industry,are necessary and should be invoked incontract specifications or otherwisemade part of the contract by reference.
3.2.2 Principal Characteristics(Article 3)
If a shipyard proposes a basic designfor a ship requirement, the shipyardshould also present principal character-istics with supporting data such as trimand stability calculations, speed-poweranalysis, etc. in order to provide as-surances to a prospective owner. Inaddition, a shipbuilder should supple-ment description of principal character-istics in a specification with a ship’sgeneral description such as the follow-ing:
[1] Standard Specification for Slow Speed Diesel Merchant Ship Construction datedJune 1980. Many of the hull sections listed in the Table of Contents do not appear inthe body of the specifications. Instead, reference is made to the U.S. MaritimeStandard Specifications for Merchant Ship Construction dated January 1979, which wasdeveloped primarily for steam propulsion plants. Herein, an asterisk (*) denotes suchreferences.
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“The vessel shall be designed and con-structed as a single screw, dieseldriven, bulk carrier with the machin-ery space and all accommodations in-cluding the navigation bridge, locat-ed aft.”
“The vessel shall have a single contin-uous freeboard deck with a detachedforecastle, and six (6) tiers of deckhouse situated on the aft upper deck,and shall have a bulbous bow, rakedstem and transom stern.”
“The vessel shall satisfy one compart-ment damage stability.”
“The hull under the upper deck shall bedivided by watertight bulkheads toform the following compartments:
Fore peak tank
Six (6) dry-cargo holds
Engine room
Aft peak tank”
“Detail arrangement shall be in accord-ance with the General ArrangementPlan.”
“Cargo holds shall be constructed assingle hull with hopper-sided double-bottom and top side-tanks as shown onthe General Arrangement Plan.”
“Side hoppers shall have a slope ofapproximately 45 degrees and the topside-tanks shall have a bottom slopeof approximately 30 degrees, bothagainst the horizontal plane.”
“The vessel shall be capable of loadingcargo in the following conditions:
1)
2)
3)
Dry homogeneous cargo in allcargo holds.
Ore homogeneous cargo in Nos. 1.2, 4 and 6 cargo holds andother cargo holds empty.
Grain Cargo with one slackwithout any grain shiftingboards.”
the
hold
“No. 4 cargo hold shall be used eitheras a dry cargo hold or water ballasttank (full or empty).”
“Cargo shall not be loaded in top side-tanks.”
“Cargo gear to be fitted.”
3.2.3 Laws, Classification, Rules andRegulations (Article 5)
o Effective Dates of Laws, Classifi-cation Rules and Regulations
Usually, pertinent laws, classifica-tion rules and regulations effective atthe date of contract, are the bases of aship’s contract price. However, if anowner wishes to apply any revision inthe laws, classification rules or regu-lations which becomes effective afterthe final bidding date or the contractdate, a shipyard should treat such arequest as a “change of contract”. Theshipyard should then submit a quotationto the owner stating the cost differenceto make the change and the affects onthe ship’s characteristics (i.e., dead-weight, speed, etc. ) and/or on guaranteeclauses such as for ship’s delivery.
Further, shipbuilders should retainthe right to reject such requests unlessthe owner accepts the shipyard’s perti-nent quotations. This right should beclearly stated in each shipbuildingcontract or in associated contract spe-cifications with words having the fol-lowing effect:
15
“Anything not mentioned in these speci-fications but required by the Classi-fication Society or Regulatory Bodieslisted herein, and as effective at thedate of ** , shall be suppliedand/or equipped by the Contractor. Anychanges and/or modification of Regula-tory Bodies’ rules effective after
** , shall be treated as a changeto the Contract, and the ship’s price,characteristics, guarantee terms,etc., if affected, shall be adjustedaccordingly. “ (** designates finalbidding date or contract date, which-ever is the case.)
o Certification
Some problems occur when a ship isto be registered in foreign countries,e.g., Panama and Liberia, and built torules which are different from thosewhich apply to U.S. registered ships.Regardless, some owners may requireapplication of U.S. rules and regula-tions “just as design criteria” while others may want rigid adherence inorder to maintain "reflagging”, i.e.,changing from foreign to U.S. regis-tration, an easy to accomplish post-delivery option.
Usually, the former case does, notrequire strict application of U.S.rules nor U.S. Coast Guard (USCG)approved equipment such as for lifesaving and fire fighting. In the lat-ter case, such equipment requires USCGcertificates. As USCG regulations mustbe strictly applied when an ownerapplies for U.S. registration, a ship-yard should confirm pertinent owner-intentions during pre-contract nego-tiations.
3.2.4 Plans (Article 6)
Unless absolutely required, the scopeof contract plans and guidance plansattached to a contract should be mini-mized. Such proposed plans to be listedin a contract should be carefully dis-cussed regarding their intent duringpre-contract negotiations.
If an owner or owner’s design agentproposes contract and guidance plans,the shipyard must be sure that principalcharacteristics or performance of thecontemplated ship are sustained especi-ally when speed, deadweight, etc., areto be guaranteed by the shipyard. Forexample, Hull Lines, Midship Section andScantling Plans are the key drawihgsthat affect a ship’s speed, lightshipweight, trim, stability, etc. Avoidingthese responsibilities unless basic de-sign is performed by the shipyard, isadvisable.
If a builder’s guarantee is required,the shipyard should during pre-contractnegotiations include the affects onprice and delivery for the shipyard toconfirm the power estimate, lightshipweight calculations, etc., to be pro-vided by an owner or owner’s designagent.
If business circumstances dictateotherwise and a guarantee is still re-quired, the shipbuilder should at leastobtain copies of the pertinent powerestimate, lightship weight calculations,etc., prepared by an owner or owner’sdesign agent. Such documents are neededas evidence for protecting the shipyardif related deficiencies are found atship’s completion.
Typically in Japan, contract plans arefurnished by shipyards and usually con-sist only of Ship Specifications and aGeneral Arrangement supplemented byQuality and Inspection Standards whichare also regarded as contract plans.
In the Japanese shipbuilding industry,Lines, Midship Section, Machinery Ar-rangement and other guidance plans,usually regarded as contract plans inthe U.S. shipbuilding industry, are onlyprepared as preliminary plans for pre-contract negotiations to confirm anowner’s concept and requirements. Finalsuch plans are submitted to the ownerfor approval after contract award.
16
Thisowners
approach, mutually beneficial toand shipyards, saves time and
costs associated with preparation ofcontracts. As detailed engineering isperformed based on the latest technicalinformation furnished by material andmachinery suppliers, design errors andchanges after contract award are mini-mized.
3.2.5 Weight and Center of Gravity(Article 7)
Usually, submittal of weight and cen-ter of gravity calculations are notrequired in a commercial ship contract.However, if the contract and guidanceplans are being furnished by an owner orowner’s design agent, the shipyardshould request lightship-weight calcula-tions and other necessary back-up datafrom the owner.
During pre-contract negotiations,lightship weight should be clearly de-fined because sometimes the definitionsused for foreign registration differfrom the standard U.S. definition.
3.2.6 Stability and Subdivision(Article 8)
o One Compartment Damage Stability
One compartment damage stability isnot normally required for commercialdry-cargo ships. However, when specifi-cally required, basic conditions such aspermeability, margin line, list, etc.,should be defined in the contract speci-fications.
o Trim and Stability Calculations
Defining typical ship conditions fortrim, stability and longitudinal bend-ing-moment calculations, is advisable.For a commercial cargo ship or oil tank-er, the following conditions are normal-ly sufficient:
- Full-load (maximum draft) departureand arrival conditions with homogen-eous cargo.
Heavy ballast (at rough sea), depar-ture and arrival conditions.
Normal ballast, departure and arrivalcondition.
For grain cargo, departure and arri-val condition with grain storagefactor in accordance with SOLAS re-quirements.
For alternate cargo-hold loadings,full-load departure and arrival conditions with cargo holds loadedas designated.
Each of the above may need calcula-tions with fuel and fresh-water tanksfully loaded and partially loaded, de-pending upon voyage legs.
3.2.7 Model Tests and Ship PerformancePredictions (Article 9)
Hydrodynamic, speed and maneuverabilityanalyses can now be obtained with highaccuracy through use of computers. Thus,model tests are not always necessary fordesigning even some high-performancehull forms. Because their computer anal-ysis techniques are proven to be reli-able, some shipbuilders have eliminatedneed for tank testing models. They spe-cifically identify expense for an own-er’s requirement to tank test a model asan incremental cost added to the ship’sprice.
One shipbuilding firm having hullnumbers up to nearly 3,000, has neverhad to pay a penalty for not fulfillingguaranteed speed and fuel consumption.Current practice is to rely almost ex-clusively on computer analyses in lieuof model tests. Further, that firm iswilling to perform such analyses forother shipbuilders and to guaranteepredicted speed and fuel consumption.Costs in terms of both money and timewould be favorable compared to tradi-tional tank testing.
17
Sometimes an owner does not have con-fidence in a shipyard’s computer ob-tained predictions and requires modeltesting as confirmation. If still notsatisfied, the owner may ask for modifi-cations in the hull form necessitatingadditional model testing with the possi-bility of adverse impact on the ship-builder’s design and production sched-ules. Thus, such requirements should bethoroughly discussed during pre-contractnegotiations. Is the objective to createa hull form or to confirm existinglines? In both cases, the method, compu-ter or tank testing a model, should bedecided before contract award.
3.2.8 Vibration and Noise (Article 11)
o Vibration
Vibration acceptance levels areusually vague and can cause conflictsbetween owners and shipbuilders. Thereare some acceptance levels for verti-cal and horizontal readings proposedby Meister, Janeway, Johnson andAyling; Kumai, Kanazawa, ISO, etc.,but these are only suitable as refer-ences when a problem occurs. Nonethe-less, a shipyard should be preparedwith some criteria which are interna-tionally accepted.
For diesel ships in particular, con-ducting a hull-vibration analysis dur-ing basic design is extremely prudent.If unacceptable resonant vibration islikely to occur, appropriate counter-measures could be taken in a timelymanner. Remedial efforts following seatrials are usually very costly.
3.2.9 Access for Inspection DuringConstruction (Article 13)
Where zone outfitting and painting ofhull blocks is practiced, shipyard pro-cedures should insure that hull-blockinspections and outfitting and paintingwork are scheduled so that they do notinterfere with each other. Pipe piecesmay be tested following their manufac-ture in a shop. Also, pipe assembliesare usually tested following on-unit oron-block outfitting. [2]
Final tests of whole systems are madeduring dock and sea trials. What shouldbe tested and when tests will be made,should be discussed during pre-contractnegotiations so that an owner’s residentsuperintendent comprehends a shipyard’stest plan and schedule beforehand.
Provision for temporary openings in ahull to provide access to an engineroom, etc. during hull construction andoutfitting, should also be discussed andagreed upon during pre-contract negotia-tions.
3.2.10 Inspection (Article 14)
Inspection has been discussed previ-ously and is one of the major causes ofowner/shipbuilder arguments.
Questionnaire responses disclose thatboth owners and shipbuilders considerinspection to be the source of manyproblems. Where there are no agreeableacceptance standards, such conflicts,often bitter , will continue. Experiencesdisclose that the most problematic areasare:
o
o
Misalignment of hull structuralmembers, piping, etc.
Indents on shell, deck and bulkheadplates.
[2] “Unit” designates an assembly of just fittings; no hull structure is represented.
18
o
o
o
o
Welding.
Surface preparation for painting.
Removal of: deposits due to weldsplatter, temporary pieces fromstructural assemblies, etc.
Completion status of hull, outfit andpainting work at times scheduled fortests.
Acceptance criteria regarding theforegoing usually differ-between indi-viduals and are difficult to definewithout authoritative backgrounds.Therefore, acceptance levels or criteriaestablished by institutions, such asclassification and professional soci-eties having representation by ownersand shipbuilders, are most suitable forarriving at criteria acceptable to allconcerned.
The “Japanese Shipbuilding QualityStandard - Hull Part” (JSQS) maintainedby The Society of Naval Architects ofJapan is even more effective than atraditional standard because it is acompilation of accuracies achieved bythe Japanese shipbuilding industry whenwork is normally applied. JSQS whenreferenced in contracts becomes thebasis for mutual agreement concerningaccuracies for many structural detailsthat an owner can expect and that ashipyard can readily achieve with nor-mally-applied methods. Pricing is fixedaccordingly based on normalcy.
If for some very special ship, higherorders of accuracy are required, then,JSQS is employed by both parties as thebaseline for negotiating costs that willoccur due to having to apply specificextraordinary work methods in order toachieve specific increases in accuracyfor specific structural details. JSQS iswidely used by Japanese shipbuilders,particularly for export ships.
In addition, some shipyards in Japanestablished their own standards such asIHI’s “Shipbuilding Process and Inspec-tion Standards” (SPAIS). Another goodexample is IHI’s “Quality and InspectionStandard for Ships Painting” (QISSP).Because words are not adequate to de-scribe certain conditions, particularlyregarding grades of steel-surface prepa-ration for painting, exquisite colorphotos are incorporated that serve forcomparison by an inspector in order todetermine acceptance of an actual sur-face prepared in accordance with a veryexacting specification.
As photographs of sufficient qualitycannot be reproduced herein, the follow-ing captions from IHI’s QISSP serve toconvey some idea of the fine distinc-tions in surface-preparation grades thatcan only be ascertained by managers,workers and inspectors by reference toexquisite photographs:
ISP-A Shot Blast Cleaning - Millscale has been removed completely, andthe remaining traces, after removal ofmill scale, are partly visible in theform of spots or stripes.
ISP-B Shot Blast Cleaning - Millscale has been removed completely, andlittle remaining traces after removalof rust are visible.
ISC-B Disc Sanding and Power Brushingto Burnt Areas where Long ExposureWash Primer has been applied. Almostall rust has been removed, and shopprimer near the burnt area is changedin color.
ICC-A Disc Sanding and/or PowerBrushing to Burnt Areas where LongExposure Wash Primer has been applied.Rust remaining in pits is visible, andshop primer near the burnt area ischanged in color.
19
Once such standards have been created,they are explained during pre-contractnegotiations and attached as contractplans or invoked by the specificationswith words having the following effect:
“The vessel shall be built under thesurvey of the Classification Society,and construction, machinery, outfitand equipment of the vessel shall beinspected and tested as set forth inthe Contract, and also in accordancewith JSQS, SPAIS and QISSP.”
3.2.11 Materials and Workmanship(Article 15)
o Design Conditions
For conventional commercial-shipcontracts, stipulating resultantforces due to roll and pitch and dueto static trim or list conditions, isnot necessary. However, if any stipu-lation is specifically required, theshipyard should select appropriatefigures considering a ship’s charac-teristics.
Other design criteria, such as sea-water and air temperatures for coolingsystems, cleanliness factor for heatexchangers, margins for propeller de-sign, fluid viscosities, etc. shouldalso be stipulated for design of machin-ery-systems.
3.2.12 Hull Protection During OutfitPeriod (Article 16)
When Construction Differential Subsi-dies (CDS) are not applicable certainrequirements, such as hull protectionduring outfitting, are not mandatoryunless specified by an owner. Shipbuild-ers who have mastered zone-oriented,integrated hull construction, outfittingand painting, achieve nearly completeoutfitting and painting at launching andcan effect delivery within the two orthree months following. Thus, whetherthere is need for special hull protec-tion between launching and delivery,should be discussed during pre-contractnegotiations.
3.2.13 Launching and Dry-Docking(Article 17)
o Dry-Docking
If the period between launching andsea trials exceeds three months, theunderwater hull surfaces and propellercould become fouled by barnacles,slime, etc. Dry-docking would thenbecome essential for cleaning to in-sure that guaranteed speed can bedemonstrated during sea trials. Cleanhull conditions are also essential forvalid comparisons of sea-trial resultswith model tank-test results and to apropeller design.
3.3 Planning and Scheduling, Plans,Instruction Books, etc. (Section 100)
3.3.1 Approval Plans
Prior to a pre-contract negotiation, ashipyard should prepare a proposed listof plans specifically identified forsubmittal for approval by the owner,classification society and/or pertinentregulatory bodies.
As compared to practice in Japan,there is a tendency in the U.S. to sub-mit too many plans for approval. Planapprovals should be limited to function-al system drawings only. If necessary,they should be annotated with whateveris of special interest to a reviewer.
For example, if the minimim height ofan expansion tank is of concern, a notewhich would specify the minimum heighton a system diagrammatic would be suffi-cient and alleviate having to submit adetailed arrangement which is more dif-ficult to review for the same purpose.Detail yard plans and work-instructiondrawings are only required for produc-tion purposes and need not be submittedfor approval. All parties benefit fromsuch shipyard discernment.
20
The following is the standard scope oof submittals for owner approval when
Hull Outfitting
a major Japanese shipyard undertakesconstruction of a conventional bulkcarrier:
o General
- Trim and Stability Calculations withCapacity Tables
- Sea Trial Procedure
- On-Board Test Methods (Hull,Machinery and Electrical)
- Inclining Test and DeadweightMeasurement Method
o Hull Construction
Midship Section and Typical TransverseBulkhead
Construction Profile
Shell Expansion
Welding Scheme
Hull Construction Standards
Main Engine Foundation
Stern Frame
Rudder
- Rudder Carrier
Mooring Arrangement
Access and Ladder Arrangement
Miscellaneous Outfitting Arrangement
Arrangement of Ship’s Name and Marks
Stores Plan
Ventilation Plan
Pumping and Miscellaneous PipingSystems
Piping Diagrams in AccomadationQuarters
Piping Diagram for Fire FightingSystem
Hatch Cover Arrangement for CargoHolds
Air Conditioning System
Refrigerated Provision Store Plan
Joiner Plan
Joiner Works (Lining, Insulation andDeck Covering)
Material Samples for Joiner Work
Life Saving Plan
Painting Schedule
21
o Machinery 3.3.2 Vendors/Suppliers Lists
- Machinery Arrangement
- Engine Control Room Arrangement
- Workshop Arrangement
- Engineer/Electric Store Arrangement
- Piping Diagrams (Machinery Part)
- Shafting Arrangement
- Shafting Torsional VibrationCalculation
- Propeller Shaft Extraction Method
- Marking for Piping Systems
o Electrical
- Electric Load Analysis
- Wiring Diagrams
- Arrangement of Electric Equipment
- Practices for Electric Installations
- Engine Control-Console Outline View
- Wheelhouse Operation Stand OutlineView
- Main Switchboard Outline View
- Group Starter Panel Outline View
The above listing is acceptable tomost owners, internationally. On rareoccasions, when justified by complicatedship features, the scope of approvalplans has been expanded to include keyplans which contain further details.
One of the major problems encounteredby U.S. shipbuilders concerns timelyselection of vendors who are to providematerials including machinery and equip-ment. Critical time is spent, sometimesmonths, in selecting a vendor and subse-quently obtaining desperately neededvendor-furnished information (VFI) toprogress engineering and detail design.Early selection of vendors and availa-bility of VFI is absolutely essentialfor effective shipbuilding systems.
The most effective Japanese shipbuild-ers employ files of vendor catalog itemswhich they have pre-approved and electedto call their “standards”. For example,for each pump requirement in a machineryarrangement for a particular main-enginemodel, each of two or three vendors’pumps are listed in the shipyard’s fileof standards. Although physically dif-ferent, the pumps have the same func-tional capabilities. By special agree-ments with such vendor’s, all VFI ismaintained up to date in the shipyard’sfile.
Particularly in a market having awide product mix, i.e., ships ofdifferent designs required in varyingquantities including one of a kind,timely arrival of VFI to permit designprogress is often more important thantimely arrival of the machinery item.Thus, a file of vendor-catalog itemstreated as standards becomes a powerfulcompetitive edge. In effect, vendorscompete twice. First to gain position ina shipyard’s file of standards and sec-ond to obtain a specific order.
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Shipbuildersvendor-catalog
who maintain files ofitems declared as stan-
dards do not burden themselves duringdesign when schedule adherence is ex-tremely critical, with preparation ofperformance specifications and with con-ducting reviews of vendor proposals. Nordo they burden vendors, during an equal-ly critical time, with requests for pro-posals that contain many non-technicalterms and conditions. As recommended byDr. W. Edwards Deming, the Americanknown as the father of productivity inJapan, for productivity reasons, suchshipbuilders do not deal with an inordi-nate number of suppliers.
In order to successfully apply a fileof vendor-catalog items, shipbuildershave to insure that only good qualityitems are listed and that resources areinvested to keep the file viable. Thatis, people must be assigned to constant-ly add newly discovered improved itemsand to delete items that become obso-lete. Such measures, described duringpre-contract negotiation, facilitateowner agreement to employ a shipyard’sfile of vendor-catalog items declared asshipyard standards.
When a shipyard file of such vendor-catalog items does not exist or is notto be used for whatever reason, ship-builders should discourage the use of aspecific vendor name followed by “orequal” in a specification. The practice,intended to specify a level of quality,is defacto proprietary specificationwhich inhibits a shipbuilder from get-ting best vendor performance consideringall pertinent aspects including quality,e.g., effective and timely VFI, delivery,and cost per item. All impact on theentire shipbuilding system and aredeterminants for fixing a ship’s price.
When an owner continues to specify “orequal” for costly machinery items, dur-ing pre-contract negotiations the ownershould be advised that the shipyard’sability to negotiate with the identifiedvendors is diminished and higher costswould have to be reflected in the ship’sprice. Then, shipbuilders should proposethat such items be owner-furnished.
As another alternative, shipbuildersshould enter pre-contract negotiationswith two or three vendor’s products thatare judged to be equal to each of thosespecifically identified in an owner pro-posed specification with the “or equal”proviso. When agreement is reached on ashipbuilder’s proposed equals, then fol-lowing contract award the shipbuilder isfree to select vendors expeditiouslywithout further consultations with theowner.
As a generality, U.S. shipbuilders andowners do not appreciate the extremeimportance of timely material defini-tion. Japanese managers contradict theWestern impression of ideally obedientworkers when they say, "In Japan we haveto control material because we cannotcontrol people.” When dealing with own-ers, shipbuilders who wish to applyeffective shipbuilding systems must con-vey the same sense of urgency regardingmaterial definition.
3.4 Hull Structure(Sections 2*through 4*)
3.4.1 General Requirements
Basically, structural design isdetermined by classification societyrules and requirements. Consequently,conflicts with owners are rare. However,shipbuilders are responsible to confirmloading conditions required for an in-tended trade so that hull structures areproperly designed to meet such require-ments. A classification society does notassume responsibility for any specialloading conditions unless the conditionsare properly indicated when a shipyardsubmits a classification application.
3.4.2 Loading Conditions
The loading conditions that affecthull structural design are:
a. Scantling draft and design draft.
b. Ore cargo loading at alternateholds.
23
c.
d.
e.
f.
g.
h.
i.
j.
Loading of heavy cargo (specificgravity and stowage factor).
Reinforcement for grab-bucket hand-ling (double bottom).
Loading water ballast in cargoholds.
Deck reinforcement for lumber,tainers, forklifts, heavy deckcargo, etc.
Ice strengthening.
Combination of cargoes, e.g.,ore/oil, ore/bulk/oil, etc.
con-
Other special loading conditions.
Owner’s scantling requirementsbeyond classification society rules.
3.4.3 Structures Which Require OwnerConfirmation
Structures which typically requireowners’ confirmations are:
a.
b.
c.
d.
e.
f.
g.
h.
Type of stern frame and rudder.
Stern-frame structure (casting orweldment).
Cargo hold/tank bulkhead structure(corrugated or flat).
Type of welding inside water/oilstorage tanks (continuous orintermittent)
Length and depth of bilge keels.
Type of cargo-hatch covers (folding,end rolling, side rolling, pontoon,etc.)
Use of high-tensile steel (strengthand location).
Type of gunwale (round or perpendi-cular)
24
i. Radius of rounded gunwale (if lessthan a prescribed minimum, classi-fication rules may require stressrelieving after bending).
j. Type of waterway (extension ofsheer strake or separate flat bar).
3.4.4 Structural Quality Standards
As repeatedly described for emphasis,documented quality standards are thebest means to determine acceptablelevels of workmanship, particularly whenthey are analytically derived.
Owners’ and shipbuilders’ best inter-ests are served by statistical-controlmethods which provide constant informa-tion about how work processes are per-forming. Such statistical evidence pro-vides analytical means for an owner toevaluate a shipyard’s quality capabili-ties before contract award. Thus, ownersshould request such evidence.
In Japan statistical evidence from allshipyards is the basis for establishinganalytically-derived accuracy criteriathat constitutes description of how theindustry normally performs. Thus, per-sonal differences among owner and ship-builder representatives concerning whatconstitutes acceptable accuracy, areovercome.
Further, as there is a direct rela-tionship between quality (accuracy) andproductivity, statistical-control en-ables modern shipbuilders to operate aconstantly self-improving shipbuildingsystem with a rate of improvement thatcan be predicted. Thus, in a very compe-titive bid, a modern shipbuilder usescurrent costs discounted by the effectof improvements expected to be obtainedduring performance of the contemplatedconstruction. Both shipbuilders and own-ers benefit.
The MarAd Standard Specification in-cludes acceptable levels of plate fair-ness, but such standards are also re-quired for accuracy alignment of struc-tural members, other structural con-cerns, welding quality, surface prepara-tion, use of non-destructive testingdevices, and removal of lugs, sharpcorners, etc. as in the JSQS, QISSP andSPAIS used by IHI shipbuilders. Theabsence of mutual agreement that suchdocuments facilitate, is the source ofmuch owner/shipbuilder discontent duringproduction.
When hull construction, outfitting andpainting are integrated in a modern,zone-oriented shipbuilding system, theprocedures and timing for inspectinghull blocks and other inspections, iscritical. Thus, both must be carefullyconsidered, organized and made known tosurveyors and superintendents repre-senting regulatory bodies and ownersrespectively. Meetings for pre-contractnegotiation are the best time to discusssuch matters and to obtain mutual agree-ment.
3.5 Hull Outfitting(Sections 5* through 10*)(Sections 11 and 12)(Sections 13* through 27*)
3.5.1 General Requirements
MarAd’s Standard Specification offerssufficient technical details for design-ing various hull systems while permit-ting material specifications, types,etc. to be changed to meet an owner’sspecific requirements. Ideally, a ship-yard should have standards for compo-nents such as doors, ladders, hatches,pipe pieces/fittings, hand rails, etc.to be discussed during pre-contractnegotiations.
3.5.2 Hull Piping Systems
Most owner/shipbuilder conflictsconcerning hull piping (more so formachinery systems where piping is moreconjested and complicated) occur atproduction sites rather that duringreviews of specifications and drawings.Design criteria such as working pres-sures, fluid velocities, viscosities,etc. and material concerns such as pipeschedules, valves, pipe connections,fittings (ells, tees, etc.), insulation,supports, etc., are usually definedenough in the specifications so thatmany problems can be readily resolvedduring pre-contract negotiations and/ordrawing approvals. However, many con-flicts occur when outfitting work is inprogress or completed and relate tomaintainability, accessibility, bending,welding, flushing, testing, etc. whichare apt to be overlooked during pre-contract negotiations.
Problems which relate to operators’needs for access and maintenance can beminimized if, during negotiations, ashipbuilder presents composite drawingsof arrangements built in the past tofacilitate discussions aimed at clari-fying such requirements. Although suchcomposites are not approval drawingsthey could serve further if used to showan owner’s resident inspectors what isintended before starting detail draw-ings. They could also serve to explainto resident inspectors the shipyard’sscheme for test phases following outfit-ting on-unit and on-block.
The best way for a shipyard to mini-mize those problems due to welding,flushing, testing, etc., is to havestandard procedures available for acustomer to review, before contractaward.
As most conflicts in hull outfittingstem from piping and painting and sincethey account for a major portion of hulloutfitting costs, they should be givenspecial attention during negotiations.
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Proposed diagrammatic of major sys-tems, such as cargo oil, ballast andbilge, should be thoroughly discussedduring pre-contract negotiations as theyhave significant effects on a ship’scost. Major subjects to be discussedinclude:
o Oil Tankers
Cargo segregation.
Pumping system and type of cargopumps.
Stripping system.
Cargo loading/unloading time.
Discharge outlet-pressure at shoreconnection.
Reducers, Y-fittings at dischargestations.
Tank heating coils.
Tank cleaning system.
Clean-ballast system.
Inert-gas systems.
Fire-fighting system.
o Dry-Cargo Vessels
- Ballast system.
- Bilge system.
- Hydraulic systemif applicable.
for deck machinery
- Fire-fighting system.
3.5.3 Painting
In a most effective shipbuilding firm,to facilitate zone-oriented, integratedhull construction, outfitting and paint-ing, " . ..the Basic Design Departmentprepares a tentative paint scheme andpaint budget estimate. These preliminaryplans are then negotiated with the ownerto better reflect the owner’s require-ments and practices. The paint schemeand costs are then finalized with theowner. "Basic designers" ...must knownot only the theory of painting, butalso painting methods at the shipyard.They maintain communications with the(shipyard’s) Paint Design Group, thePainting Department and paint manufac-turers’ representatives in order toremain aware of all the latest data onpaint materials and applicationmethods.” [3]
Painting related problems almost al-ways occur when work is underway asrequirements are difficult to understandfrom written specifications. Differentpeople have different acceptance cri-teria in mind. The most controversialareas are:
o Grade of Surface Treatment
Traditional specifications forgrades of surface preparation areinadequate because it is hard to vis-ualize generalities such as “commer-cial”, “near white” or “white metal”for every possible combination of typeof steel, type of abrasive, etc. Themost practical solution is to haveowner/shipbuilder agreement that sur-face preparation will be in accordancewith shipyard standard methods andthat quality and inspection shall bein accordance with a standard such asIHI’s QISSP which features exquisitepictorial aids.
[3] “Shipyard Design and Planning for a Zone Oriented Painting System”, J. Peart andK. Ando, National Shipbuilding Research Program, July 1984, p. 2-1.
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o Shop-Primer System
Most shipbuilders apply shop primersimmediately after shot blasting inorder to protect steel surfaces duringparts fabrication and assembly work.Usually, areas damaged by cutting,welding, etc. are power brushed beforethe next paint coat is applied. How-ever, some owners require completeremoval of the shop primer by gritblasting finished subassemblies.
Complete removal should depend onthe paint system to be applied andshould be a necessary requirement bythe paint manufacturer, rather than apreference. Removal of shop primeradds significantly to a ship’s pricebecause of the extra process involvedand, because of significant adverseimpact on a modern shipbuilding systemwhich features zone-oriented, inte-grated hull construction, outfittingand painting. Therefore a paint manu-facturer’s true requirements should beconfirmed before starting pertinentowner/shipbuilder negotiations.
o Paint Specifications
Although specifications may ade-quately address type of coating, gradeof surface treatment, number of coats,dry-film thickness, etc., there arealways differences in application re-quirements by paint manufacturers whooffer the same coating systems. Forexample, as fewer coats are required,"hi-build" paints are becoming morecommon in chlorinated-rubber and epoxypaint systems while some paint manu-facturers still recommend more coatsfor the same systems.
o
Differences will also be found insurface treatment grades for all paintsystems and in temperature and humid-ity limits during application of epoxycoatings. Therefore application re-quirements should be thoroughly dis-cussed with possible paint suppliers,discussed with owners during pre-contract negotiations and carefullyincorporated in the specifications.
Special attention should be given topaint systems, paint brands and/orpaint manufacturers that are unfamil-iar to the shipyard, owner or both.
In selecting a coating system forcargo tanks , a shipyard must be surethat coating systems are compatiblewith the products to be carried. Mostpaint manufacturers have lists whichshow which products are compatiblewith their painting systems. However,some such lists are intentionallyvague to avoid disclosing that compa-tibilities are not verified by labora-tory tests. Shipyards should identifyproducts to be carried in a ship’strade and should insure that compati-bility is guaranteed by the paintsupplier.
Inspection
As for surface preparation, inspec-tion of finished coatings, especiallypure epoxy in cargo-oil tanks, oftencreates conflicts. Dry-film thickness,selection of measuring locations, num-ber of measurements per unit area,type of measurement instruments andtreatment of free edges, weld beadsand weld splatter are controversial. Ashipyard’s only protection is to havestandard inspection methods and proce-dures that can be discussed duringpre-contract negotiations, e.g., stan-dards for surface preparation of weldareas as illustrated in IHI’s QISSP.
27
o Paint Suppliers
Most owners designate one or twoeligible paint suppliers in considera-tion of suppliers’ service networksand other maintenance capabilities.These suppliers should be designatedduring pre-contract negotiations aspaint specifications may differ bet-ween suppliers and there may be impacton a ship’s cost which could be signi-ficant.
3.5.4 Heating, Ventilation andAir Conditioning
There are many air-conditioner manu-facturers and usually an owner has apreference based on prior experiencesregarding operation and maintenance ser-vices. Further, a manufacturer may offermore than one system, e.g., simple cen-tral-controlled single duct and double-duct with individual-cabin control. Alsoheating may be by electricity, hot wateror steam with affect on generator andboiler capacities accordingly. There-fore, selection of an air-conditionermanufacturer and development of systemspecifications should be accomplishedduring pre-contract negotiations.
There are also alternatives for me-chanical ventilation of lavatories,storerooms, etc., i.e., high- or low-pressure systems. The specific typeshould be determined during negotiationsas vent-duct sizes differ significantlyand the cabin arrangements and deckclearances will be affected.
Usually two air-conditioning units(each consisting of a compressor, con-denser, etc.) are employed to meet spe-cified temperature requirements, i.e.,each unit has 50% capacity. Some ownersrequire 100% standby capacity whichwould double the unit sizes or theirnumbers. Also, design temperature condi-tions for an intended trade route maydiffer from those specified in MarAdstandard specification. Therefore, theowner’s specific requirements must beknown during negotiations before aship’s price is fixed.
Alternatives exist even when indivi-dual-cabin units are to be installed.During negotiations, an owner shoulddesignate bulkhead-, deck- or ceiling-mounted types as the arrangements ofduct and furniture in cabins aresignificantly affected.
3.6 Machinery(Sections 50 through 86)
3.6.1 General Requirements(Section 50)
U.S. shipbuilders lag shipbuilderselsewhere in acquiring experience withlarge, slow-speed diesels for propulsionsystems. Triggered by the fuel crisis,such propulsion systems have been signi-ficantly improved in fuel efficiencythrough energy saving systems such as:recovery of exhaust-gas heat to generateelectric power, propulsion-shaft drivengenerators, large-diameter slow-speedpropellers, etc. As propulsion systemsbecome more complicated, technical nego-tiations become more difficult for bothowners and shipbuilders unless bothgroups make special efforts to maintaintheir technical knowledge up to date.
MarAd’s Standard Specifications forDiesel Merchant Ship Construction isbased upon the use of medium-speed die-sels for propulsion and the MachinerySection therein addresses more than justengine-room systems as follows:
o Main propulsion and ancillary systems,i.e., fuel oil, lube oil, cooling,compressed air, remote control, etc.
o Shafting and propeller.
o Electric-power generating andancillary systems.
o Steam-generating and heating systems.
o Bilge/ballast and miscellaneous shipservice systems.
o Fire-fighting system.
28
o
o
o
Automation and monitoring systems.
Workshop machinery systems.
Hull deck machinery.
Before discussing details during ne-gotiations, basic machinery- and system-design conditions, such as sea-watertemperature, ambient-air temperature,fuel oil and other fluid viscosities,cleanliness factors for heat exchangers,list/trim and rolling/pitching condi-tions, noise levels, etc. should bedetermined.
Further, general requirements shouldbe determined on the usage of electricand steam generators during navigation,departure/arrival , cargo loading/unload-ing, and hotel services at anchorages.Also, there should be discussion aboutthe classification of the engine-roomautomation system and the bases forengine-room design.
A pertinent specification used by aJapanese shipyard is presented inAppendix E.
The Machinery List should be discussedtogether with the Machinery Arrangementand necessary piping diagrams so thatboth parties acquire common understand-ing of the systems.
3.6.2 Main Propulsion Diesel(Section 51)
Diesel-engine types most commonly in-stalled in large ships are either:
o two-cycle slow-speed, or
o four-cycle medium/high speed usuallycoupled to a reduction gear.
In most cases, selection of an enginetype is left to the owner. If selectionis left to the shipyard, then the ship-yard should provide rationale for de-termining the engine type selected.
Systems associated with an engine are,more or less,by the enginemanufacturersdiagrammaticcapacities.
automatically determined type selected as engineprovide their standardand ancillary-machinery
Particularly when an engine is to bebuilt by a licensee, most owners areconcerned with interchangeability ofcomponents and spare parts in order tofacilitate post-delivery maintenance.Therefore, interchangeability needsshould be discussed during negotiationsand incorporated in the specifications.
Most slow-speed diesels are now pro-vided with different ratings, i.e., for:
o high horsepower with high fuel-consumption, and
o low horsepower with low fuelconsumption.
Therefore, during negotiations, a ship- builder must determine for sure therating desired by an owner as the shaft-ing and propeller design is dependent onthe rating selected.
Ancillary systems should be thoroughly discussed during negotiations, usingtheir diagrammatic as references.
The type and quality of fuel oil us-able for a main diesel engine is ofgreat concern for both a shipbuilder andowner because of significant impact oncost of ship operation. Most slow-speeddiesels are designed to burn low-quality heavy fuel oil of up to 6,000 secondsRedwood No. 1 at 38 degrees C (or 100degrees F). Most medium-speed dieselsrequire higher quality fuel such as adiesel blend.
29
Fuel quality also affects design of afuel-oil piping system as low-gradehigh-viscosity fuel requires additionalheating capacity and piping insulationand better purifying capabilities.Therefore, the type and quality of fuelrequired must be discussed with theowner and written into the specifica-tions.
The main diesel engine fuel-consump-tion rate is usually a guarantee item ina shipbuilding contract. The rate, i.e.,grams (or pounds) per hour per horse-power, should be guaranteed based uponshop tests by the engine manufacturerduring which brake horsepower and fuelconsumption can be accurately deter-mined. Measurements during sea trialsare not satisfactory because they con-tain subtle errors caused by irregularsea conditions, portable measuring de-vices, etc., which are difficult toidentify and assess.
3.6.3 Shafting and Propeller(Section 53)
Propeller shafting is usually designedto be in excess of classification rulerequirements by incorporating a marginin shafting diameter. The amount ofmargin should be in accordance with anowner’s requirement. In the case ofslow-speed diesels having five or lesscylinders, shafting-diameter determina-tions must also include very carefulassessment of the torsional vibrationcharacteristics of the engine. In manycases, shaft diameters are increasedconsiderably in order to shift naturalfrequencies, i.e, resonant ranges awayfrom excitation frequencies associatedwith engine RPM ranges.
The shaft-alignment method to be usedis usually not in a traditional ship-building specification. The methodshould be described in a written ship-yard standard and generally explainedduring pre-contract negotiations to pre-vent misunderstandings and conflictswhen alignment work is underway. A shaftalignment-standard could be incorporatedin a shipyard’s publication for produc-tion and inspection standards that isreferenced in contracts.
Design of a propeller is a matter ofspecial importance for diesel propulsionbecause of increased torque due tounderwater-hull fouling and due to theeffect of engine aging.
For diesel propelled ships, the pro-peller is designed “lighter" in order toprevent over torque of the engine when aship’s underwater hull becomes foul. Inother words, the propeller is designedto absorb the engine’s normal ratedhorsepower at a propeller revolution ofabout 4-5% higher than the specified RPMof the engine at normal rated horse-power. For example, if an engine isdesigned to deliver normal rated horse-power at 100 RPM, the propeller shouldbe designed to absorb normal ratedhorsepower at 104-105 RPM. The propellerdesign RPM is usually recommended by theengine manufacturer.
Selection of the number of propellerblades is also very important becausethe natural frequency of a hull or hullcomponent could be excited unacceptablyby propeller-blade frequency (number ofblades x RPM). Preliminary vibrationcalculations should be made to assessnatural frequency of a hull before de-termining the number of propeller bladesrequired.
As the dynamics of an entire propul-sion system consisting of an engine,shafting and propeller are complicatedand are influenced by hull form andcondition, pertinent responsibilitiesshould be given special attention. Toinsure such attention during pre-con-tract negotiations there should be ahigh-priority check-list item notingneed to obtain before contract award,clear agreement concerning responsibili-ties for decisions that could impact onspecified performance of the propulsionsystem.
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3.6.4 Machinery Piping Systems(Sections 56 through 63)
Piping systems in main machineryspaces can be classified as:
o main- and auxiliary- diesel systems,
o steam generating system, or
o ship’s service systems.
Most systems for main and auxiliarydiesels are designed to meet an enginemanufacturer’s specifications and stan-dard diagrammatic. Although basic pat-terns are standardized, there is somedesign flexibility in combining themwith other systems.
As for hull piping, most conflictscenter on workmanship during pipe fabri-cation and assembly processes and onaccessibility and maintainability forship operation, rather than on how asystem functions. Functional aspects areusually adequately discussed and clearlydefined during pre-contract negotiationswith the aid of proposed piping dia-grams, machinery arrangements and speci-fications.
Thus, each shipyard should have abooklet which describes piping practicesnormally applied such as for welding andbending, statistically derived tolerancelimits, galvanizing, coating, alignment,flushing and testing. As such practicesare usually not referenced in specifica-tions, the booklet would serve for dis-cussion during negotiations and as areference invoked by a shipbuildingcontract.
Accessibility and maintainability cansometimes be adequately verified beforeconstruction on composite drawings. Whenarrangements are very complicated,three-dimensional scale models, ideallyemployed for the act of designing aswell as for checking and conferring withowner’s representatives, provide thebest means to avoid such conflicts dur-ing construction. [4]
3.6.5 Steam Generating Plant(Section 61)
The steam generating plant in a dieselpropelled ship normally consists ofmeans for recovering heat from the main-engine exhaust as needed for generatingheating and hotel-services steam when aship is underway. The plant also in-cludes an oil-fired auxiliary boiler tosupply such steam when the ship is inport.
For dry-cargo ships, in which steamdemand is low and almost equal when atsea and in port, use of a package-typeunit combining an exhaust-gas heater andoil-fired boiler, is an alternative thatsaves space and reduces cost.
Main diesels of large horsepower rat-ings have enough exhaust-gas heat togenerate steam for turbo-generators toprovide electric power when a ship isunderway. Also, developments in energy-saving systems now enable feedback ofresultant power to the main propulsionsystem. Therefore, trade-off studies ofvarious alternatives that best suit aship’s service demands, are recommendedin time for them to be discussed withthe owner during pre-contract negotia-tions.
[4] See the National Shipbuilding Research Program (NSRP) publication “Design Model-ing - July 1984".
31
3.6.6 Auxiliary Diesels forElectric Generators(Section 76)
The number of electric generators re-quired is determined in accordance withregulatory-body rules and regulations.The usage requirements for generatorsduring navigation, departure/arrival,loading/unloading and at anchor, shouldbe clearly defined based on an electric-load analysis.
In diesel propelled ships, medium orhigh-speed diesels are normally used todrive electric generators. However, someowners prefer slower-speed engines (ap-proximately 500-900 RPM) because lessproblems are encountered with heavy fueloils. Selection of RPM is quite impor-tant as it has considerable affect onengine cost.
A relatively recent development is apower-take-off (PTO) generator connectedso as to be driven by the main propul-sion system at sea and by an auxiliarydiesel in port. In port, sufficientpower is provided for cargo handlingmachinery (winches, cargo pumps, etc.).At sea, the auxiliary engine serves as aback-up or take-home engine should themain diesel become inoperative.
As such new systems are of great bene-fit to owners, appropriate trade-offstudies should be made in time for dis-cussion during pre-contract negotia-tions.
3.6.7 Hull Machinery(Section 81)
o General
Hull machinery includes any of thefollowing located outside of an engineroom:
Steering engine.
Anchor windlass.
Mooring, cargo, boat and ladderwinches.
Store and cargo deck-cranes.
Refrigeration units or components.
The type of power to be used forcargo and mooring machinery is chosenconsidering the most efficient use ofpower. For example, steam deck machin-ery is most suitable for tankers whichhave large boilers to supply cargo-pump steam. Electric or electro-hydraulic deck machinery is more suit-able for dry-cargo vessels or fortankers which employ deep-well pumpsor submerged pumps.
Electric-driven deck machinery ismore convenient for independent con-trol, but is more costly for tankersas explosion-proof motors are re-quired. Electro-hydraulic deck machin-ery has the advantage of using a cen-tralized hydraulic-power source whichcould serve both cargo-handling andmooring systems.
When electro-hydraulic deck machin-ery is used, there are alternativessuch as:
a central pump serving severalmachines in series,
- 3-way valves to switch hydraulicpower from one machine to another,or
a self-contained hydraulic unit ineach machine.
32
o
O
When a central pump is to be used,care must be exercised in grouping themachines that are going to be poweredby the same hydraulic circuit so thatoperation of one machine will notinterfere with the others. Using pro-posed diagrammatic as references, theoperation mode of such systems mustnecessarily be discussed and confirmedduring pre-contract negotiations.
Steering Gear
Basically, there are two types ofsteering gear to select from, namely,the two- or four-cylinder Rapson-slidetype and the rotary-vane type. Thechoice should be discussed with theowner during pre-contract negotia-tions.
Although very rare, a steering angleof over 35 degrees may be required forships which are to operate in narrowchannels. Such requirement affects de-sign and torque requirements.
Windlasses, Mooring Winches andCapstans
There are many types of windlassesto select from depending upon size andform of a ship’s bow. A small or slen-der ship can be equipped with a singlewindlass which is fitted with a wild-cat on each side. A large ship with afull bow requires two windlasses, eachwith one wildcat. The windlasses arelocated some distance apart to handlethe port and starboard anchors accord-ingly.
A windlass can also be combined witha mooring winch by connecting one ortwo hawser drums via clutches on thewildcat shaft. Such machinery typesand combinations have to be discussedduring pre-contract negotiations be-cause consideration must be given tothe piers that an owner plans to use.
o
The owner’s port captain should par-ticipate in pre-contract discussionsof the type and arrangement of mooringwinches. Depending upon a deck ar-rangement, a mooring winch could befitted with one or more hawser drums,via clutches, to a single drive shaftso that they can be operated indepen-dently.
Cargo Winches and Cargo Deck Cranes
The power sources for cargo winchesand cargo deck cranes could be eitherelectric or electro-hydraulic, depend-ing on an owner’s choice. Most elec-tric winches and cranes are driven byalternating-current (AC) motors.Hoisting speed will change in steps if pole-change type motors are used. Inorder to simulate continuous-speedchanges that characterize direct-current (DC) motors, some owners re-quire special-type control which isrelatively expensive.
Electro-hydraulic winches and cranescan be typed as having low-, medium-or high-pressure power units. Rotary-vane oil motors are normally used withthe first two types to accommodatespeed changes that are made continu-ously. Selection of oil pressure isleft to the owner. However, all op-tions for winches and cranes impact oncosts. Therefore, decisions should bemade as a consequence of discussionsduring pre-contract negotiations.
3.7 Electrical(Sections 87 through 98)
3.7.1 General Requirements (Section 87)
As in the Hull and Machinery parts,electrical basic design conditions, ap-plicable rules , regulations, standards,etc., should be discussed before enter-ing into specific details.
33
Basic design conditions should in-clude:
o Voltage, frequency, phases, conduc-tors for distribution to varioussystems.
o Grounding.
o Type and size of sockets andterminals.
o Type of fuses.
The number of generators and usageconditions, including a shaft-drivengenerator if to be installed, should beclearly defined in conjunction with theelectric-load analysis.
The electric specifications shouldcover all electrical systems throughouta ship and can be categorized as:
o Electric-power generating systems.
o Power distribution systems includingcables.
o Motors and controls.
o Electric-lighting systems.
o Radio and telegraph systems.
o Navigations systems.
o Interior communication systems.
o Automation and monitoring systems.
The rapid progress in electronics andcomputer technologies requires incessantreview to keep up with the state of theart. Thus, special attention regardingsuch new technologies should be paid byboth an owner and a shipbuilder duringpre-contract negotiations.
3.7.2 Generators(Section 88)
o Ship Service Generator
Ship service generators for dieselships are normally diesel driven. How-ever, recent trends for energy savingsand less maintenance are to employmain engine shaft-driven generators orturbines which are supplied with steamgenerated by a main engine exhaust-gasheat recovery system.
Although the main purpose of ashaft-driven generator is to supplyrequired electric power when a ship isunderway, it could be sized to satisfycargo-handling demand by connecting aback-up diesel and/or making provisionfor using one main engine as the primemover in the case of twin-engine pro-pulsion. Therefore, generator capaci-ty, its combination with the mainpropulsion system, a power take-offmethod, etc., should be discussed withthe owner during pre-contract negotia-tions.
Systems for taking off power from amain engine vary depending upon theengine type and make. Necessarily,technical details should be discussedwith potential engine and generatormanufacturers as preparation for pre-contract negotiations with an owner.
When considering a shaft-driven gen-erator, a controllable-pitch propeller(CPP) vs. a fixed-pitch propeller(FPP) will become an issue.
The combination of a shaft-drivengenerator and a CPP is ideal as theengine can be operated at constantspeed for constant electric-power fre-quency regardless of engine speed ordirection (ahead or astern). Suchcombination with a FPP means thatnecessary variation in engine RPM,particularly when maneuvering, willrequire switching over to a dieselgenerator.
34
Thus, selection of a propeller typecould be quite important for electric-power generation. Advantages and dis-advantages including cost analysesshould be discussed with an ownerduring pre-contract negotiations. Themajor items which should be discussedare:
Electric-Load Analysis includingcalculation method to determine gen-erator capacity, i.e., load factors,motor efficiencies, continuous/inter-mittent loads in various conditions,usage factors, etc.
Structure and characteristics ofdiesel generators.
Structure and characteristics ofshaft-driven generators includingfrequency control , change-over condi-tion for shift to diesel generator,etc.
Excitation and voltage regulators,etc.
3.7.3 Power Distribution System(Sections 89 and 90)
The power distribution system shouldbe discussed with an owner based uponElectric One-Line Diagrams. The majoritems to be discussed are:
o
o
o
o
o
Power supply system to major machineryand equipment.
Changeover method from the main powersupply line to the emergency powerline including the load analysis forthe emergency generator.
Structure and enclosure of the mainswitchboard, distribution and groupstarter panels, type and arrangementof switchboard instruments, indi-cating lamps, etc.
Generator control method.
Types of cables for primary andsecondary sources.
35
o
o
o
o
o
Cable calculations.
Cable installation methods.
Type and capacity of transformersincluding required capacity calcula-tions.
Type of batteries including requiredcapacity calculations,
Standard equipment and fittings,i.e., circuit breakers, relays,contractors, fuses, cable trays,penetration fittings, etc.
3.7.4 Motors and Controllers(Section 91)
Generally, most owners require allmotors to be supplied by the samemanufacturer, including small motorswhich are usually built in certainequipment. The major items to bediscussed are:
o
o
o
Motor type, construction, rating,characteristics, insulation grade,etc., including environmentalrequirements, i.e., heaters,drip/water/explosion proof, etc.
Starter types and starting andvoltage-protection methods.
Grouping for group starter panels.
3.7.5 Other Electrical Systems
Regarding other electrical systems thefollowing should be discussed:
o Lighting Systems
- Illumination levels.
- Type of illumination, i.e.,fluorescent or incandescent includ-ing light fixture locations.
- Locations of emergency lights.
- Type and arrangement of cargolights, projector lights, navigationand signal lights, etc., includingtheir controls.
- Standard equipment and fittings,i.e., receptacles, ceiling and berthlights, exterior lights, etc.
o Radio and Telegraph Systems
- Radio room arrangement.
- Antenna arrangement.
- Radio equipment and VHF radio tele-phone.
- Entertainment system, i.e., stereoconsole, TV, video tape recorder/player, individual radio receivingoutlets, etc.
o Navigation Systems
- Number, type and locations of elec-tric and electronic navigationequipment, e.g., gyro compass, auto-pilot, echo sounder, underwater log,radar, loran, radio direction find-er, NNSS, collision avoidance sys-tem, rudder-angle indicator, andelectric tachometer.
- Type and locations of engine tele-graphs including transmitters, indi-cators, loggers, etc.
- Electric clocks, including masterand slave locations.
- Bridge console stand.
o Interior Communication Systems
- Type and locations of telephoneequipment.
- Public address system.
- Call signals and alarms.
3.8 Automation, Centralized Control andMonitoring Systems
The application of automation, centra-lized control and monitoring (ACCM) ofmachinery systems is a common practicein modern ships for a number of reasonswhich include: reducing the size of anoperating crew, eliminating tiresomewatchkeeping, which regarding data col-lection is boring and human-error prone,and providing an ideal environment foroperating personnel, i.e., an air-conditioned, noise-quieted controlspace.
Most new oceangoing ships are author-ized to have unattended engine rooms inaccordance with regulations and classi-fication rules as administered by theU.S. Coast Guard and American Bureau ofShipping respectively.
As an ACCM system affects requirementsfor hull, machinery and electrical sys-tems, incorporating ACCM specificationsin one section is advisable as comparedto distributing ACCM requirements in thevarious specification sections for hull,machinery and electrical systems. Thisapproach minimizes inconsistencies bet-ween the various section requirementsand opportunities to overlook something.
An ACCM system can be categorized asfollows:
o Main engine remote control system.
o Automatic control of machinery andpiping systems.
o Monitoring systems for main engine andauxiliaries.
o Engine-room fire protection.
36
Before entering into details ACCMgeneral requirements should be discussedwith an owner, such as:
o
o
o
o
o
o
o
Basic functions of bridge control andengine room centralized control ofmain engine.
Applicable rules and regulations.
Automatic and remote operation ofvital auxiliaries, valves, etc.
Machinery, particularly pumps, requir-ing automatic start-up capabilitiesupon failure of another machine.
Features for bridge and engine-roomconsoles.
Design conditions, such as, environ-ment temperature, humidity, vibration,etc.
Types of pressure gages, thermometers,level indicators, flow meters, etc.
3.8.1 Main Engine Remote ControlSystem
Most engine manufacturers offer remotecontrols that they regard as standardfor a particular engine. Thus, includingthe engine manufacturer’s basic require-ments in the system design is prudent.Modern remote-control systems employeither pneumatic or electronic devicesand owners may have a preference. There-fore the alternatives should be discus-sed before contract award.
The functions of bridge and engine-room control consoles are to start,stop, reverse, accelerate or deceleratea main engine in accordance with pre-scribed sequences and program controls.However, the bridge console is sometimescombined with navigation equipment suchas engine telegraph, radar, rudder-angleindicator, tachometer and echo-soundingrecorder.
Also, communication features are some-times added such as for telephone andpublic announcement. Of course, if a CCPis specified, its control should be inthe bridge console. As owner responddifferently to the many alternatives,how such functions are to be combinedand even the location of a console inthe wheelhouse should be carefully dis-cussed during pre-contract negotiations.
Similar discussion should also addressthe engine-room control console whichalso usually incorporates additionalfeatures, e.g., remote-control switches,indicators lamps and gages for vitalmachinery, monitoring and logging de-vices, telephones, engine telegraph, andCPP control if a CPP is specified.
Above all, pre-contract discussionshould clearly identify what a controlsystem is supposed to accomplish. Atleast the following questions should beanswered:
o
o
o
What performance is required, particu-larly during maneuvering?
What are the requirements for systemanalysis, particularly if a CPP isspecified?
What is the primary purpose of thecontrol system? Is it to be reliablyresponsive? Is it to respond quickly,as for a ferry, or is it to be design-ed for fuel economy or both?
3.8.2 Centralized Control andMonitoring System
Ships’ main propulsion plants andauxiliaries must comply with require-ments imposed by regulators and classi-fication societies. Also, a recent trendis to obtain certification for unattend-ed engine-room operation.
37
Automatic control, remote control andmonitoring systems are usually inte-grated into a centralized control sta-tion located in the engine room. Thelocation as well as automatic and manualprotection and safety devices, the re-lated instrumentation required, such asdevices for display, annunciation,alarm, activation and control of machin-ery and equipment, should be discussedwith the owner so that a general con-cept, developed before contract award,can be used as a basis for detail designdevelopment after contract award.
In order to facilitate such discus-sions, required functions should betabulated so that the instruments foreach machine or system can be readilyidentified and checked for omissions.The tabulation should be meticulouslyprepared as requirements for attaching asensor to a machine after the shipbuild-er’s purchase order is released couldbecome inordinately expensive in bothmoney and time. Samples of such tablesare shown in Appendix F.
3.9 Tests and Trials(Section 101)
The conduct of tests and trials is asignificant source of conflict that isdirectly attributable to inadequate pre-sentation of requirements by both par-ties and appropriate discussions beforecontract award. However, most are due toa shipbuilder not providing enough in-formation.
Protocol for tests and trials shouldbe standardized and documented so thatprocedures and acceptance levels can bereadily understood by an owner. Sometest procedures already published couldbe adopted, e.g., the code for seatrials and vibration analysis publishedby The Society of Naval Architects andMarine Engineers.
When zone orientation is applied asignificant amount of testing is per-formed just after completion of blockassembly, outfitting on-unit and outfit-ting on-block. Shop techniques employingvacuum boxes or pressurized fillet weldsare routinely applied by some shipbuild-ers to test watertight and oil tightjoints in blocks before hull erection.Also, special shop tests may be neces-sary for pipe pieces for critical sys-tems. Outfit units are sometimes hydro-static tested in shops and sometimesafter they are fitted on block. Completesystems are tested on board. The testplan, schedules, procedures and accept-ance levels should be discussed beforecontract award to avoid problems at testsites.
Test methods for guarantee items suchas for deadweight, trial speed and mainengine fuel consumption should be parti-cularly defined so that measurements andanalyses are based on the same criteria.
3.9.1 Machinery and EquipmentShop Tests
Tests of machinery and equipment in amanufacturer’s shop requiring attendanceby owner, shipyard , regulatory and/orclassification representatives, must beespecially clarified. Durations of var-ious load tests and extents of open andinspect efforts after tests are some ofthe specifics that should be addressedduring pre-contract negotiations.
3.9.2 Sea Trials
As it is impractical to fully loaddry-cargo vessels before delivery, thedraft conditions for sea trials shouldbe determined during basic design beforecontract award, considering ballast tankavailability, fuel oil, fresh water,stores and consumables which could beloaded. Trial speed should be guaranteedat a displacement so determined.
38
Generally, trial speed is guaranteedat maxim continuous rated horsepower(MCR). However, for diesel propelleddry-cargo ships, propeller RPM at trialcondition will be higher than the nom-inal engine RPM due to the ship’s light-er draft condition, clean hull and 4 to5% RPM increase for a margin as des-cribed in Part 3.6.3.
The engine MCR may not be availableduring sea trials if the RPM correspond-ing to MCR exceeds a limiting RPM im-posed by allowable piston speed. Thus,there should be owner/shipbuilder agree-ment before contract award that trialspeed will be guaranteed at normal ratedhorsepower (NOR).
Also, pre-contract discussions shouldaddress disposition of fuel oil, lubeoil, hydraulic fluids, etc., that remainin tanks and pipes after sea trials arecompleted. Usually, per pre-contractagreement, unused quantities are pur-chased by the owner at rates specifiedon suppliers’ invoices to the shipyard.
39
4.0 PRACTICAL SUGGESTIONS
4.1 Check List
Completing pre-contract negotiationswithin a limited time frame and yetclarifying all major design, materialand production items, are tough tasksfor any shipyard. For a relatively sim-ple bulk carrier or container ship,particularly when there is prior exper-ience with the owner, sophisticatedshipbuilders sometimes complete negotia-tion of technical matters within twoweeks. However, if there is no priorexperience with a specific owner andvessel type the same negotiations maytake as much as four weeks.
For very complex ships, such as somemodern product carriers and depending onpertinent prior experiences, one to twomonths for pre-contract negotiations isreasonable. The longer time span isrequired due to the great number ofsubjects that have to be discussed.
Use of a shipyard standard check listfor each category, i.e., hull, machineryand electrical, is virtually essential.Such lists, incorporating priorities,greatly unburden shipbuilder/owner par-ticipants from having to consider whatsubjects require negotiations and fromfear of overlooking something important.Obviously, check lists best serve ship-builder/owner representatives who haveno prior experience in negotiating tech-nical matters.
Check list items should be compiled tocorrespond with contents of proposedspecifications and plans. Further, pri-ority designations should be honoredto insure that at least those having thehighest priorities will be negotiated ifa time frame allowed for pre-contractnegotiations is limited.
4.2
In
Standards and Practices
order to be as effectiveworld’s leading shipbuilders,
as thedocumented
standards and practices are essentialtools for pre-contract negotiations.When necessary, they are attached to acontract as evidence of agreements.
Such standard production practices for quality and accuracy, inspection andtesting, piping, painting, etc. are themost effective means for supplementingspecifications. The QISSP and SPAIS areexcellent examples specifically preparedand used by IHI for such purpose.
4.3 Specifications and Contract Plans
The MarAd standard specifications forship construction, including the dieselversion, have long been and continue tobe used as basic format and criteria byU.S. owners, design firms, and ship-builders despite the fact that theMerchant Marine Act of 1970 allows nego-tiated specifications between owners andshipbuilders. Cut-and-paste usage of theMarAd specifications persists eventhough special requirements for discon-tinued Construction Differential Subsidy(CDS) are included. A few independentdesign firms significantly departed fromthe MarAd standard specifications, par-ticularly for specialty ships, but havesince gotten into a cut-and-paste modewithout taking sufficient time for in-corporating the influences of modern,constantly self-improving shipbuildingsystems.
41
Some believe that government support,such as CDS, in the absence of competi-tion does little if anything for de-velopment of shipbuilding technology. Asan alternative, a Japanese shipbuildingauthority proposed that government fundsin amounts commensurate with a govern-ment’s interests, should be used toencourage particular trades. [1]
Then, those who wish to compete foravailable subsidy would have to forminto owner/shipbuilder teams. An essen-tial part of each team’s bid preparationwould be negotiation of technical itemsas discussed in this publication inorder to be able to propose the bestperforming ship(s) for a particulartrade which can be built with the high-est order of productivity.
Instead, the MarAd standard specifica-tions unify quality and grades of mate-rials, machinery and equipment so thatbid prices quoted by several shipyardswould be based upon the same quality andcriteria. There is no incentive to nego-tiate technical matters as describedherein for developing a specificationthat benefits both parties and spursadvancement of both ship operating andshipbuilding technologies. In order tocontinuously permit such improvements, ashipbuilding specification must be vi-able and negotiable.
As the MarAd standard specificationsare no longer mandatory, shipbuildingspecifications should be simplified andmade more resilient to allow shipyardsto select materials which are less ex-pensive but still meet specificationrequirements.
Also, traditional U.S. contract plansand specifications are design orientedand disregard production requirements.They are a significant source of owner/shipbuilder conflicts during productionactivities when implementation withouthassles is prerequisite for efficiency.
Contract specifications and plans mustincorporate production requirements. Inother words they must be product orient-ed so that the ship’s price will becommensurate with a shipyard’s normalshipbuilding practices and workmanship."product oriented” means more than thetraditional adage “design for produc-tion”.
To modern shipbuilders, “product ori-ented” means having a cadre of produc-tion engineers who can devise and docu-ment a build strategy, first in terms ofpre-definition, in time to employ thestrategy for basic design. Further, aseach design phase progresses and makesavailable more information, “productoriented” means refining the build stra-tegy in time to guide the next phase ofdesign development. [2]
A build strategy, unique for eachshipyard, at first pre-defines erectionbutts and seams in order to achieve hullblocks that will permit a shipbuilder toexploit Group Technology and manufacturehull parts, sub-blocks and blocks ondedicated process lanes.
[1] Dr. H. Shinto, former President, IHI, when interviewed by L.D. Chirillo, inOctober 1980 at the University of Michigan.
[2] See the National Shipbuilding Research Program (NSRP) publication “IntegratedHull Construction, Outfitting and Painting - May 1983.”
42
Such pre-definition also addressesdevelopment of a machinery arrangementthat honors an owner’s need for accessi-bility and maintainability while simul-taneously maximizing assembly of fit-tings on-unit and on-block and minimiz-ing fitting on-board. The arrangementalso insures uniform distribution ofpipe pieces, port and starboard andthrough the various engine-room levels,as much as possible in parallel banks ofstraight pipe lengths.
The strategy expressed in terms ofzones by stages, enables designers toshift to zone-oriented drawings immedi-ately after functional design so thatdesign end-products are composites whichliterally constitute work instructions.Even details such as where to tap afilet weld for an air-pressure test, areincluded in structural detail drawings.
Because a documented build strategy,standards, etc. create assurances forboth an owner and shipbuilder, the scopeof proposed contract and guidance planscan be reduced to a minimum in order tosave time and money for such engineeringto guide technical negotiations beforecontract award. Reference drawings fromsimilar ships, standard diagrams andeven freehand sketches, are also usefulfor effective pre-contract negotiations.
43
APPENDIX A
QUESTIONNAIRES AND ANSWER SUMMARIES
The following objective was stated on the cover sheetnaires described herein:
“Contract Negotiation for Technical Matters is one ofNational Shipbuilding Research Program sponsored by the
of the question-
the tasks of theU.S. Maritime
Administration, contracted to Todd Pacific Shipyards Corporation.
The purpose of this task is to develop a manual which provides guidance tothe U.S. shipbuilding industry to identify and clarify technical mattersduring contract negotiations to prevent any misunderstandings and/orconflicts between the buyer and the builder during ship construction.
This questionnaire has been prepared to identify the nature and frequencyof the conflicts or trouble experienced in the past so that the manual couldprovide practical suggestions to resolve these problems.
The information obtained by this questionnaire will be confidential, andwill only be used for statistical analysis of the problems occurred.
The word ‘trouble’ used in the questionnaires is defined as occurrenceof an undesirable conflict between the buyer and builder which effects aship’s production schedule, production costs, delivery time, etc.”
Some questions for owners are necessarily different from those forshipbuilders but are in the same context. Thus, they are organized onopposite pages to facilitate comparison.
Responses to requests for priority order or orders of occurrence, e.g.,questions C.l. and C.2., were assigned weighted values as follows:
Rank
Top Priority
Medium Priority
Low Prioritty
PriorityExample
1 1
2-3 2-4
4-5 5-10
No Answer— —
(Nos. of Answers) (5) (l0)
Weight Value
3
2
1
0
A-1
FOR SHIPBUILDERS
Please reply to the following questions based upon your actual experience inbuilding commercial vessels.
A. General:
1. Who will furnish the technical documents, such as Specifications,General Arrangement Plan, Machinery Arrangement Plan, MidshipSection, etc. for contract negotiation? (in respective percentage)
a. Shipyard %
2.
b. Owner (with Engineering Department) %c. Independent Consulting or Engineering firm %d. Others (specify) %
A
Total 100 %
AVERAGE PERCENT
B
A: SNIPYARDB: OWNERC: INDEPENDENT CONSULTING OR ENGINEERING FIRMD: OTHERS
Have you ever experienced any troubles or inconvenience during con-struction of ships due to incomplete contract negotiation or tech-nical matters?
Yes
No
A-2
FOR SHIP OWNERS
Please reply to the following questions based upon your actual experience inbuilding commercial vessels.
A. General:
1. Who will furnish the technical documents, such as Specifications,General Arrangement Plan, Machinery Arrangement Plan, MidshipSection, etc. for contract negotiation? (in respective percentage)
a. Shipyard %b. Owner (with Engineering Department) %c. Independent Consulting or Engineering firm %d. Others (specify) %
50
40
30
20
10
0
Total 100 %
AVERAGE PERCENT
A: SHIPYARDB: OWNERC: INDEPENDENT CONSULTING OR ENGINEERING FIRMD: OTHERS
2. Have you ever experieced any troubles or inconvenience during con-struction of ships due to incomplete contract negotiation or tech-nical matters?
Yes
No
A-3
FOR SHIPBUILDERS
If yes, who furnished the technical documents mentioned above?(in respective percentage)
a. Shipyard %
b. Owner %
c. Independent Consulting or Engineering firm %
d. Irrespective of furnisher %
e. Others (specify) %Total 100 %
AVERAGE PERCENT
A: SHIPYARDB: OWNERC: INDEPENDENT CONSULTING OR ENGINEERING FIRMD: IRRESPECTIVE OF FURNISHERE: OTHERS
3. How long do you spend for contract negotiations to clarify technicalmatters? (in average)
One week or less
2-4 weeks
1-2 months
Two months or over
O% l WEEK/LESS10%2-4 WEEKS
A-4
3.
FOR SHIP OWNERS
If yes, who furnished the technical documents mentioned above?(in respective percentage)
a. Shipyard
b. Owner
c. Independent Consulting or Engineering firmd. Irrespective of furnisher
e. Others (specify)
Total
AVERAGE PERCENT
A: SHIPYARDB: OWNER40-
30-
20-
lo-
0 A 0 0 E c
%
%
%%
%
100 %
How long do you spend for contract negotiations to clarify technicalmatters? (in average)
One week or less
2-4 weeks
1-2 months
Two months or over
A-5
FOR SHIPBUILDERS
B.
4.
5.
Where is the contract negotiation on technical matters heldnormally?
At Owner’s Office
At Shipyard’s Office
At Independent Consulting or Engineering Firm’s Office
Others (specify)
How manv technical Dersonnels representing your shipyard are in-volved in the technical negotiations for the contract?
1 – 2 persons
3 - 4 persons
5 and over
10”/. 1*2
MARAD’s Standard Specification:
1. Do you use MARAD’s standardcontract specifications?
Yes, always
Yes, sometimes
No
specifications as the basis for your
5.
A-6
4. Where is the contractnormally?
FOR SHIP OWNERS
negotiation on technical matters held
At Owner’s Office
At Shipyard’s Office
At Independent Consulting or Engineering Firm’s Office
Others (specify)
5. How many technical personnel representing your party are in–volved in the technical negotiations for the contract?
1 - 2 persons
3 - 4 persons
5 and over
A: AT OWNER’S OFFICEB: AT SHIPYARD ‘S OFFICEC: AT INDEPENDENT CONSULTING OR ENGINEERING FIRM'S S OFFICED: OTHERS
B. MARAD’s Standard Specification:
1. Do you use MARAD’s standardcontract specifications?
Yes, always
Yes, sometimes
No
specifications as the basis for your
FOR SHIPBUILDERS
2. If CDS is not applied, how will you utilize MARAD’s
Will
Will
Will
If you have selected
continue to use it.
use it depending on the case.
stop using it.
specifications?
either the first or second answer of above, your answerto-following questions 3 and 4 is requested.
.
3. What is your comment on MARAD’s specifications?
No revision
Revision is
is required.
required.
A-8
Ifto
2. If CDS
FOR SHIP OWNERS
is not applied, how will you utilize MARAD’s specifications?
Will continue to use it.
Will use it depending on the case.
Will stop using it.
A: WILL CONTINUE TO USE ITB: WILL USE IT DEPENDING ON TNE CASEC: WILL STOP USING IT
you have selected either the first or second answer of above, your answerfollowing questions 3 and 4 is requested.
3. What is your comment on MARAD’s specifications?
No revision is required.
Revision is required.
A: NO REVISION IS REQUIREDB: REVISION IS REQUIRED
SHIPBUILDERS
If revision is required, in what priority order should it be re-vised among the following items? (number priority order)
a.
b.
c.
d.
e.
f.
g“
2.00
1.50
1-00
0.50
0.00
Description should be more simplified
Chapters to be simplified
Description should
Chapters to be
be more detailed
detailed
documents accompanying the ContractKinds of technicalshould be reduced
Documents to be exempted (specify below)
Order of chapters
Kinds of-drawingsbe reduced
should be rearranged
for Owner’s approval should
Kinds of vendors’should be reduced
Others (specify below)
drawings for Owner’s approval
G D
A-10
FOR SHIP OWNERS
4. If revision is required, in what priority order should itvised among the following items? (number priority order)
a.
b.
c.
d.e- .
f.
Description should be more simplified
Chapters to be simplified
be re-
Description should be more detailed
Chapters to be detailed
Kinds of technical documents accompanying the Contractshould be reduced
Documents to be exempted (specify below)
Order of chapters should be rearranged
Kinds of drawings for Owner’s approval shouldbe reduced
Kinds of vendors’ drawings for Owner’s approval—should be reduced
. .
g. Others (specify below)
0.40
0.30
0.20
0.10
0.00E
E:
F:
G.
FOR OWNER’S APPROVAL SHOULD
DRAWINGS FOR OWNER’S APPROVAL SNOULD
A-11
FOR SHIPBUILDERS
c. Troubles experienced during ship’s construction:
If you have experienced any trouble during the ship’s construction, ycuranswers to the following questions are requested:
1. Who is your opponent party which is involved in the dispute?(number in the orderof trouble’s occurred)
a.
b.
c.
d.
e.
f.
g.h.
i.
3.00
2.50
2 0 0
1.50
1.00
0.50
0.00
Ship Owner, including its representative(s)such as field inspector(s)
U.S. Coast Guard
Classification Society (ABS, etc.)
Consulting & Engineering Firm
Machinery Vendor
Subcontractor
Trade Union
Others (specify)
A -c
WEIGHTED VALUE
SUCH AS FIELD INSPECTORS
OTHERS
A-12
FOR SHIP OWNERS
c. Troubles experienced during ship’s construction:
If you have experienced any trouble during the ship’s construction, youranswers to the following questions are requested:
1. From viewpoint of your side, for what items was the shipyardresponsible?
a. Engineering by shipyard
200
1.50
1.00
0.5 o
O.00
b. Engineering by vendors
c. Construction Schedule
d. Adjustment of Extra Cost
e. Business matters
f. Others (specify]
WEIGHTED VALUE
—
FOR SHIPBUILDERS
2. What kind of matters were the troubles related to:(number in order of occurrence)
a.
b.
c.
d.
e.
f.
g.h.
i.
2 . 5 0
1 . 5 0
1.00
0.50a
O.00
Engineering or Design
Shipyard’s practice
Quality of workmanship
Painting
Approval procedure (drawings & construction)
Inspection
Performance test of machinery
Sea Trial
Others (specify)
ENGINEERING OR DESIGNSHIPYARD’S PRACTICEQUALITY OF WORKMANSHIPPAINTINGAPPROVAL PROCEDUREINSPECTIONPERFORMANCE TEST OF MACHINERYSEA TRIALOTHERS
A-14
FOR SHIP OWNERS
2. What kind of matters were the troubles related to:(number in order of occurrence)
a.
b.
c.
d.
e.
f.
g.“h.
i.
j.
L 60
1.40
1.20
1.00
0.80
0.60
0.40
0.20
0.00
Engineering or Design
Shipyard’s practice
Quality of workananship
Painting
Approval procedure (drawings & construction)
Inspection
Performance test of machinery
Sea Trial
Human related matters
Others (specify)
—
-c
—
WEIGHTED VALUE
—
— — —
ENGINEERING OR DESIGNSHIPYARD’S PRACTICEQUALITY OF WORKMANSHIPPAINTINGAPPROVAL PROCEDUREINSPECTIONPERFORMANCE TEST OF MACHINERYSEA TRIALHUMAN RELATED MATTERSOTHERS
FOR SHIPBUILDERS
3. For troubles related to engineering or design:
a. Is it usual that the Owner requires many changes or revisionswhich affect on the construction cost?
Yes
No
b. Does the Owner require many amendmentsapproval though they may not affect on
Yes
No
in the process of anythe construction cost?
c. Does it frequently happen that theapproved drawings within the agreed reviewal period?
Owner fails to return
Yes
No
b.
d. In case the contract plans were supplied by the Owner, have youexperienced any trouble due to your insufficient understandingor misunderstanding of the plans?
Yes
No
.C. d.
A-16
.
FOR SHIP OWNERS
3. For
a.
b.
troubles related to engineering or design:
Does the shipyard respond quickly to your requirement ofdesign changes or revisions?
Yes
No
Does the shipyard propose many design changes due to theirinsufficient study or lack of experience?
Yes
No
b.
c. Does it frequently happen that the shipyard fails to submittoyou approval drawings timely or without giving you enoughtime for review?
Yes
No
d. For the purpose of minimizing the troubles orduring construction who, do you think, shouldfor furnishing the Contract plans?
disputesbe responsible
Owner
Shipyard
A-17- - .
FOR SHIPBUILDERS
If yes, break it down in the order of occurrence:
o Failed to fulfill the basic performanceby the specification
o Delayed delivery of machinery
o Extra work
o Discrepancy in quality criteriaand yours
required
Owner’s
WEIGHTED VALUE
AND YOURS
e . Drawings for Owner’s approval
Present scope of drawings is acceptable
Wish less scope of drawings.
Specify drawings you wish to eliminate:
Wish wider scope of drawings.
Specify drawings you wish to add:
A: PRESENT SCOPE OF DRAWINGS IS ACCEPTABLEB: NAY REDUCE THE SCOPE OF DRAWINGSC: WISH WIDER SCOPE OF DRAWINGS
A-18
FOR SHIP OWNERS
e. Drawings for Owner’s approval
Specify
Present scope of drawings (MARAD Standard) isacceptable
May reduce the scope of drawings if the shipyardis reliable
drawings you may elimimte:
Wish wider scope of drawings
Specify drawings you wish to add:
f. Reference drawings to be submitted to the Owner
Specify
May reduce the scope
drawings you wish to
of drawings
eliminate:
Present scope of drawings is acceptable
Specify
Wish wider scope of drawings
B
drawings you wish to add: A: PRESENT SCOPE OF DRAWINGs Is ACCEPTABLEB: MAY REDUCE THE SCOPE OF DRAWINGSC: WISH WIDER SCOPE OF DRAWINGS
A-19
FOR SHIPBUILDERS
g.
h.
f. Reference drawings to be submitted to the Owner
Present scope of drawings is acceptable
Wish less scope of drawings
Specify drawings you wish to elimimte:
Wish wider
Specify drawings
scope of
you wish
drawings.
to add:
When do you obtain themachinery?
Vendor’s list is
Owner’s approval for the vendors of
not furnished for approval
During contract negotiation
As soon as possible after contract
Immediately before ordering
After ordering machinery
Who has the decisive authority to
Shipyard
Owner
the machinery
select the vendor?
VENDOR'S LIST IS NOT FURNISHED FOR APPROVALDURING CONTRACT NEGOTIATIONAS SOON AS POSSIBLE AFTER CONTRACTIMMEDIATELY BEFORE ORDERING THE MACHINERYAFTER ORDERING MACHINERY
A-20
FOR SHIP OWNERS
g. When do you obtain the List of machinery vendors for yourapproval from the shipyard?
Vendor’s list is not furnished for approval
During contract negotiation
As soon as possible after contractpo
Immediately before ordering the machinery
After ordering machinery
h. Who has the decisive authority to select the vendor afterapproval of the vendors’ list?
Shipyard
Owner
A-21
.
FOR SHIPBUILDERS
4. Construction
a. Have you experienced any dispute or trouble on your buildingpractices because they had not been discussed and agreed uponduring contract negotiation?
Yes, on every ship
Yes, on some ships
No
b. Have you experienced anyfield inspectors on your
Yes, on every ship
Yes, on some ships
No
dispute or trouble with the Owner’sbuilding practices?
c. Have you experienced any dispute or trouble with the Owner’sfield inspectors on the quality of your workmanship?
Yes, on every ship
Yes, on some ships
No
SHIP
A-22
FOR SHIP OWNERS
4. Construction
a. Have you experience any dispute or trouble on yard’s buildingpractices because they had not been discussed and agreed uponduring contract negotiation?
Yes, on every ship
Yes, on some ships
No
b. Have you experienced any dispute or trouble with the shipyardon its building practices?
Yes, on every ship
Yes, on some ships
No
c. Have you experienced any dispute or trouble with the shipyardon the quality of its workmanship?
Yes, on every ship
Yes, on some ships
No
b.
A-23
FOR SHIPBUILDERS
i
d. What was the nature of those troubles on practices and quality?( number in the order of occurrence area)
Hull – FabricationAssemblyErectionWelding
Outfitting - Deck outfittingLiving quartersMachinery outfittingPipingElectric outfitting
PaintingPoor or delayedPoor quality of
vendor drawingsdelivered machinery
On board test/Sea trial
Others (specify)
250
2.00
1.50
1.00
0.50
0.00o
A-24
FOR SHIP OWNERS
d. What was the nature of those troubles on practices(nunber in the order of occurrence area)
Hull -
Outfitting -
FabricationAssemblyErectionWelding
Deck outfittingLiving quartersMachinery outfittingPipingElectric outfitting
PaintingPoor or delayed vendor drawingsPoor quality of delivered machineryOn board test/Sea trial
Others (specify)
2 0 0
1.50
1. 00
0.50
O.00 T
and quality?
A-25
FOR SHIPBUILDERS
D. Cause of Troubles:
What do you think is the cause of the troubles experienced during con-struction? (number in the order of occurrence)
a.b.c.d.e.
f.g.h.i.
j.1.
2.50
2.00
1.50
1.00
0.50
O.00
Incomplete contract negotiationPoor engineering or designPoor production capability of the shipyardPoor quality control of the shipyardPoor technique for trouble shooting interms of persuading the OwnerUnexpected requirement of OwnerUnexpected requirement of field inspectorUnexpected requirement of U.S. Coast GuardUnexpected requirement of Classification SocietyMARAD’s SpecificationMARAD’s procedureOthers (specify)
WEIGHTED VALUE
F
A-26
FOR SHIP OWNERS
D. Cause of Troubles:What do you think is the cause of the troubles experienced during con-
struction?a.b.c.d.e.
f.g.h.i.
(nunber in the order of occurrence)
Incomplete contract negotiationPoor engineering or designPoor production capability of the shipyardPoor quality control of the shipyardPoor technique for trouble shooting in
2.50
terms of persuading theUnexpected requirement of OwnerUnexpected requirement of field inspectorUnexpected requirement of U.S. Coast GuardUnexpected requirement of Classification SocietyMARAD’s SpecificationMARAD’s procedureOthers (specify)
200
1.50
1.00
0.50
0.00c D -rE
A
WEIGHTED VALUE
APPENDIX B
Excerpts from the Japanese Shipbuilding Quality Standard (JSQS) -Hull Part 1982 published by the Research Committee on Steel Ship-building, the Society of Naval Architects of Japan:
Contents . . .. . . . . . . . . . . . . . . . . . . . . . . .. B-3Subassembly Excerpts . . . . . . . . . . . . . . . . . . . . ..B-4Welding Excerpts . . . . . . . . . . . . . . . . . . . . . . ..B-5Alignment and Finishing Excerpts . . . . . . ..B-6Deformation Excerpts . . . . . . . . . . . . . . . . . . ..B-8
Excerpts from a Shipbuilding Process and InspectionStandard (SPAIS) developed by a Japanese shipbuilder:
Contents. .. . . . ... . . . . . . . . . . . . . . .0..B-9Hull Construction Process Excerpts . . . . ..B-l6Hull Outfitting Process Excerpts . . . . . . ..B-l8Machinery Fitting Process Excerpts . . . . ..B-l9Painting Process Excerpts. .o . . . . . . . . . . ..B-22
Excerpts from a Quality and Inspection Standard for ShipsPainting (QISSP) developed by a Japanese shipbuilder:
Contents . .. . . l . . . . . l . l . . . . . l . l . . l . B-24Quality and Inspection Standard for
Surface Preparation Excerpts . . . . . ..oo.B-25Standard Items for the Attendance
of Inspectors Excerpts . . . . . . . . . . . . . . . . B-27
B-1
PREFACE
INTRODUCTION
I MATERIAL
II MARKING
III
IV
v
GAS CUTTING
FABRICATION
SUBASSEMBLY
VI ACCURACY OF HULL
VII RIVETING
VIII WELDING
IX ALIGNMENT AND FINISHING
x
XI
DEFORMATION
MISCELLANEOUS
B-2
Division I Fabrication UNIT : mm
SectionStandardrange
±3.0
Remarks
± 3.0
± 3.0
Breadth of corrugation,compared with correctones. Breadth (A)
± 9.0
± 3.0
± 5.0
Pitch of corrugations, In case whereit does not connectwith others.Depth of corrugation.
Compared with correct In case where it connect:with others.
D
But, Max.± 5.0
DDiameters
D But,. Max.± 7.5
In regard to the checkline. (for longitudinal)
± 5.0
± 5.0# (for transverse) ±2.5
Gap between shell plate
iand section template. ± 5.0
Water cooling just afterh
under650° C
under900°CI
A
I
B-3
B-5
Division
Section Subsection
Alignment and Finishing UNIT : mm
Item
Stiffening member locatedperpendicularly to plate.
when C>3. any followingtreatment ran he taken.
2)------- ----
Stiffening member locatedobliquely to plate.[ without edge preparation)
Tolerance limits
structurelstructure
B-6
Remarks
Detail of the construction isdecided in mold loft or appli.cation planning section. in casewhere it is not described in theapproved plan.The numerals of this divisionindicate final condition.
Gap betweem members is to beless than 3 ‘%. in case whereit is inevitable to make flushthe plate surface of non-stif-fening side.
Alignment and Finishing UNIT : mmDivision
Standardrange
Tolerancelimits
RemarksSub-section Item
After welding with bac-king strip, remove it andfinishing weld after backchipping.
Butt weld( manual welding)
Welding up with edgepreparation or partialrenew.
Partial renew.
tr 5
a : Gap
Butt weld(automatic welding)1. Both side submargedarc welding
Gap beforeVelding
In case where it is pred-icted to be burned throu-gh, sealing bead is to bedone.
2. Submerged are weld.ing with manual or CO1
welding In case where a is over5mm, see manual welding.
3. One side submargedare welding with fluxcupper backing orflux backing
In case where it is pred-icted to be burned throu-gh, sealing bead is to bedone.
In case where it is pred-icted to be burned throu-gh, it is adjusted by sca-ttering of metal powderor sealing bead is to bedone.
4 .One side submargedarc welding with fiberasbestos backing
Lap weldIncreased leg length
Rule Ieg+a
Re-fitting
Alignment of buttjoint
aa : Differencet : Thickness
a> O.15t or a>3RefittingStrength member (max 3)
a> 0.2t or a> 3Re-fitting(max 3Others
(thinner plate) I
B-7
--
SPAIS CONTENTS
PREFACE
1. ALLOWABLE LIMIT OF DEVIATION OF PRODUCTION . . . . . . . . . . . . .
2. HULL CONSTRUCTION PROCESS
2.1 Hull Structural Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.1.12.1.22.1.32.1.42.1.52.I.6
2.1.7
2.1.8
Assembly Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Distance between Adjacent Welding Beads . . . . . . . . . . . . . . .Accuracy in Hull Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Shape of Welding Bead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fairness of Structure Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Disposal. of Temporary Pieces forConstruction Purposes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Temporary Holes for Accessduring Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Treatment of Defects on Steel MaterialSurfaces of Hull . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.2 Hull Construction Work Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.2.1 Outline of Hull Construction Work Units . . . . . . . . . . . . . . . .2.2.2 Features of Construction by using The Hull
Construction Work Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.2.3 Works and inspections by using HullConstruction Work Unit...............................
3. PIPING PROCESS
3.1 Pipe Bending . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.2 Pipe Finishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.3 Flange Fitting in Shop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4 Pipe Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4.1 Sleeve Joints and Butt Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4.2 Flange Joints and Union Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.4.3 Socket Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
B-9
3.4.4 Dresser Coupling Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.4.5 Rubber Ring Type Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.4.6 Joints for Non-Ferrous Pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4.7 Under-Cuts in Pipe Welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.4.8 ANSI Joint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.4.9 Joint Gaskets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.5 Pipe Branches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.6 Reducing Pipe Diameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.7 Pipe Penetrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.8 Pipes Joints Done on Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.9 Pipe Galvanizing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.10 Pipe Pickling by Acid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.11 Flushing of Pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.11.1
3.11.23.11.3
3.11.43.11.53.11.6
3.11.7
3.11.8
3.11.9
Flushing of Main Diesel & Turbine EngineL.O. Pipe Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flushing of Generator Engine L.O. Pipe Lines . . . . . . . .
Flushing “of Stern Bearing L.O. Pipe Lines . . . . . . . . . . . . . .
Flushing of Main Engine F.O. Pipe Lines . . . . . . . . . . . . . . . .Flushing of Main Boiler F.O. Pipe Lines . . . . . . . . . . . . . . . . .
Flushing of Steam Supply Lines forSteam Driven Machinery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Flushing of Starting and ControlAir Pipe Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Flushing of Main Boiler Feed WaterPipe Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Flushing of Hydraulic Oil Pipe Lines . . . . . . . . . . . . . . . . . . . . . . .
3.12 Bolts for Pipe Flange Joint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.13 Pipe Supports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.14 Piping Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.15 Non-Destructive Test for Bolt Welded Joint . . . . . . . . . . . . . . . . . . . . . . . . . .
4. HULL OUTFITTING PROCESS
4.1 Outfitting on Hull Blocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.2
4.3
4.4
4.5
4.6
4.7
4.8
4.9
Outfitting during Erection of Hull Blocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Unit Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Outfitting of Liviing Quarter Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Galvanizing of Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.5.1 Adhesiveness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.5.2 Appearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rudde; and Steering Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Deck Machinery (Windlass, Cargo Winch andMooring Winch) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hatch Cover and Hatch Coaming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.8.1 Accuracy in Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.8.2 Weather Tightness Test for Bulk,
Ore Carrier and Container Ship(Except Oil Carrier) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.8.3 Operation Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.8.4 Emergency Operation Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Conditioning Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.10 Foam Fire Extinguishing Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5. MACHINERY FITTING PROCESS
5.1 Shafting and Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.1.1 Main Shaft Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.1.2 Fitting of Stern Bush . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.1.3 Contact Conditions of The Propeller Shaftand The Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fitting of Propeller5.1.4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.1.5 Tightening-up of Propeller Nut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.1.6 Tightness Test of Oil Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.1.7 Connection of The Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.2 Main Diesel Engine & Appurtenant Equipments . . . . . . . . . . . . . . . . . . . .
5.2.1 Force Fitting of Holding-Down Reamer Bolts . . . . . . . . .
5.2.2 Installation of Main Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.3 Main Turbine & Appurtenant Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
B-II
5.4
5.5
5.6
5.3.1 Force Fitting of Holding-Down Reamer Bolts . . . . . . . . .
5.3.2 Alignment of Shafting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.3.3 Vacuum Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.3.4 Tooth Contact of The Reduction Gear . . . . . . . . . . . . . . . . . . . . .
Boiler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.4.1 Hydrostatic Test on Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.4.2 Soda Boiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Auxiliary Machinery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.5.1 Diesel Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.5.2 Turbo Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.5.3 Turbine Driven Cargo Oil Pumps &
Ballast Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.5.4 Shaft Alignment of Turbine Driven andMotor Driven Auxiliaries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.5.5 Installation of Auxiliary Machinery . . . . . . . . . . . . . . . . . . . . . . . . . . .
Overhauling Items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.6.1 Main Diesel Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.6.2 Main Turbine and Reduction Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.6.3 Main or Auxiliary Boiler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.6.4 Generating Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.6.5 Generating Diesel Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5 .6.6 Others . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6. ELECTRIC FITTING PROCESS
6.1
6.2
Cable Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.1.2 Cable Connection in Junction
B o x o n E x p o s e d P a r t s. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.2.1 Insulation Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.2.2 Running Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..-6.2.3 Voltage and Speed Regulation Test . . . . . . . . . . . . . . . . . . . . . . . . . .
6.2.4 Parallel Operation Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.2.5 Safety Device Test for Generator Engine . . . . . . . . . . . . . . . . .
.2.6 Auto Starting, Auto Synchronizing andAuto Load Sharing Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.3 Transformer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.3.1 Insulation Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.3.2 Operation Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.4 Batteries and Charging Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.4.1 Charging Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.4.2 Discharging Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.5 Switchboard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.5.1 Insulation Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.5.2 Generator Protective Device Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.6 Motor and Control Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.6.1 Insulation Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.6.2 Operation Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.7 Accessories of Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.7.1 Emergency Stop System Test for Motors . . . . . . . . . . . . . . . .6.7.2 Alarm System Test for Motors of
Essential Machinery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.7.3 Sequential Starting System Test for Motors . . . . . . . . . . . .
6.7.4 Automatic Change Over and/or Cut in SystemTest for Essential Working Machine withStandby Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.7.5 Automatic Start and Stop Test for Water,Oil and Air Controlling Machines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.7.6 Alarm Test for Steering Gear Motors . . . . . . . . . . . . . . . . . . . . . . .
6.8 Heating Equipment and Miscellaneous Electric PowerEquipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.8.1 Insulation Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.8.2 Confirmation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.9 Radio, Nauticali Interior Communicationand Control Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.9.1 Insulation Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.9.2 Confirmation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.10 Lighting Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.10.1 Insulation Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.10.2 Confirmation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.11 Elevator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.11.1 Insulation Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.11.2 Load Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.11.3 Level Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.11.4 Confirmation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.11.5 Safety Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7. AUTOMATIC AND/OR REMOTE CONTROL EQUIPMENTINSPECTION PROCESS
7.1
7.2
7.3
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation Test for Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.2.1 Main Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.2.2 Auxiliary Machinery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.2.3 Alarm Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation Test for Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.3.1 Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.3.2 Pressure Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.3.3 Level Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.3.4 Electric SignaI Converters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8. PAINTING PROCESS
8.1
8.2
8.3
8.4
8.5
8.6
8.7
8.8
8.9
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Surface Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hull Block Painting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Correction of Slight Damages or Defects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Finishing of Free Edges of Steel and Welded Beads . . . . . . . . . . . .
Painting for Fittings Manufactured by Subcontractors . . . . . . . . . .
Film Thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Surface of Final Coat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inspection Items Subject to Attendance of TheBuyer’s Supervisors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
.
9. INSPECTION
9.1
9.2
9.3
9.4
9.5
9.6
9.7.
9.8
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Requirements and Comments of The Buyer’sSupervisors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Communication between The Builder and The Buyer’sSupervisors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Imported Equipments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inspection of Hull Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9.7.1.9.7.29.7.39.7.4
Material
Hull Block Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hull Internal Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Tank Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Non-Destructive Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LIST OF 1NSPECTION AND TESTING . . . . . . . . . . . . . . . . . . . . . .
2. HULL CONSTRUCTION PROCESS
The Vessel shall be constructed and outfitted in accordance with theBuilder’s building process as specified hereunder.
2.1 Hull Structural Construction
2.1.1 Assembly Block
In general, steel construction blocks of suitable sizes shall beassembled in the workshop and then erected on the building berthand/or the building dock.
2.1.2 Distance between Adjacent Welding Beads
A. Distance between Adjacent Butt Welds
Item Allowable Limit1. I mm
Remarks
No restriction for the location of butt.
B. Distance between Butt Weld and Fillet Weld
Item Allowable Limit
a
mm
(Main structures)
(Superstructures)
Remarks
B-16
Overlap of welds shall be allowedwhere the members are arranged dia-gonal to the butts in fore & aft con-structions and in superstructures.
C. Distance between Butt Weld and its Scallop Welding
Item Allowable Limit Remarks
2.1.3 Accuracy in Hull Construction
A. Size of Built-up Sections
Item
b
Allowable Limitmm
d = nominal
breadth –2
B. Mis-alignment in Fillet Connections
item
thickness ofmembers.
a: misalign-ment
where
Allowable Limitmm
1. Longitudinalmembers within0.6L U andprincipal trans-verse support-ing members:
2. Others:
Remarks
Remarks
When “a” exceeds the, allowablelimit, following treatment shall be ap-plied:1. For main structures:
Weld leglength shallbe increasedby 10%.
The membershall be re-aligned
2. For Others:
The membershall berealigned.
B-17
HULL OUTFITTING PROCESS
4.9 Air Conditioning Test
Airconditioning tests, such as tests for heating in summer or coolingin winter where the tests by automatic temperature control devicecannot be carried out due to prevailing temperature conditions, shallbe tested manually to ensure satisfactory operation of the machinery andequipment.
4.10 Foam Fire Extinguishing Test
In view of “[international convention for prevention of pollutionof the sea”, the substitutional test (sea” water discharging etc.) for theabove shall be carried out without discharging foam.
B-18
5. MACHINERY FITTING PROCESS
5.1 Shafting and Propeller
5.1.1 Main Shaft Alignment
Shaft centering shall. be carried out at following conditions.
A. Hull construction works, excepting minor internal welding,below the lower engine flat level and aft of the engine roomforwardspace orthe hullfinished.
bulkhead is completed and hydraulic tests for coolingvoid spaces are finished but the internal inspection ofconstruction mentioned above may not necessarily be
Oil jack
B. For hull construction works below the steering engine flat,the surface welding for butts and seams of skin plates arefinished.
c. Other hull construction works not mentioned above, shallbe carried out in accordance with the Builder’s constructionschedule, irrespective of the shaft alignment.
5.1.2 Fitting of Stem Bush
The installation of stern bush shall be carried out by usinghydraulic oil jack as shown below example figure.
Fore stern bush
B-19
Pressure of the hydraulic power and load shall be measuredduring measurement of the distance of insertion.
The measurement shall be recorded at the last 100mm (b)drive for forward bush and at the last 250mm (a) drive for theaft ward bush.
The bushes shall befollowing insertion loads.
After bush
inserted into the stern tube by the
5.1.3 Contact Conditions of The Propeller Shaft and The Propeller
The key shall be fitted to the propeller shaft and blue paintshall be painted on the shaft to check contact condition of thecone-part of the shaft and the propeller boss.
Then the propeller shaft shall be removed from the boss,and the contacting surface of the cone-part shall be checked.
Acceptable contact condition of the cone-part shall be deter-mined by cross contact of at least 4 points per 25 millimeter square.
s. 1.4 Fitting of Propeller
The fitting stroke shall be decided consideringof the propeller boss and shaft cone just before fitting.
temperatures
5.1.5 Tightening-up of PropelIer Nut
The propeller nut shall be tightened up to following final torque.
Shaft dia. D (mm) Torque (ton-m)
700 and above
B-20
.-
5.1.6 Tightness Test of OiI Seal
A. After installing the seals on the fore and aft part of the sternbearing and flushing, the oil shall be supplied to the stern bearingand the head tank up to the normal level corresponding to thefull loaded condition, and then the level shall be maintained forat least 4 hours to check the leakage.
B. The bottom plugs of the seals shall be detached and the tight-ness of the seals shall be checked.
5.1.7 Connection of The Shaft
A. The reamer bolts and holes shall be checked to confirmthe coincidence with the drawings by measuring its dimensionsat the shaft couplings.
B. Reamer bolts and holes shall be painted with Moly-coat orequal, and then fitted together by using the hydraulic jackwith a force of 3~20 tons or by other suitable methods, such aschilled bolt fitting and hammering.
5.2 Main Diesel Engine & Appurtenant Equipment
5.2.1 Force Fitting of Holding-Down Reamer Bolts
Reamer bolts and holes shall be painted with Moly coat orequal, and then the bolts shall be forced into the holes by usingthe hydraulic jack with a force of 1.5 – 15 tons or by other suitablemethods such as chiIled bolt fitting or hammering.
5.2.2 Installation of Main Engine
A. Hammering check shall be carried out to confirm that thechock liners are fitted in good condition, or that foundationboil ts are well tightened, and also acceptable clearance of thechock liner shall be confirmed by the feeler gauge of 4/ 100mmthickness that it does not enter more than 10mm.
B. The deflection of crankshaft shall be measured by turningthe crankshaft ahead using the turning gear if necessary.
The record of the deflections shall be compared with thattaken at the cold condition after assembling, and the deflectionshould not exceed the following allowable limits recommended bythe engine manufacturer.
B-21
8. PAINTING PROCESS
8.1 GeneraI
Painting work shall basically follow the Builder’s standard processas described hereon as well as the Q. I.S.S.P. (lH1 Quality & InspectionStandard for Ship’s Painting) and shall also follow the paint manu-facturer’s recommendation.
In general, painting work shall be proceeded in accordance withthe Builder’s schedule which is prepared and based on the ContractSpecifications.
8.2 .Surface Preparation
8.2.1 Standard of De-rusting
Refer to Q. I.S,S.P.. Article 2.1
8.2.2 Standard of Surface Cleaning
Refer to Q. I.S.S.P. Article 2.2.
8.3 Hull Block Painting
After finishing the hull block construction works, coating shallbe applied. Whenever the surface of the hull block is fully or partiallycleaned, the coating shall be applied to the cleaned surface in goodtime before it becomes rusted.
Outfitting works on the hull block, may be carried out before orafter application of the coating, whichever suitable for the construc-tion schedule.
8.4 Correction of slight Damages or Defects
Slight damages or defects, which have been miss detected at blockinspection and found after surface preparation etc., shall be markedand left without treating and the whole other surfaces shall be ap-plied with the first coating, and after that, such damages or defectsshall be treated by means of welding, chipping and/or grinding andthen touched up with paint.
B-22
— .
8.5 Finishing of Free Edges of Steel and WeIded Beads
In principle, free edges of steel members, such as those formed bygas cutting and/or welded beads shall not be finished by chipping and/orgrinding if it is for painting purpose only.
However, the parts such as badly irregular beads and spatters whichthe Builder considers it necessary to grind off, shall be treated in ac-cordance with the surface preparation shown in Photographic StandardNos. 16, 17, 18,19 of the IHI Q. I.S.S.P.
8.6 Painting for Fittings Manufactured by Subcontractors
In general, fittings which are manufactured by subcontractor shallbe applied with 1 or 2 coats of anti-corrosive paint and/or finish-coated at the subcontractor’s, and then embarked on board the vessel.
8.7 Film Thickness
8.7.1
8.7.2
8.7.3
Measuring Points of Film Thickness
Refer to Q. I.S.S.P. Article 2.1
Instruments for Measurement of Film Thickness
Refer to Q. I.S.S.P. Article 2.1
Measurement Method
Refer to Q. I.S.S.P. Article 2.1
8.8 Surface of Final Coat
Refer to Q. I.S.S.P. Article 2.2
8.9 Inspection items Subject to Attendance. of The Buyer’s Supervisors
Refer to Q. I. S.S.P. Article 3.1 & 3.2
B-23
QUALITY & INSPECTION STANDARD
F O R S H I P S P A I N T I N G
( Q I S S P )
C o n t e n t s
Preface page
Note to the Revised Edition
1 Quality and inspection Standard of Surface Preparation . . . 4
1.1 Quality and inspection standard of de-rusting . . . . . . 4
1.2 Quality and inspection standard of surface
cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...7
2 Quality and Inspection Standard of Paint Application . . . . . 8
2.1 Inspection standard of film thickness . . . . . . . . . . . . . 8
2.2 Quality and inspection standard of the surface
of final coat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...9
3 Standard of Items for the Attendance of Inspectors. . . . ...10
Photographic Standards of the Grade of De-rusting . . . . . . . ...12
B-24
tion
1.1 Quality and inspection standard of de-rusting
1.1.1 ScopeThis standard shall be applied inspection of de-resting of
steel surface before respective application of shop primer, thefirst coating and the subsequent coatings.Note: Shop primer is paint to be applied to steel materials be-
fore fabrication to preventduring necessary processing
1.1.2 Standard grade of de-rusting
them temporary from rustingthereof.
(Photographic standards are attached at the end of thisbook.)
(1) Before application of shop primer
Symbol ofthe grade of ISP-A ISP-Bde-rusting
Treatment Shot blast Sand blast Shot blastcleaning c l e a n i n g cleaning Pickling
PhotographicStandard of de- No. 1 No. 2 No. 3 No. 4rusting grade
Where epoxy resin paints shall
Where inorganic zinc paints be applied to parts other thanshall be used or where epoxy C. O.T., B.W.T. and the external
Application resin paints shall be applied to parts, or where the conventional
C. O.T., B.W.T. and the external paints includiug oleoresinous
parts. synthetic paints and chlorinatedrubber paints, etc. shall be ap-plied.
Correspond- Approximately BSa 2½ Approximatelying to S1S
Note: 1. The external parts mean the outside of shell, the exposed parts of deck andsuperstructure.
2. Respective designations of S1S 055900-1967 corresponding to 1111 Photo-graphic standards are described herein.
(2) Before application of the first coat
Symbol of the gradeof de-rusting lSC-A ISC-B ICC-A ICC-B
Sand blast Disc sanding Disc sanding powerTreatment cleaning and power and/or power brushing
brushing brushing
De-rusting of theparts of shop No. 5 No. 6 No. 7 No. 8primer damaged No. 9 No. 10by buring
No. 11
parts of shopprim re damaged No. 12 No. 13 No. 14 No. 15by re-rusting
De-rusting of thebeads & the near No. 16 No. 17 NO. 1 8 No. 19parts of welding
&the parts of notreatment or No. 20 No. 21 No. 22 No. 23miss-coat ing
Where theconventional paints includ-ing oleoresin-
where thepaints, andchlorinated conventional
paints includ-Where epoxy rubber paints, ing oleoresin-Where inor- resin paints e tc. shall beganic zinc shall be used ous synthetic
Application paints shall to C. O.T., paints andbe“used. B .W.T. and ternal parts, chlorinated
the external and where rubber paints,parts. e poxy resin e tc. shall be
paints shall used mainly
bparts otherthan C. O.T.,B .W.T. andthe externalparts.
A pproxi- A pproxi- B etwecnCorresponding to pproxi-
mately m ately cSIS BSa 2½ cSt3, BSt3 B etween
B S t 2 & B S t 3 c
Note: 1. Photo No. 9, 10 and 11 show effect of burning to steel material coated withzinc epoxy primer.
2. The meaning of the external parts is the same as (1) Note 1.The internal parts mean all sorts of tanks excluding C.O.T. and B.W.T.,engine room, pump room, tank tops, bilges, holds, inside of living quartersincluding stores, coffcrdams, chain lockers and void spaces.
3. As to corresponding designations of S1S, see (1) Note 2.
B-26
3 Standard of
3.1 ScopeThis standard
Items for the
shall be applied
Attendance of Inspectors
to the attendance of Buyer’sinspectors for respective locationbuilder’s inspection.
3.2 Attendance ofinspectorsAttendance of the Buyer’s
and inspection item and also for
and/or builder’s inspectors forinspection shall be performed in accordance with undermentionedstandard.
Explanation of symbols:o markk showS required attendance of Buyer’s inspectors.A mark shows builder’s inspection.
3.2.1 Where inorganic zinc paints shall be applied and where epoxyresin paints shall be applied to C. O. T., B.W.T. and the externalparts.
Standard of items for the attendance of inspectors
Inspection FinishSurfaceitem Paint film
Before re- ‘ Before Afterpreparation moval of lining in- final thickness
Location scaffold- sulationing fitting coating
Bottom Shell (*1) A
Side shellExposed parts of A Aupper deckExposed parts of A AsuperstructureC.O.T.B.W.T.Holds A A A
Mast, Post,Hatch cover
A A
0ther smallfittings
Steel materials to becoated with shop Aprimer (*2)
Note: * 1 Sea-chests are to be inspected by the buyer’s inspector before being closed.* 2 Inspection will be made by random selection including check of steel
materials after shop primer coating.
B-27
APPENDIX C
Proposed Changes to Maritime Administration Standard
GENERAL COMMENTS
1.
2.
3.
4.
5.
6.
7.
Most parts of the specifications are tooflexibili ty for applying alternatives ofRequirements should be kept to a minimum
Specifications
detailed, leaving littleequal function and quality.in order to allow selection
of materials regularly available from suppliers’ catalogs and/or topermit employment of shipyard standard practices.
The terms “best quality’ t and “best workmanship" should be avoided asthey are generalities, not specifications, and they are used as excusesby buyers to demand the ‘highest grades” available.
Grouping specifications into ‘ fGeneral Provisions", ‘ tH u l lSpecifications" t, ‘ fMachinery Specifications” and ‘ rElectricalSpecifications" t, is popular worldwide and more convenient. SeeAppendix D.
Specifications for one systemone section rather than beingtions; see Appendix D.
Specifications should include
or machine should be consolidated indistributed throughout various sec-
more production requirements, suchas: shipyard standards/practices, production processes, andinspection/testing standards in order to prevent conflicts duringproduction,
MIL/MarAd/Federal specifications should be comparable to commer-cial standards. All requirements should be based on non-subsidizedconstruction contracts. In other words all requirements related toCDS should be deleted.
Avoid expensive materials, such as monel, which are difficult toobtain in commercial markets. Employ materials popularly usedworldwide.
I
Sec.—-—
4
5
5
5
5
6
7
MarAd’s Specification
Title
Access Hatches(Page 4-8)
(c) Windows(Page 5-1)
Window Wipers(Page 5-1)
Ladders & Stairways(a) General(Page 5-1)
Gratings, etc.(Pages 6-1 thru 6-4)
Insulation Linings &Battens(Page 7-1)
Proposal
Counterbalance devices (spring orcounterweight) could be deletedfor small hatches.
Wheel house windows need not be“sloped aft at bottom”.
Alternative use of "center-motortype clear view screen” should beadded.
Formla: ZR + 6/7T = 600mnshould be deleted.
Minimum slope should be specifiedinstead of maximum slope of 50°.
Material should not be limited toaluminum. Galvanized steel laddersmay be applied for small ships.
MIL specs, MA specs shouldbeconverted to commercial standards.
Di t to .
Reason
Less expensive.
Some are vertical and some are slopedforward depending upon the owner’schoice.
More popular and trouble free.
Ladders which are too steep wouldbehazardous.
Flexibility in selection of material.
Materials available in commercial mar-ket should be used to reduce the price
Ditto.
Sec.
7
7
8
9
MarAd’s Specification
10—
1
4
1
Title
(a) Insulation Material(Page 7-1)
Insulation, Refrigeratedspaces(a)(d)
(e)(f)
General (Page7-2)Thickness ofInsulation (Page 7-3)
Decks (Page 7-3)Bulkheads, Lining &Overhead Ceilings(Page 7-3, 4)
Kingposts, Boomsj
Masts, Davits(Pages 8-1 thru 8-2)
Running Rigging,Blocks(Page 9-1 )
Proposal
Instantaneous resin foam should beadded as alternative.
Specific thickness of insulationwhich meet temperature requirementsshould be specified.
Too detailed. Leavefor alternatives
flexibility
Cargo derrick booms are becomingobsolete.Specifications for deck cranesshould be specified as firstpriority.
Specifications for wires and blockfor deck cranes should be referredto manufacturer’s standard.
Reason
Used for refrigerated stores.
Could be standardized.Easier for engineering and estimatingreposes.
Couldbe standardized.
Jpdating of cargo handling system.
Jse of manufacturer’s standard.
Sec.
10
10
10
10
11
12
12
12
MarAd’s Specification
k)—
3
4
5
6
7
9
2
2
3
T i t l e
Anchors (Page 10-1)
Chains (Page 10-1 )
Chain Stoppers(Page 10-2)
Hawsers,
Heaving Line(Page 10-2)
Sea Chests(Page 11-10)
Air Conditioning,Heating and Ventilation(b)
(2)
(1) Design Criteria
Classes of AirConditioning System(Pages 12-3 thru12:15 )
Cargo Holda. Break Bulk(Pages 12-15, 16)
Proposal
Lightweight type should not bemandated ●
Type of detachable links(kenter-type or shackle type)should be specified.
Types other than riding tonguetype should be specified asalternative.
Scope of shipyard’s supply shouldbe the minimum nmber required by
Alternative material for Monelsuch as stainless steel should beadopted.
Temperature conditions for cooling/heating and other design conditionsshould be more simplified. Alsorefer to Text, Page 49.
Only specify recommended principaltypes of systems, and delete detailspeci f ica t ions . Refer to Text,Page 49.
Mechanical ventilation should notbe mandated.
Reason
Left to owne'ss choice
Difference in cost
Difference in cost
Extra hawsers and ropes shouldbe furnished by the owner.
Less expensive
Allow flexibility so that manufactur-e rs standard system could be applied.
Adopt manufacturer's s standard systems.
Natural ventilationis mostly appliedfor dry bulk cargo.
Sec.
12
13
14
14
14
14
14
MarAd’s Specification
2
1
1
1
1
2
Title
Steam Heating and AirConditioning WaterSystems, etc.(Pages 12-17 thru 12-40
Extinguishing Systems(Pages 13-1 thru 13-3)
Painting & CementingGeneral(Page 14-1 )
(Page 14-2)
(Page 14-3 )
(Page 14-3 )
Surface Preparation(Pages 14-4 thru 14-5)
Proposal
Delete detail specifications.Refer to Text, Page 49
Fire extinguishing system for cargoareas of oil tankers and dry cargovessels should be added for selec-tion of system, e.g.,Oil tankers - FoamBulk/ore carriers - Not required
Delete paragraphsOnly specify type
Delete paragraphs
3 and 4.of paint.
2, 3, and4
Paragraph 2: Delete
Paragraphs 3, 4, & 5: Delete MILSpec. and only state "approvedcommercial material”.
Add: Surface treatment grade forcargo oil tanks applying pureepoxy and inorganic zinc paints.
Reason
Adopt manufacturer’s standard systemsand equipment.
To identify required system forengineering and estimating purposes.
Manufacturer’s brand or trade namesshould not be referred to to allowfree competition among paint suppliers
Should allow application of new ad-vanced painting system even withoutproven history. Laboratoroy testresults and other back-up data wouldsuffice evaluation.
Follow recommendations from paintsupplier.
Leave it to paint supplier’srecommended paint
Follow paint supplier’s recommendation
Sec.
14
14
14
14
15
—
No.
2
6
8
9
1
MarAd’s Specification
Title
(a) Cleaning(Page 14-4)
(Painting Schedule Table(Pages 14-6 thru 14-14)
Cathodic Protection(Page 14-15
Paints and Coatings(Data Sheet )(Pages 14-16, 17)
Navigation EquipmentDetails of Equipment
(Pages 15-1 thru 15-3)
Proposal
Change brand names of cleaningagents to commercial base genericnames .
Delete paint dry film thicknessper coat. Only specify total dryfilm thickness’.
Surface Preparation: Add touch upgrade (SP- ) for damaged areas.
Specify design conditions foraluminum or zinc anodes, e.g.,- Ballasting rate (% per year)– Minimnn current density
(_milliamperes per square
-Lifetime (-Years)
Delete
Change MIL specs to commercialstandards.
Add: Other equipment installed inwheel house, e.g., flags,s ignals , sextant , b inoculars:
e t c .
Reason
Leave it to paint supplier’srecommendation
Thickness per coat may differ depend-ing upon paint suppliers specification
Clarify surface treatment method fordamaged areas.
Identify design conditions.
Need not be required for commercialcontracts
Use of commercial standards
Identify supply scope
Sec.
16
16
16
17
18
19
2
7
4
MarAd’s Specification
Title
Boats(Page 16-1)
Inflatable Liferafts(Page 16-2)
Commissary Spaces(Pages 17-1 thru 17-6)
Utility Spaces andWorkshops(Pages 18-1 thru 18-3)
Furniture & Furnishings(Pages 19-1 thru 19-12)
Proposal
Specify:- Number of boats and type
of motor- Capacity– Material (RFP, Aluminum, etc.)- Engine Cooling system (air cooled
or water cooled)- Starting of engine (battery)
Specify:- Number and location of rafts- Capacity
Add: Type, numbers of lifejackets, life buoys, distresssignals, etc.
Simplify specification of equipmentOnly specify type, material, andnumber so that commercial standardequipment could be used.Delete manufacturer and brandnames.
Same as above
Simplify specification for eachfurniture.Only specify type, material, sizeand delete MIL and MA specifica-tions so that commercial standardscould be used.
Reason
Identify on Specification instead ofreferring to Contract Plans.
Ditto
Identify supply scope
Allow flexibility to use commercialstandard equipment available in themarket.
Allow free competition,
Same as above
Allow flexibility to use commercialstandards available in the market.
MarAd’s Specification
Sec.
19
20
21
22
23
23
23
23
16
T i t l e
Electric Fans(Page 19-3)
Plumbing Fixtrues &Accessories(Page 20-1)
(Pages 20-1 thru 21-6)
Hardware(Pages 21-1 thru 21-6)
Protective Covers
Miscellaneous Equipment& Stowage, General
(Page 23-1)
Stowage Spaces(Pages 23-2 thru 23-8)
Dumbwaiter Car & Unit(Page 23-7
Engineer’s PlatformHoist Car(Page 23-7)
Proposal
Delete
Delete: “Crane Company, AmericanStandard” and only specify
". ..shall be of standard marineq u a l i t y . ”
Simplify specification.Only specify type, material, sizeso that commercial standards couldbe used.
Same as above
Delete MIL specs and/or brandnames ●
Paragraph 5, Material of shelvesin refrigerated spaces: Galvan-ized steel or wooden shelves shouldbe allowed.
Specify gratings and battens foreach store and locker
Combine With Section 4, Article 3,Section 81, Article 6 in onesec t ion .
Combine with Section 81, Article 12in one section.
Reason
Not necessary if mechanicalventilation is provided
Allow free competition
Allow flexibility to use commercialstandards available in the market.
Same as above
Allow free competition
Less expensive
Ident i ty scopeof furn ish ing
Easier to identify complete structure
Di t to
Sec.
25
25
25
27
50
50
50
50
50
No.—
2
2(()
3
1
1-5
1
2
4
5
MarAd’s Specification
T i t l e
Joiner Work& InteriorDecoration, General
(Pages 25-1 thru 25-4
Carpets(Page 25-3
Decorator Schemes(Pages 25-4 thru
Container StowageHandling, General
(Page 27-1)
25-9
&
Main&AuxiliaryMachinery
(Pages 50-1 thru 50-33 )
General(Page 50-1)
Power Plant Performance(Page 50-2)
General Descri tion{(Pages 50-2 tru 50-4)
List of Machinery
Proposal
Change MA and/or Fed. Specs. tocommercial standards.
Combine with Section 6, Article 7.
Delete
-Specify Lashing device for on-deckcontainers, e.g., by rods.
-Attach drawing of a typical lashingpattern of on-deck containers.
-Specify container load (weight)on hatch covers.
-Specify size of angles for cellguides.
Recommend changing specificationsbased upon medium-speed diesels toslow-speed diesels.
Specify design conditions inArticle 1, General.
Delete
Combine with Article 1 of Section50
Type starting: Add “or battery ora i r ”
Reason
Use of commercial standards availablein the market
Easier to identify
Color scheme could be determined aftercontract by “approval plans”.
For engineering and estimtingpurposes
Di t to
Identify design load for hatch coverdesign
For engineering and estimatingpurpose
See Text, Pages 50 thru 54
Dit to
Could be identified by approval plans
Need not be separated
Normal practice
MarAd’s Specification—
Sec.
57
57
57
58
58
58
59
61
.
N0
1-7
5
6
1-3
6
8
5
2
A - — _ _ _ _ _ _ _ _
T i t l e
Lubricating Oil System(Pages 57-1 thru 57-7)
Lubricating Oil Purifiers& Heaters
(Page 57-4)
Stra iners(page 57-5)
Sea Water Systems,General, Sea Water EngineCooling System, AuxiliarySea Water Service System
(Pages 58-1, 2)
Bilge System(Page 58-3 )
Stra iners(Page 58-3)
(a) Storage Type Water(Page 59-4)
Exhaust Gas Boiler(Page 61-1)
Proposal
- - - - -
Only specify minimum requirements;leave details to engine manufac-turer’s and shipyard’s standardprac t ice .
D i s c m a t e r i a l , d e l e t e : ‘f. . . o rmonel”.
Delete detail specification ofp u r i f i e r .
Basket material: Monel could besubstituted by mild steel ors t a i n l e s s s t e e l .
Details to meet engine manufact-urer’s requirements and/or shipyard’standard practice.
‘Maine Line” bilge system for cargoholds for dry cargo ships in lieuof “independent line” system shouldbe specified as alternative.
Basket material: change monel tomild steel or stainless steel.
Las t paragraph: Add: “ . . .or s ta in .less s tee l” af ter “o . . s tee l , res incoated”.
3rd Line: Add, " . . .or , awatertube type” . a f ter " . . .boi ler r shel l !
Reason
Could be standardized
Sta in less s tee l i s
Use manufacturer’s
s u f f i c i e n t .
standard products.
Less expensive
Could be standardized
Recent trend
Less expensive
Leave flexibility to use manufacturer’sstandard equipment and/or shipyard’sprac t ice .
Di t to
Sec.
80
81
81
81
81
81
MarAd’s Specification
No—
5
1
1
)
3
3
T i t l e
Lifting Gear(Page 80-3)
General, (3) ReductionGears(Page 81-1)
(a) thru (d)
Steering Gear(Pages 81-6 thru 81-8)
Windlass (a) thru (d)(Pages 81-8 thru 81-12)
(b) Duty(Page 81-9
Proposal
Specify lift ing capacity inTons for overhead cranes
Gears need not be totally enclosed.Open type with protective covercould be used as standard.
Delete calculation requirements.
Simply specifications. Onlyspecify minimum requirements.
Di t to
Same as aboveNumber of windlass should not belimited to one (1) set. Two (2)separate type windlasses (port &starboard) are used for large shipsWindlass with hawser drum(s) shouldbe specified as alternative.
Miniman hoisting load of windlassesshould be reduced as follows:- Single type:
30 meters chain weight +2-anchors
- Separate type:80 metersl-anchor
- Speed: Min.
chain weight +
9 meters/minute
Reason
Standardized by
Less expensive
engine type
Leave it to manufacturer’s standard
Dit to
Di t to
-Same as above-Depending upon ship’s size andfullness of bow form.
-Recent trend
Standard used by Japanese shipyards
Sec.
81
81
81
81
81
81
81
86
N0
4
7
8
.0
13
14
MarAd’s Specification
T i t l e
Boat Winches, (c)(Page 81-12
Accommodation LadderWinches
(Page 81-12)
Hatch Covers, (a) thru
(Pages 81-13 thru 81-15
Cargo winches, (a) thru(c)(Pages 81-15 thru 81-17
Bow Thruster(a) thru (d)
(Pages 81-18, 19)
Constant Tension MooringWinches (a) thru (e)
(Pages 81-19 thru 18-20
Cargo Deck Cranes
Spares - Engineering(Pages 86-1, 2)
Proposal
Motor: Add air-nmtor driven asa l t e r n a t i v e
D i t t o
Operation system should not belimited to hydraulic system. Mech-anical system could be used depend-ing upon type of hatch cover
Electro-hydraulic system should bespecified as alternative.
Steam winches may be used foro i l tankers .
Simplify specification. Onlyspecify minimum requirements.
D i t t oElectro-hydraulic system should be
specified as alternative.
Electric or Electro-hydrauliccargo deck cranes should be added.
Recommend consolidating all sparesdistributed in various sectionsin to th is sec t ion .
Reason
- - - -
Less expensive
Di t to
Use operating system in accordancewith hatch cover manufacturer’sstandard.
Recent trend
When cargo pumps are steam driven
Use manufacturer’s standard equipment.
-Ditto-Recent trend
Recent trend for cargo handling system.
Easier to identify and control
Sec.
88
88
88
89
MarAd’s Specification
No
1
1
2
1
T i t l e
Ship Generators(a) General
(Page 88-1)
(b) Construction(Page 88-1)
Emergency Generator(Page 88-2)
Switchboard, General(a) Structure(Page 89-1 )
(b) Enclosures(Page 89-1 )
Proposal
Leave number of generators open sothat it could be determined consid-ering electric power demand atnavigation/departure-arriveal /cargohandling/port conditions.
Also add alternative specificationof main engine shaft driven gener-a t o r .
Dripproof, self-ventilaged typegenerators should be used as stan-dard. Circulating air cooling typeshould be specified as alternative.
Paragraph 5; add: “Incase thecables descend from the upper sideof the generator, watertight cablepenetration tubes shall be providedfor the cable entry to the terminalhousing.”
Starting should not be limited tohydraulic. Battery or air couldbe used.
Add to paragraph 1:". ..in case the circuit breakers
are not enclosed with non-combusti-ble material” after.’’. ..powerci rcui t breaker” .
Delete Paragraph 4 and 5 (i.e.,switchboard lighting and bottomentry
Reason
More popularly used.
Cables are not always arranged forbottom entry e
Leave to shipyard’s practice.
Enclosed circuit breakers do notnecessitate separate individualcompartments.
Lighting and entry will depend upon thedesign condition, and should be deter-mined case by case.
Sec.
89
89
90
90
91
94
95
96
MarAd’s Specification
No.
1
4
2
.2
3
Titl
(d) Air Circuit Breakers(Pages 89-2,3)
(b) (3) Battery ChargingPanel (Page 89-7)
Electrical Distribution,System Voltages (page90-1
Catholic Protection(Page 90-7)
Controllers(Page 91-3)
Navigation Equipment(Pages 94-1 thru 94-12)
Interior Communications(Pages 95-1 thru 95-20)
General(Page 96-1)
Proposal
Delete paragraphs 3, 4, & 5 (i.e.,molded circuit breaker of plug-intype, and air circuit breaker ofdrawout type, spaces for sparefeeder breaker)
As alternative; high rate chargingand trikle charging, floatingcharging should be considered.
450V/440V system should be addedas alternative.
Impressed current cathodic protec-tion should be the option of theowner.
Paragraph, delete “At least 15%of the control cubicle area . . .future unit controllers.”
Some of the quipments specified arenot necessarily required for allmerchant ships. Add (If fitted)for those not required by regula-tory bodies.
Same as above
Lead-acid ’batteries should beadded as alternative.
Reason
Lighting and entry will depend uponthe design condition, and should bedetermined case by case.
More economical in some cases
Most ships built outside U.S.A. apply450v/440v.
Not mandatory
Depends upon design condition
Leave to owner’s option
Same as above
Used worldwide in merchant ships
MarAd’s Specification
Sec.
99
100
101
T i t l e
Centralized Engine Roomand Bridge Control
(Pages 99-l thru 99-31)
Planning & Scheduling,Plans, Instruction Books :
Etc.(Pages 100-1 thru 100-15)
Tests &Trials(Page 101 )
Proposal
The scope of automation and centralized engine room and bridge controlshould be optioml to the owner.Recommend list of instrumentationin Matrix table form (See Text,Pages 73, 74)
Delete complete section.(See Text, Pages 28, 37)
Specify specific test and trialitems and procedures. Transferthis section to “General Provisionsand/or corresponding sections ofeach machinery or equipment, e.g.,main engine, pumps, etc.
Reason
Leave to owner’s option
Not mandaory for commercial contractsnot subsidized by CDS.
Easy to identify test items andprocedures
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
APPENDIX D
TABLE OF CONTENTS
PART I GENERAL PROVISIONS
Page
INTENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G
RULES, REGULATIONS AND CERTIFICATES . . . . . . . . . . . . G
MATERIAL AND GENERAL CONSTRUCTION STANDARD . . . . . . G
OWNER’S FURNISHED EQUIPMENT . . . . . . . . . . . . . . . . . . . . G
SHIP’S FORM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G
TRIM AND STABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G
DETERMINATION OF DEADWEIGHT . . . . . . . . . . . . . . . . . . . . G
DRY DOCKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G
INSPECTION, TESTING AND TRIALS . . . . . . . . . . . . . . . . . G
PLANS AND ADVANCE REFERENCE INFORMATION . . . . . . . . G
FINISHED PLANS, INSTRUCTION MANUALS . . . . . . . . . . . . G
NAME PLATES AND IDENTIFICATION . . . . . . . . . . . . . . . . . G
UNITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G
DELIVERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G
G- GENERAL M -MACHINERYH-HULL E - ELECTRICAL
D-1
PART II HULL SPECIFICATION
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SECTION 1 – GENERAL PARTICULARS
1.1 GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . H
1 . 2 PRINCIPAL DIMENSIONS . . . . . . . . . . . . . . . . . . . . . H
1 . 3 LOADING CAPACITIES . . . . . . . . . . . . . . . . . . . . . . . H
1 . 4 DECK HEIGHTS, SHEER AND CAMBER, ETC. . . . . . H
1 . 5 MAIN ENGINE . . . . . . . ● . . . . . ● ● ● . . . ● . ● . ● . . . . . . H
1 . 6 SPEED AND ENDURANCE . . . . . . . . . . . . . . . . . . . . . . H
1 . 7 COMPLEMENT . . . . . . . . . . . . . . . . . . . H
SECTION 2 - HULL STRUCTURE
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
2.9
2.10
2.11
2.12
2.13
2.14
GENERAL . . . . . . . . . . .. . . . . . . . . . ... . . . . .
STEM AND STERN FRAME . . . . . . . . . . . . . . . . . . . . .
RUDDER AND RUDDER STOCK . . . . . . . . . . . . . . . . . .
SHELL PLATING . . . . . . . . ● ...00.. . . . . . . . . . . . .
BOTTOM CONSTRUCTION . . . . . . . . . . . . . . . . . . . . . .
FRAMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DECKS AND BEAMS . . . . . . . . . . . . . . . . . . . . . . . . . .
PILLARS AND GIRDERS . . . . . . . . . . . . . . . . . . . . . .
BULKHEADS . . ..... . . . . . . . . . . . . . ● ......
FOUNDATIONS . .... . . . . . . . . . . . . . . .
BULWARKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CHAIN LOCKER AND CHAIN PIPES . . . . . . . . . . . . .
BILGE KEELS . . . . . . . . . . . ... . . . ..
SEA CHEST... . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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SECTION 3 – INTERNAL COMMUNICATION AND NAVIGATION EQUIPMENT
3.1 INTERNAL COMMUNICATION . . . . . . . . . . . . . . . . . . . . H
3.2 NAVIGATION OUTFITS . . . . . . . . . . . . . . . . . . . . . . . . H
3.3 SIGNAL EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . H
3.4 FLAGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H
3.5 LOADMASTER . . . . . . . . . . ...*.. . . . . . . . . . . . . . . . . H
SECTION 4 - DECK MACHINERY
4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.8
4.9
G E N E R A L. . . . . . . . . . . . .... . . . .... . . .
PARTICULARS OF DECK MACHINERY . . . . . . . . . . . . .
STEERING GEAR . . . . . . . . .. . . . . . . . . . . . . .
WINDLASS . . . . . . . . . . ... . . . . . . . . . . . . . . . . .
MOORING WINCHES . . . . . . . ... . . . . . . . . . . .
CARGO WINCHES . . . . . . . . ● . . . . . . . . . . . . . . . . . . . .
BOW THRUSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TROLLEY CRANE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HYDRAULIC PUMPS AND HYDRAULIC MOTORS . . . . . .
SECTION 5 - MOORING OUTFITS
5.1 ANCHORS AND CABLES . . . . . . . . . . . . . . . . . . . . . . . .
5.2 HAWSE PIPES . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.3 MOORING FITTINGS . . . . . . . . . . . . . . . . . . . . . . . . . .
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D-3
SECTION 6 – MASTS AND GEARS
6.1 MASTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.2 MISCELLANEOUS DAVITS . . . . . . . . . . . . . . . . . . . . . . .
6.3 RIGGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SECTION 7 - HATCH COVERS. MANHOLES AND DOORS
7.1 CARGO AND FUEL OIL TANK HATCHES . . . . . . . . . . . .
7.2 TANK CLEANING HOLES AND COVER PLATE . . . . . . . .
7.3 ROPE HATCHES . . . ..*O. . . . . . . . . . . . . . . . . . . . . . . .
7.4 PROVISION HATCH . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.5 MANHOLES . . . . . . . . ● . . . ● . ● . . . . . . . . . . . . . . . . . . . .
7.6 DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SECTION 8 – LADDERS, RAILS SWNINGS, SWIMMING POOL ANDMISCELLANEOUS FITTING
8.1
8.2
8.3
8.4
8.5
8.6
8.7
8.8
8.9
8.10
ACCOMMODATION LADDERS . . . . . . . . . . . . . . . . . . . . . .
WHARF LADDER . . ● . . ● .0 ● . . ● ● . . ● ● . . . . . . . . , . . . . .
STEEL LADDERS AND STEPS . . . . . . . . . . . . . . . . . . . .
INCLINED DECK LADDERS AND STAIRWAYS . . . . . . . .
MISCELLANEOUS LADDERS . . . . . . . . . . . . . . . . . . . . . .
HANDRAILS, WALKWAY, ETC. . . . . . . . . . . . . . . ● . . . .
AWNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CANVAS COVERS
SWIMMING POOL
MISCELLANEOUS
. . . . . . . . . . . ...* . . . . . . . . . . ...*.
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FITTING . . . . . . . . . . . . . . . . . . . . . .
D-4
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SECTION 9 - LIFE SAVING APPLIANCES
9.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9.2 LIFE
9.3 LIFE
9.4 LIFE
9.5 LIFE
BOATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BOAT DAVITS AND WINCHES . . . . . . . . . . . . . .
RAFTS ● . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
JACKETS AND LIFE BUOYS, ETC. . . . . . . . . .
9.6 DISTRESS SIGNALS, ETC. . . . . . . . . . . . ... . . . .
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SECTION 10 - WINDOWS SCUTTLES AND SKYLIGHTS
10.1 WINDOWS AND SCUTTLES . . . . . . . . . . . . . . . . . . . . . . H
10.2 SKYLIGHTS . . . . . ...... . . . . . . . . ● ...... . . . . . H
SECTION 11 - VENTILATION AND AIR–CONDITIONING
11.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H
1 1 . 2 MECHANICAL VENTILATION AND AIR CONDITIONINGFOR ACCOMMODATIONS . . . . . . . . . . . . . . . . . . . . . . . . H
1 1 . 3 NATURAL VENTILATION . . . . . . . . . . . . . . . . . . . . . . . H
SECTION 12 – HULL PIPING
12.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . ● . . . . . ● . . . . H
12.2 SCHEDULE OF HULL PIPING . . . . . . . . . . . . . . . . . . . H
12.3 SCHEDULE OF VALVES . . . . . . . . . . .. . . . ● . . ● . . . . . H
12.4 SCHEDULE OF PIPE INSULATION . . . . . . . . . . . . . . . H
12.5 STEAM PIPING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . H
12.6 COMPRESSED AIR PIPE FOR DECK USE . . . . . . . . . . H
D-5
12.7
12.8
12.9
12.10
12.11
12.12
12.13
12.14
12.15
12.16
12.17
SECTION 13 –
FUEL OIL PIPING . . . . . . . . . . . . . . . . .... . . . . .
BALLAST PIPING . . . . . . . . . . . . . . . . . . . . . . . l . . .
BILGE PIPING . l . . . l . . l l . . . . . . . . . . . l . . . . . l
FRESH AND SANITARY WATER SYSTEM . . . . . . . . . .
SCUPPER AND DRAINAGE SYSTEM . . . . . . . . . . . . . .
SEWAGE TREATMENT PLANT . . . . . . . . . . . . . . . . . . .
AIR ESCAPE PIPES . . . . . . . . . . . . . . . . . . . . . . . .
SOUNDING PIPES . . . . . . . . . . . . . . ...... . .
HYDRANT AND WASH DECK SYSTEM . . . . . . . . . . . . .
BOTTOM PLUGS . . . . ..... . ..... . ... l . . . .
CARGO OIL HANDLING SYSTEM . . . . . . . . . . . . . . . .
FIRE FIGHTING SYSTEM
13.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13.2 FOAM FIRE EXTINGUISHING SYSTEM . . . . . . . . . . .
13.3 C02 FIRE EXTINGUISHING SYSTEM . . . . . . . . . . . .
13.4 FIRE HYDRANT SYSTEM . . . . . . . . . . . . . . . . . . . . . .
13.5 EMERGENCY FIRE PUMP . . . . . . . . . . . . . . . . . . . . . .
13.6 FIRE DETECTION SYSTEM . . . . . . . . . . . . . . . . . . . .
13.7 MISCELLANEOUS . . ... . . . ... . . . . . . . . l
SECTION 14 - REFRIGERATED PROVISION CHAMBER
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14.1 REFRIGERATED PROVISION CHAMBER . . . . . . . . . . . H
14.2 REFRIGERATING PLANT . . . . . . . . . . . . . . . . . . . . . . H
D-6
SECTION 15 - HULL WOODEN WORK
15.1 WOODEN GRATINGS AND SPARRINGS, ETC. . .... H
15.2 HARDWOOD GRATINGS . . . . . . . . . . . . . . . . . . . . . . . . H
SECTION 16 - JOINER WORKS. DECK COVERINGS AND INSULATION
16.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H
16.2 JOINER WORK . . . . . . . . . . ... . . . . .. . . . . . . H
16.3 DECK COVERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . H
16.4 HULL INSULATION . . .... . . . . . . . . . . . . . . . . . . H
16.5 SOUND INSULATION . . . . . . . . . . . . . . . . . . . . . . . . . H
SECTION 17 - FURNISHING AND STORES
17.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H
17.2 FURNITURES . . . .... . . . . . . . . . . . . . . . . . . . . . . . H
17.3 UPHOLSTERY . . . . . . . . ● . . . . . . . . . . . . . . . . . . . . . . H
17.4 HARDWARE . . . . . . . . . . . . . . . . ..... . . . . . . . . . H
17.5 SANITARY FIXTURES . . . . . . . . . . . . . . . . . . . . . . . . H
17.6 SCHEDULE OF FURNITURE . . . . . . . . . . . . . . . . . . . . H
17.7 SANITARY ACCOMMODATION . . . . . . . . . . . . . . . . . . . H
SECTION 18 – COMMISSARY OUTFITS
18.1 GENERAL . . ..... . . . . . . . . . . . . . . . . . . . . . . . . . . H
18.2 GALLEY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H
18.3 PANTRIES . ..... . ..... . . . . . . . . . . . . . . . . . H
D-7
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18.4 COLD WATER FOUNTAINS . . . . . . . . . . . . . . . . . . . . . . H
18.5 LAUNDRY EQUIPMENT ● . . . . . . . . . . . . . . . . . . . . . . . ● H
SECTION 19 – STORES AND LOCKERS
1 9 . 1
1 9 . 2
1 9 . 3
1 9 . 4
1 9 . 5
1 9 . 6
1 9 . 7
1 9 . 8
1 9 . 9
PROVISION STORE . . ... . . . . . . . . . . . . . . . . . . . .
BOATSWAIN’S STORE AND CORDAGE SPACES . . . . . .
PAINT AND LAMP STORE . . . . . . . . . . . . . . . . . . . . . .
DECK STORES . . . . . ● . . ● ● . . ● . ● . . . . . . . . . . . . . . . .
BATTERY ROOM . . . . ● . . . . ● . . ● . . . . . . . . . . . . . . . .
CARPENTER’S SHOP . . . . . . . . . . . . . . . . . . . . . . . . . .
STEERING ENGINE ROOM . . . . . . . . . . . . . . . . . . . . . .
MISCELLANEOUS STORES AND LOCKERS . . . . . . . . . .
CLEANING GEAR LOCKERS . . . . . . . . . . . . . . . . . . . . .
SECTION 20 - CORROSION PROTECTION
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20.1 PAINTING . . . . . . . . . .
20.2 CATHODIC PROTECTION
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20.3 GALVANIZING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H
SECTION 21 – SHIP’S IDENTIFICATION, ETC.
21.1 FUNNEL AND BOW MARKS . . . .... . . . . ...l . . . . . H
21.2 NAME AND PORT OF REGISTRY . . . . . . . . . . . . . . . . . H
21.3 DRAFT AND LOADLINE MARKING . . . . . . . . . . . . . . . . H
21.4 MISCELLANEOUS MARKING AND LABELLING . . H
D-8
SECTION 22 – SPARE PARTS AND INVENTORIES
22.1 SPARE PARTS . ..... . . . . . . . . . . . . . . . . . . . . . . H
22.2 INVENTORIES . . ... . . . . .. . . . .. . . . . . . H
D-9
PART III MACHINERY SPECIFICATIONS
1.1 MACHINERY IN GENERAL . .... . . . . . . . ● .... M
1.2 DESIGN CONDITIONS . . . ● . . . . . . . . . . . . . . . . . , . . M
1.3 MACHINERY PARTICULARS . ● . . . . . . . . ● ● . . . ● . . . ● M
1.4 SHOP TRIAL . . . . . . . . . . ... ● . . . . . . . . . .... M
1.5 FUEL OIL CONSUMPTION . .... . . . . . . . . . . M
SECTION 2 – MAIN ENGINE
2.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M
2.2 COOLING MEDIUM . . . . . . . . . . . . . . . . . . . . . . . . . . . M
2.3 ACCESSORIES . . . . . . . . . . . . . . . . ... . . . . . . . . M
2.4 MATERIALS . . . . ● . . . . . . . . . . ... . . . . . . . . . . . . . M
2.5 CONSTRUCTION . . . . . . . . . .... ● .. . .... M
2.6 INTERCHANGEABILITY . . . . . . . . . . . . . . . . . . . . . . . M
SECTION 3 – SHAFTING AND PROPELLER
3.1
3.2
3.3
3.4
3.5
3.6
3.7
3.8
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GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
THRUST SHAFT AND BEARING . . ...0. . . . ...*. . .
INTERMEDIATE SHAFT . . . . . . . . . . . . . . . . . . . . . . .
STEADY BEARING . .... . . . . . . . ... . . . . .
PROPELLER SHAFT . .... . . . . . . . . . . . . . .*.
STERN TUBE BEARING . ... . .... . . . . . . . . .
PROPELLER . . . . . . . . . . . . . . . . . . . . .... . ..
SHAFT GROUNDING DEVICE . . . . . . . . . . . . . . . .
D-10
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SECTION 4 – STEAM GENERATING PLANT
4.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ● . . . M
4.2 AUXILIARY BOILER . . . . . . . . . . . . . . . . . . . . . . . . . . . M
4.3 EXHAUST GAS ECONOMIZER. . . . . . . . . . . . . . . . . . . . . M
4.4 STEAM SEPARATING DRUM... . . . . . . . . . . . . . . . . . . . M
SECTION 5 – ELECTRIC GENERATOR ENGINES
5.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M
5.2 MAIN GENERATOR DIESEL ENGINES . . . . . . . . . . . . . . M
5.3 EMERGENCY GENERATOR DIESEL ENGINE . . . . . . . . . . M
SECTION 6 - PUMPS
6.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . ● . . . . . . . . . ● . M
6.2 CENTRIFUGAL PUMPS . . . . . . . . . . . . . . . . . . . . . . M
6.3 ROTARY PUMPS . . . . . . . . . . . . . . . . . . ... . . . . . . . M
6.4 RECIPROCATING PUMPS . . . . . . . . . . . . . . . . . . . . . . . . M
6.5 CARGO OIL PUMP AND BALLAST PUMP TURBINE . . . . M
SECTION 7 - OIL PURIFIERS
7.1 GENERAL . . . . . . . . . . . . . . . . ● ● . . ● . . . . . . . . . . . . . . . M
7.2 FUEL OIL PURIFIERS . . . . . . . . . . . . . . . . . . . . . . . . . M
7.3 LUBRICATING OIL PURIFIERS . . . . . . . . . . . . . . . . . . M
D-11
SECTION 8 – AIR COMPRESSORS. FANS AND AIR RESERVOIRS
8 . 1 GENERAL ● . ● . ● . . ● ● . ● . . . . . . . ● ● ● . ● . ● . . . . . . . . ● . M
8 . 2 AIR COMPRESSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . M
8 . 3 ENGINE ROOM VENTILATING FANS . . . . . . . . . . . . . . M
8 . 4 FORCED DRAFT FAN . . . . . . . . ● ● . . . . ● . . . . . ● . . . . M
8 . 5 AIR RESERVOIRS ● ● ● ● ● . . . ● . . . . . . . . . ● . . . . . . . . . M
SECTION 9 – HEAT EXCHANGERS
9.1 GENERAL ● ...... .. .... .. . . . . . . . . . . . M
9.2 LUB. OIL COOLERS AND FRESH WATER COOLERS . . M,
9.3 FUEL VALVE FRESH WATER HEATER . . . . . . . . . . . . . M
9.4 OIL HEATERS . .... ● . . . . . . . . . . . . . ... . M
9.5 CARGO OIL PUMP CONDENSER . . . . . . . . . . . . . . . . . . M
9.6 ATMOSPHERIC CONDENSER . . . . . . . . . . . . . . . . . . . . . M
9.7 AIR EJECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M
9.8 TANK CLEANING HEATER... . . . . . . . . . . . . . . . . . . . M
9.9 DISTILLING PLANT . . . . . . . . . . . . . . . . . . . . . . . . . . M
9.10 CALORIFIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M
9.11 SEWAGE TREATMENT PLANT . . . . . . . . . . . . . . . . . . . . M
SECTION 10 – PIPING SYSTEM IN ENGINE ROOM
10.1 COOLING WATER SYSTEM . . . . . . . . . . .. . . . . . . ‘M
I 10.2 LUBRICATING OIL SYSTEM. . . . . . . . . . . . . . . . . . . . M
10.3 FUEL OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . M
10.4 COMPRESSED AIR SYSTEM... . . . . . . . . . . . . . . . . . . M
10.5
10.6
10.7
10.8
10.9
10.10
EXHAUST GAS SYSTEM . . . . . . . . . . . . . . . . . . . . . .
STEAM, EXHAUST AND DRAIN
CONDENSATE, FEED, BOILERBOILER WATER CIRCULATING
SYSTEMS . . . . . . . .
BLOWS, ANDSYSTEMS . . . . . . . .
SHIP’S SERVICE WATER SYSTEM . . . . . . . . . . . . .
SEA CHESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STRAINERS . ... . . . . . . . . . . . . . . . . . . . . . . . .
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SECTION 11 - PIPING SCHEDULE IN ENGINE ROOM
11.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . ..... . M
11.2 MATERIALS AND SIZE OF PIPING . . . . . . . . . . . . M
SECTION 12 - HEAT INSULATION
12.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . ... M
12.2 PIPING . . . . . . . . . . . . . . . . . .... . . . . . . . . . . M
12.3 MACHINERY . . . . . . . . . . . .. . . . . . . . . ● .... M
12.4 TANKS . . . . . . . . . . . . . . . . . . . . . . . . . ..... . . . M
12.5 UPTAKE ● . . . . . . . . . . . . . . . . ..... . . . . . . . . . . M
SECTION 13 – MISCELLANEOUS EQUIPMENT
13.1 TANKS IN ENGINE ROOM . . . . . . . . . . . . . . . . . . . . M
13.2 FLOORS, LADDERS AND GRATINGS . . . . . . . . . . . . M
13.3 FORCED DRAFT AND VENTILATING AIR DUCTS . . M
13.4 UPTAKE AND FUNNEL . . . . . . . . . . . . . . . . . . . . . . . M
13.5 FIRE EXTINGUISHING INSTALLATION . . . . . . . . . M
D-13
13.6 ENGINEER’S WORKSHOP AND STORE ROOM . . . . . . M
13.7 LIFTING AND WITHDRAWING GEAR . . . . . . . . . . . . M
13.8 WHISTLES . . . ● . . . . . . . . . ● ● . . . . ● . . . . . ● . . . . . . M
13.9 COLOR SCHEME ● . . . . . . . . . . . . . ● ● ● ● . . . ● ● . M
13.10 MISCELLANEOUS EQUIPMENT . . . . . . . . . . . . . . . . . M
SECTION 14 – CENTRALIZED AND AUTOMATIC CONTROL OFPROPULSION PLANT
1 4 . 1
1 4 . 2
1 4 . 3
1 4 . 4
1 4 . 5
1 4 . 6
1 4 . 7
1 4 . 8
1 4 . 9
GENERAL . .... . ... . . . . . .
INSTRUMENTATION . . . . ● ● . ● ● . . . . . . . . . . ● ●
CENTRAL CONTROL ROOM . .. . . . . . .
CENTRALIZED AND AUTOMATIC CONTROLS . .
FEATURE OF CONTROL CONSOLES . . . . . . . . .
TEMPERATURE MONITORING SYSTEM . . . . . . .
FIRE PROTECTION IN ENGINE ROOM . . . . . .
INTERIOR COMMUNICATION DEVICE . . . ...*
TABLE OF INSTRUMENTATION AND CONTROLS
SECTION 15 – SPARE PARTS AND TOOLS
● ✎ ✎ ✎
✎ ✎ ☛ ✎
✎ ☛ ✎ ✎
● 0 . 0
. 0 . .
. . 0 .
. . . .
. . . .
. . .
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15.1 MAIN DIESEL ENGINE . . . . . . ● . . ● . . . . . . ● . . M
15.2 SHAFTING AND PROPELLER . . . . . . . . . . . . . . . . . . M
15.3 AUX. BOILER . . . . . . . . . . . ● . . . . . . . . ● . ● ● . . . M
15.4 EXHAUST GAS ECONOMIZER . . . 0 . . . ● . 0 . . . . . . . 0 M
15.5 MAIN GENERATOR DIESEL ENGINES . . . . . . . . . . . M
15.6 EMERGENCY GENERATOR DIESEL ENGINE . ... M
D-14
1 5 . 7
1 5 . 8
1 5 . 9
1 5 . 1 0
1 5 . 1 1
1 5 . 1 2
1 5 . 1 3
SECTION 16 -
PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CARGO OIL PUMP AND BALLAST PUMP TURBINES.
OIL PURIFIERS . . . . . . . . . ... . . . . . . . . . . .
AIR COMPRESSORS, FANS AND AIR RESERVOIRS.
HEAT EXCHANGERS . . . . . . . . . . . ... . . . . . . . . .
AUXILIARY MACHINERY . . . . . . . . . . . . . . . . . . . . .
MISCELLANEOUS ● . . . . . . . . . . . . . . . . .. . . .
GENERAL TOOLS . . . . . . . . . ..*.... . . . . . . .
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D-15
PART IV ELECTRIC SPECIFICATIONS
SECTION 1 – ELECTRIC INSTALLATION IN GENERAL
1.1 GENERAL ● . . . . . . . . . . .. . . . . . . ..... . . . . . E
1.2 VOLTAGE, FREQUENCY AND DISTRIBUTIONSYSTEM . . . . . . . . . . . . .. . . . . . E
1 . 3 SOCKETS AND TERMINALS . . . . . . . . . . . . . . . . . . . . E
1 . 4 FUSES . . ● . . . . . . . . . . . ● . . . . . . . . ● ● . . . . . ● **. . . E
1 . 5 COLOURS . . . . . . . . . . . . . . . . . . . . . . . ● ...0.. ● . . . E
SECTION 2 – CABLE INSTALLATION
2 . 1 ELECTRIC CABLE ● ● ● . . ● . . ● . ● . . . ● . . . ● . . . . ● . . . E
2.2 CABLE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . E
SECTION 3 – ELECTRIC GENERATORS
3.1 MAIN GENERATORS . . .... . . . ... . . . . E
3.2 EMERGENCY GENERATOR . . . . . . . . . . . . . . . . . . . . . . E
SECTION 4 – TRANSFORMERS AND BATTERIES
4.1 TRANSFORMERS . . ● . . ● . ● . . . . . . . . . . . . . . . . . . . . . E
4.2 STORAGE BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . E
SECTION 5 – SWITCHBOARDS
5.1 GENERAL . ● . . . ● ● . . ● ● . . . ● ● . . . . ● . . . . . . . . . . . . . E
5.2 MAIN SWITCHBOARD . . . . . . . . . . . . . . . . . . . . . . . . . E
D-16
page
5.3 EMERGENCY SWITCHBOARD . . . . . . . . . . . . . . . . . . . . E
5.4 SHORE CONNECTION EQUIPMENT . . . . . . . . . . . . . . . E
5.4 TESTING PANEL . . ... . ..... . ...... . . . . E
SECTION 6 - ELECTRIC DISTRIBUTION
6 . 1 ELECTRIC DISTRIBUTION . . . . . . . . . . . . . . . . . . . . E
6 . 2 DISTRIBUTION PANELS . . . . . . . . . . . . . . . . . . . . . . E
SECTION 7 – MOTORS AND STARTERS
7 . 1 MOTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . E
7 . 2 STARTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SECTION 8 – HEATING EQUIPMENT, WELDER AND DOMESTICSERVICE
8 . 1 HEATING EQUIPMENT AND WELDER . . . . . . . . . . . . .
8 . 2 RECEPTACLE . . . . . . . . . . . . . . ... . . . ... . . . .
SECTION 9 - ELECTRIC LIGHTING
9.1 LIGHTING FIXTURES
9.2 NAVIGATION LIGHTS
AND
AND
OUTLETS . . . . . . . . . . . .
SIGNAL LIGHTS . . . . . .
E
E
E
E
SECTION 10 - ELECTRIC INTERIOR COMMUNICATION EQUIPMENT
10-.1 TELEPHONE EQUIPMENT . . ... ● . .... . . . . . . E
10.2 AMPLIFIED COMMUNICATOR . . . . . . . . . . . . . . . . . . . E
D-17
10.3
10.4
10.5
10.6
10.7
10.8
10.9
10.10
10.11
10.12
10.13
PUBLIC ADDRESSOR . . . . . . . . . . . . . . . . . . . . . . . .
TRANSCEIVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CALL SIGNAL SYSTEM . . . . . . . . . . . . . . . . . . . . . .
GENERAL ALARM . . . . .. ● ... ● ..
ENGINEER’S ALARM . . . . . . . . . . . . . . . . . . . . . . . .
ELECTRIC TELEGRAPH . . . . . . . . . . . . . . . . . . . . . .
RUDDER ANGLE INDICATOR.. . . . . . . . . . . . . . . . .
ELECTRIC TACHOMETERS . . . . . . . . . . . . . . . . . . . .
BRIDGE CONTROL STAND . . . . . . . . . . . . . . . . . . . .
ELECTRIC CLOCK . . . ...l . . . . . . . . . . . . . . ..*.
MISCELLANEOUS . . . . . . . ● .. . . . . . . . . . . . .
SECTION 11 – ELECTRIC NAUTICAL EQUIPMENT
11.1
11.2
11.3
11.4
11.5
11.6
11.7
11.8
11.9
GYRO COMPASS AND AUTO PILOT . . . . . . . . . . . . .
ECHO SOUNDER . . . . . . . . . . . . . . . . . .. . . . . . .
UNDER WATER LOG . . . . . . . . . . . . . . . . . . . . . ●✎✎
ANEMOMETER . . . . . . . . . . . . . . . ... . ...
CLEAR VIEW WIPER . . . . . . . ● ● . . . . . . . . . . . . . . .
RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RADIO DIRECTION FINDER . . . . . . . . . .. . .
OMEGA RECEIVER . . . . . . . . . . . .. . . . . .. .
DECCA NAVIGATOR . . . . . . . . . . . . . . . . . . . ● . ●
page
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E
E
E
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E
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SECTION 12 - RADIO EQUIPMENT
12.1 RADIO TELEGRAPH . . . . . . . . . . . . . . . . . . . . . . . . . E
12.2 V.H.F. RADIOTELEPHONE . . . . . . . . . . . . . . . . . . E
SECTION 13 - ENTERTAINMENT EQUIPMENT
1 3 . 1 ENTERTAINMENT EQUIPMENT . . . . . . . . . . . . . . . . . E
1 3 . 2 ANTENNA MULTICOUPLER SYSTEM FORB. C. RADIO . . . . . . . . . . . . .. ● . . . . . . . . . . . . E
SECTION 14 – SPARE PARTS AND OUTFITS
14.1 SPARE PARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E
14.2 OUTFITS . .... . . . . ... . . . . . . . . ..... . E
D-19
APPENDIX E: DESIGN CONDITIONS
Main and auxiliary machinery to be designed on thecondition unless otherwise specified hereinafter.
Propelling Machinery
Sea Water Temperature: 32 degrees CAmbient Temperature: 45 degrees CAtmospheric pressure: 760mm in mercury column
Shafting and Propeller
basis of the following
The minimum diameter of the shafting to be determined by the requirementsof the Classification Society and to have a margin as follows:
About 2mm excess in diameter for intermediate shaft.About 10% excess in strength for propeller shaft.
The propeller to be designed to absorb normal output of the main engine atabout 4.5% higher revolutions than the specified engine revolutions atnormal output , under full load and clean bottom condition of the vessel incalm and deep sea.
Steam Generating Plant
Necessary steam to be supplied as follows:
Normal sea service: Exhaust gas economizerManeuvering service: Auxiliary boilerCargo service: Auxiliary boilerPort service: Auxiliary boiler
Electric Generators
For electric generators, refer to Electric
pumps
Where two or more pumps are provided in oneand fire and general service pumps, one pumpsystem and the other to serve as a standby.
The specified capacities and motor outputs
Specification.
system, excepting ballast pumpsto be sufficient to handle the
of rotary positive-displacementpumps are based on a 0.5 kg/ square centimeter suction lift and thefollowing viscosity:
For Pump Capacity: For Motor Output:C.st.(R.W. No. 1 C.st.(R.W. No. 1)
Fuel oil booster pump 30 (approx. 125) 170 (approx. 700)Fuel oil transfer pump 1,000 (approx. 4,000) 1,000 (approx. 4,000)Lube oil pump 35 (approx. 140) 250 (approx. 1,000)Lube oil transfer pump 1,000 (approx. 4,000) 1,000 (approx. 4,000)Stern-tube lubricating pump 60 (approx. 240) 1,000 (approx. 4,000)
E-1
Purifiers
The purifiers to be arranged for single-pass purification of diesel oil,,
heavy fuel oil and lubricating oil. The specified capacity of purifiers tobe on the basis of the following conditions:
Heavy fuel Diesel oil Lube oiloil purifier purifier Purifier
Viscosity (C.S.T.) of 340 20 52oil @ 50 degrees C
Specific gravity approx. 0.99 approx. 0 . 9 0 a p p r o x . 0 . 9 0@ 15 degrees C
Inlet oil temperature approx. 95 approx. 46 approx. 70(in degrees C)
Viscosity (C.S.T.) of approx. 34 approx. 24 approx. 24purification
Heat Exchangers
Heat exchangers to be designed on the basis of the following cleanlinessfactors and a sea water temperature of 32 degrees C for salt-water cooledheat exchangers.
Cleanlinessfactor %
Cooling jacket fresh-water cooler 85
Lubricating oil cooler 85
Generator-engine cooling 85fresh-water cooler
Auxiliary condenser 85
Fuel oil heaters 70
Lube oil heaters 70
System or Component
Propulsion Engine ControlLever for Speed & Propeller- Pitch) Angle
Propulsion Control LocationSelector Switch (Bridge/13n~ine Room
Local)
bridge Control Acknowledge
Engine Order Telegraph(incl. wrong direction alarm)
Shaft Horsepower Indicator
Propeller Pitch
Shaft RPM indicator and Counter
Turning Gear Engaged/Disengaged
Propulsion Engine Overspeed
Propulsion Control SystemPower Supply
Steering Control System Power
Propulsion Engine Auto Shut down
Controllable Pitch PropellerControl Power
Propulsion Engine ExhaustDamper Valve
Damper Position
Abbreviations:G. W.R.O. : green, white, red orangeSS : Selector SwitchCS Contol Switch
LIST OF INSTRUCTIUMENTATION
Display
Instrument
G BridgeW - Engine RoomO - Local
R - Ac knowledge
InstrumentR - Wrong Direction
Instrument
Instrument
Instrument
R - Engaged
W - AvailabIe
W - Available
R - By-passG - Closed
Percent Open
Wrong Direction
Fault Condition
Overspeed
Failed
Failed
Shut -down
Low
control
SS - Open/Close/Automat ic