Port Engineering Procedures

AUTHOR'S NOTE: Given the critical nature of ship stability, readers who may become involved in work, theoretical or practical, associated with the trim and stability of a ship, are advised to consider and implement the following precautionary requirements prior to starting any work associated with or that might possibly affect the trim and stability of a vessel.

1 - Consult with a qualified naval architect prior to attempting any repairs or modifications to a vessel that might possibly affect either the trim, the stability, or both, of said vessel.

2 - Likewise, any such work, written specifications and drawings pertaining thereto, are required by law to be submitted to the U.S. Coast Guard, Office of Marine Inspection, for review and approval prior to being performed.

3 - In addition, the applicable Classification Society in which the vessel is "classed", such as the American Bureau of Shipping, Lloyds Register, Det Norske Veritas, Bureau Veritas, etc, should be consulted, officially notified of the intent to perform such work, and provided with the same documentation as furnished to the U.S. Coast Guard.

4 - Any and all specifications and drawings specifically applicable to the work being considered, should be originally drafted and/or prepared by a qualified and duly licensed naval architect. All such documentation shall be signed and certified by said naval architect, that the proposed work and all associated documentation is in full compliance with the applicable provisions of the Code of Federal Regulations, Shipping, 46.

5 - The actual performance of the Trim and Stability test shall be witnessed by the naval architect who prepared the drawings and specifications; a United States Coast Guard Inspector and a Classification Society Surveyor.

5.7-The morning of the inclining day, the Port Engineer and USCG Inspector will make a brier walk-through inspection of the ship to verify that there have been no changes to the vessel's status and that all deficiencies have been corrected. Only when both representatives have given their approval shall the inclining proceed.

5.8- All gangways shall be removed and all shore connections disconnected and removed, except for those essential to the safety of the ship. Those remaining shall be slacked off.

5.9- All mooring lines shall be fully slacked-off, so that there is no possibility of any force or moment being generated that will interfere with the ship's response to the inclining weights.

5.10 - Once the ship has been breasted out into position, but prior to beginning the weight movements, the Contractor shall assist the Port Engineer in taking all draft readings (fore, midships, aft, both port and starboard) and two freeboard readings on each side, using the workboat provided for in para. 5.3 above.

5.11- The Contractor will proceed with each weight movement only when approved by the Ship-Owner's representative.

5.12- The Contractor shall provide the necessary thermometers and hydrometers and obtal the specific gravities of all liquids on board (fuel, tube oils, cargo, etc). The temperature and specific gravity of the dockside water (in which the ship is floating) shall also be recorded.

2.14-5-6 - Stability Test Data Report

6.1 - The Contractor shall prepare a Stability Test Data Report, using the standard USCG format and a Port Engineer assigned drawing number. This report shall be submitted to the Ship-Owner's Engineering Superintendent and to the Port Engineer for review and comment. When the Ship-Owner's comments have been incorporated into the report, the Contractor shall submit the original plus six copies to the cognizant USCG (Merchant Marine Technical MMT) Office for review and approval. One copy will be kept by the United States Coast Guard. Distribution of the remaining copies shall be as follows: Original and one copy to Ship-Owner; One copy to Ship's Master; One copy to Ship's Chief Engineer; One copy to the Port Engineer; One copy to cognizant Classification Society; One copy to Ship Repair Contractor.

2-14-5-7 - Post-Inclining Report

7.1 - Ship Repair Contractor shall disconnect, dismantle and remove all equipment and gear associated with the Stability Inclining Test and recondition the ship in accordance with those Work Specification Items of this Work Package gvening the Care and Re-Delivery of the Vessel.

2.14 - Trim and Stability - Most merchant vessels over 300 feet in length, regardless of flag, are required to carry and maintain a historical and current record of their respective Trim and Stability status, including detailed entries pertaining to any changes thereto, the reason or cause of such changes and any compensatory or corrective action taken to restore the original trim and stability to the satisfaction of applicable Regulatory Bodies, including the current Classification Society. Among the several factors that may produce change in a vessel's Trim and Stability are significant hull damage due to collision or grounding; major structural modification or conversion including replacement of main propulsion plant; replacement, addition and/or removal of deck machinery including winches, derricks, kingposts, cranes, and superstructure, etc. It is also customary to have representatives of such Regulatory Bodies in attendance at the shipyard during such changes and to witness and approve the related compensatory or corrective action taken, the subsequent Stability Inclining Test, resultant effect and the annotation of same in the ship's Trim and Stability Record Book. The following pages include a typical Stability Inclining Test Work Specification which basically authorizes a Ship Repair Contractor to (a) develop a Stability Test Procedure, in accordance with specified references, and (b) to conduct a Stability Inclining Test in accordance with said references and in the presence of Regulatory Body representatiyes. The accompanying guidelines are included as supplemental instructions pertaining to administrative procedures, documentation, preparations and conditions under which Stability Inclining Tests are to be conducted. They may either be incorporated into the basic Work Specification or referenced therein and a copy attached thereto. The terms Port Engineer and Ship-Owner's representative, as used in this context are in inter-changeable, and refer to one and the same, person.

2.14-1 - Stability Inclining Test Work Specification - The drafting of a Stability Inclining Test Work Specification is usually performed by a qualified naval architect and should include all relevant calculations and drawings pertaining thereto. The completed specification is required to be submitted to the appropriate Regulatory Bodies including the U.S. Coast Guard (USCG) and the American Bureau of Shipping (ABS) for review and approval prior to being included in a Ship Repair Work Package solicitation for bidding purposes. Submittal of said document to the pertinent Regulatory Bodies for review and approval is the responsibility of the originator, who is also responsible for making any such changes or additions as deemed necessary by the Regulatory Bodies.

2.14-2 - Documentation - The Stability Inclining Test Work Specification shall be written in accordance with the following references:

1) - USCG Navigation and Vessel Inspection Circular No. 15-18, "Guidelines for Conducting Stability Tests".

2) - The American Society for Testing and Materials (ASTM) Publication # F 1321 "Standard Guide for Conducting Stability Tests".

2.14-3 - Scheduling - The Ship Repair Contractor shall schedule the Stability Inclining Test to occur following completion of all other shipyard work that may possibly impact the weight and moment characteristics of the vessel.

2.14-4 - Compliance - The Inclining Test shall be conducted in strict compliance with the approved Specification and at the risk and expense of the Ship Repair Contractor, to the satisfaction of the Ship-Owner's Port Engineer and of the attending Regulatory Body Representatives. Final evidence of full compliance with Regulatory Body requirements shall be in the Stability Test Data Report, reviewed and approved by the cognizant USCG (Merchant Marine Technical - MMT) Office.

2.14 -5 - Planning - The Ship Repair Contractor shall be responsible for the development of a Test Program Agenda, timely notification of participants, and satisfactory completion of the following Test Program Phases:

2.14-5-1 - Advance written notification of Scheduled Events to participants. 2.14-5-2 - Pre-Inclining Test Meeting.

2.14-5-3 - Preparation of Vessel and adjacent area for Test.

2.14-5-4 - Pre-Inclining Survey.

2.14-5-5 - Conducting the Inclining Test.

2.14-5-6 - Stability Test Data Report.

2.14-5-7 - Post-Inclining Conditioning.

2.14-5-8 - Advance Written Notification

2.14-5-1 Advance Written Notification

5-1.1 The Ship Repair Contractor shall prepare and distribute to all participants a - memorandum outlining the Contractor's proposed plan-of-action for the Stability Inclining Test, not less than seven days prior to the scheduled Pre-Inclining Test Meeting. This memorandum shall include the following:

1.1- Contractor's Point-of Contact (P.O.C.) for the Stability Inclining Test, Date, time and location of the Test, including back-up plans.

1.2 - Inclining weight data, including type, certification and weight of each one, proposed locations and movement methods, moments that will be generated, and the anticipated maximum angle of heel.

1.3- Pendulum data, including length and location of each.

1.4- Anticipated condition of the ship, displacement, draft, trim and GM.

1.5- Anticipated condition of all tanks, including fuel, lube oil, ballast, fresh water, feed water, settlers, services or day tanks, sanitation, etc; full, pressed-up, empty, normal operating levels, gas-free, etc.

1.6 - Anticipated condition of liquids in machinery, including boilers, sumps, etc., indicate whether full, empty, or at normal operating levels.

1.7- Hydrographic data concerning the test site, including a sketched chart with soundings and mooring arrangements, state of tide, current and prevailing winds, at the planned time of Stability Inclining Test.

1.8- Any significant details, work, problems, or conditions that may adversely impact upon the testing operation.

2.14-5-2 - Pre-Inclining Meeting

2.1- This is a planning meeting attended by the Ship Repair Contractor, the Ship Owner or their designated representatives, and authorized members of Ship's Force.

2.2- This meeting shall be held approximately two weeks prior to the planned inclining test date. It shall be the responsibility of the Ship Repair Contractor to schedule this meeting and to notify all parties involved.

2.3- At this meeting the Contractor shall be prepared to discuss details of the proposed plan-of-action and back-up plan, and shall provide a current and anticipated status update of the ship's condition. The meeting will close upon signing by all participants of a statement of acceptance of the plan-of-action, mutually agreed to by all parties.

2.14-5-3 - Preparation of the Ship and Adjacent area

3.1- The Contractor shall be responsible for completely preparing the ship for the test and that the adjacent pierside is free of any obstructions, that may impede free movement of cranes, equipment or personnel involved in the test operation. Such preparations shall be completed by the day before the inclining test is scheduled to occur, and to the satisfaction of the Port Engineer, Ship's Master and Chief Engineer.

3.2 - All work on the ship shall have been completed prior to the start of Stability Testing and all structures, tools, equipment, staging, dunnage, and material either fixed or loose (including the Contractor's own), not normally on board, shall be removed. This shall include, but not be limited to all gangways, floating stages, submerged objects, etc.

3.3 - All structures, rigging, lifeboats, machinery spares, fittings, furniture, hotel equipment, etc., which are normally part of the outfitting of the completed ship shall be on board and installed in place.

3.4 - All buoys, booms, handling gear, and other weights that may change position during the inclining shall be secured, and all cargo hatches shall be closed.

3.5 - The ship shall have less than 1/2 degree of heel, and a trim less than 1 percent of the ship's length-between-perpendiculars.

3.6 - All boilers, piping systems, pumps, sanitation tanks, etc., shall be at their normal operating levels.

3.7 - All cross-connections between tanks shall be closed.

3.8 - All bilges shall be dry, this requires the use of stripping pumps.

3.9 - Only one set of port/stbd. tanks or one centerline tank, of each of the following types shall be allowed to be slack. All other tanks shall be either full or empty.

3.9-1 - Reserve Feed Water Tanks

3.9-2 - Fuel Tanks

3.9-3 - Fuel Oil and Lube Oil Settling tanks.

3.10 - Those tanks intended to be full shall be pressed up well into the,sounding tubes (except salt or fresh water tanks, which shall be pressed up until they are observed overflowing their vents). This pressed-up condition must be demonstrated to the Ship-Owner's representative.

3.11 - Those tanks intended to be empty shall be cleaned and gas-freed, and shall be safe for entry. A minimum of one manhole cover per tank shall be removed to allow inspection. (This shall be the cover closest to the deepest point of the tank). Cofferdams and other void spaces normally dry, shall also be open, accessible, and prepared in this same manner.

3.12 - With the agreement of the ship's Master, ship's force may assist the Contractor in conditioning the tanks using shipboard systems; however, the Contractor shall retain responsibility to achieve required conditions, and shall provide whatever additional equipment, materials, or labor necessary to achieve the required conditions.

3.13 - The Contractor shall weld to the stem of the vessel a pad-eye adequate for securing the forward mooring line(s) during the inclining test. This pad-eye shall be located within four feet of the actual water line. Additional pad-eyes shalt be provided at the stern within four feet of the actual water line if there are no suitable propeller handling pad-eyes in the vicinity.

3.14 - The Contractor shall rig mooring lines from the pad-eyes installed above, arranged so as to keep the ship in a position where it is free to heel without interference during the inclining test. This mooring arrangement shall be to the approval of the Ship-Owner's representative.

3.15 - The Contractor shall rig three separate pendulums in three locations on board. Pendulums shall be hung by piano wire (or similar metal wire) and shall be as long as possible (not less than ten feet in length). Each pendulum weight shall be suspended in a bucket or drum of oil, for the purpose of dampening out undesirable oscillations. In front of each pendulum shall be a "saw-horse" (or equivalent) secured to the deck or bulkhead to guard against being jotted out of position. Clamped to each saw-horse shall be a clean wooden batten on which the pendulum deflections can be made and measured.

2.14-5-4 - Pre-Inclining Survey

4.1 - The day before the scheduled inclining test, representatives from the Ship Owner and USCG will conduct the pre-inclining survey. The purpose of this survey is to inspect the vessel and ascertain that it is in an acceptable condition for inclining.

4.2 - The Ship Owner's representative and USCG Inspector will conduct a thorough compartment-by-compartment inspection of the ship, inventory weights to add/deduct/relocate, sound all tanks, and note any deficiencies that must be corrected prior to inclining. To expedite this survey, the Contractor shall provide a prepared list of weights to add, deduct, or relocate and provide soundings for all tanks on board. The Contractor shall assign a shipyard representative to accompany this inspection team. The shipyard representative shalt take effective action to correct any problems, make accessible all spaces for inspection, and take tank soundings.

4.3- The Contractor shall weigh and position the inclining weights on board. Documentation shall be submitted to satisfy the Ship-owner's and USCG representatives concerning the accuracy of weighing (such as Certificates of Calibration for the scales, etc.). The plan of weight movements will be reviewed and any guidelines shall be measured and marked on the deck.

4.4- By the end of the survey, the Port Engineer and the Coast Guard Inspector must be satisfied that the ship is in proper condition for inclining, and that all deficiencies noted during the survey have been corrected before the inclining test is authorized, otherwise, the inclining test may be postponed at the Contractor's expense. Should the Inclining Test be postponed for any reason, the pre-inclining survey shall be repeated at the discretion of the Port Engineer.

2.14-5-5 - Inclining Test -

5.1 - The Contractor shall provide equipment, instruments, material, and personnel necessary to accomplish the inclining test, including pendulum readers, riggers, crane operators, plotter and supervisors.

5.2 - A control station shall be established from which all weight movements can be directed and communication with the pendulum readers can be maintained. This station shall have a table large enough to layout the plotting paper and accommodate several chairs.

5.3 -The Contractor shall provide a small workboat and operator to allow the Port Engineer and Coast Guard Inspector to take draft readings. The Contractor shall provide a suitable tape measure, adequately weighted at the end to resist the wind.

5.4-The Contractor shall have on hand a crane bucket to allow transfer of personnel between ship and shore during the test.

5.5-The Contractor shall provide2-way radio "handie-talkies" or a sound powered phone system to allow instantaneous communication between the pendulum readers and the control station.

5.6 - The Contractor shall arrange for a light lunch (soup, sandwich, beverage, etc.,), on board for the Port Engineer and USCG Inspector.

5.7-The morning of the inclining day, the Port Engineer and USCG Inspector will make a brier walk-through inspection of the ship to verify that there have been no changes to the vessel's status and that all deficiencies have been corrected. Only when both representatives have given their approval shall the inclining proceed.

5.8- All gangways shall be removed and all shore connections disconnected and removed, except for those essential to the safety of the ship. Those remaining shall be slacked off.

5.9- All mooring lines shall be fully slacked-off, so that there is no possibility of any force or moment being generated that will interfere with the ship's response to the inclining weights.

5.10 - Once the ship has been breasted out into position, but prior to beginning the weight movements, the Contractor shall assist the Port Engineer in taking all draft readings (fore, midships, aft, both port and starboard) and two freeboard readings on each side, using the workboat provided for in para. 5.3 above.

5.11- The Contractor will proceed with each weight movement only when approved by the Ship-Owner's representative.

5.12- The Contractor shall provide the necessary thermometers and hydrometers and obtal the specific gravities of all liquids on board (fuel, tube oils, cargo, etc). The temperature and specific gravity of the dockside water (in which the ship is floating) shall also be recorded.

2.14-5-6 - Stability Test Data Report

6.1 - The Contractor shall prepare a Stability Test Data Report, using the standard USCG format and a Port Engineer assigned drawing number. This report shall be submitted to the Ship-Owner's Engineering Superintendent and to the Port Engineer for review and comment. When the Ship-Owner's comments have been incorporated into the report, the Contractor shall submit the original plus six copies to the cognizant USCG (Merchant Marine Technical MMT) Office for review and approval. One copy will be kept by the United States Coast Guard. Distribution of the remaining copies shall be as follows: Original and one copy to Ship-Owner; One copy to Ship's Master; One copy to Ship's Chief Engineer; One copy to the Port Engineer; One copy to cognizant Classification Society; One copy to Ship Repair Contractor.

2-14-5-7 - Post-Inclining Report -

7.1 - Ship Repair Contractor shall disconnect, dismantle and remove all equipment and gear associated with the Stability Inclining Test and recondition the ship in accordance with those Work Specification Items of this Work Package gvening the Care and Re-Delivery of the Vessel.

OCEANIC TRANSPORTATION COMMAND M.V. PACIFIC SENTINEL

HULL STRUCTURE SPEC. NO. OTC-9S-3 ITEM NO. 115 CATEGORY "A' DATE: JUNE 20, 1999

STABILITY INCLINING TEST (ABS)

1.0 ABSTRACT

1.1 Conduct a stability inclining test in accordance with the references specified herein and in the presence of U.S. Coast Guard Inspector and American Bureau of Shipping Surveyor

2.0 REFERENCES/ENCLOSURES:

2.1 Ref. 1: American Society for Testing and Materials (ASTM) Publication # F1321 Standard Guide for Conducting Stability Tests.

2.2 Ref. 2: United States Coast Guard (USCG) Navigation and Vessel Inspection Circular No. 15-18 Guidelines for Conducting Stability Tests.

3.0 ITEM LOCATION/DESCRIPTION: 3.1 Location: Entire hull.

3.2 Description: Entire hull, while afloat.

4.0 LABOR. MATERIALS AND PARTS:

4.1 Contractor to provide all labor, including Naval Architectural services, materials and parts to accomplish and support the specified scope of work.

5.0 SCOPE OF WORK:

5.1 Develop a Stability Test Procedure in accordance with the two references listed in Para. 2.0, prepared by a qualified Naval Architect and submit the procedure to the ABS and USCG for review and approval no later than 30 days prior to the scheduled commencement of the test.

5.2 The Stability Test Procedure shall have the following minimum requirements and Contain as a minimum. the following information in addition to that required by the Reference:

5.2.1 - Hydrographic data concerning test site at the planned time of inclining, including a sketched chart with soundings and mooring arrangements, state of currents and tides, and prevailing winds.

5-14-5.8 - Typical example of a Stability Inclining Test Work Specification (1 of 2)

OCEANIC TRANSPORTATION COMMAND M.V. PACIFIC SENTINEL HULL STRUCTURE SPEC. NO. OTC-9S-3 ITEM NO. 115 CATEGORY "A" DATE: JUNE 20, 1999

STABILITY INCLINING TEST (ABS)

5.2.2 Test weights sufficient to give an inclination of 1 to 3 degrees to each side. 5.2.3 A comprehensive wet and dry weight survey and survey procedure.

5.2.4 A minimum of three (3) pendulums or similar electronic devices.

5.2.5 Take and record fore, aft and mean draft readings immediately before and after the test.

5.2.6 Identify each weight block as follows: (a) By an identifying number and certified weight. (b) By deck placement. (c) By movements.

5.3. Conduct a pre-inclining meeting to discuss the test details (pendulum locations, communications, personnel, etc.), the proposed test schedule, and the ship's as-tested condition. The meeting shall be held two (2) weeks prior to the scheduled test date. Inform ABS, the USCG, OTC REP, ship's Master and Chief Engineer no later than one (1) week prior _ to the meeting. Before proceeding with the test, ABS, USCG and OTC must approve the test details, proposed schedule, and ship's condition.

5.4 Perform a stability test in accordance with the references.

5.5 Prepare Stability Test Report in the format of the samples in accordance with the references or a computer generated equivalent.

5.6 Provide crane safety basket service to transfer OTC, USCG and ABS personnel off the vessel.

5.7 Provide box lunches during the test for the on-board OTC, USCG and ABS personnel witnessing the test.

5.8 Contractor to ensure that the completed Inclining Stability Test documentation is provided to the Ship's Master, Chief Engineer, OTC Rep. USCG Inspector and ABS Surveyor, upon completion of all testing.

5-14-5.9 - Typical example of a Stability Incliniation Test Work Specification (2 of 2)