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Bulletin
3-47
ii
Published by
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This Bulletin was prepared under direction from the Ships Machinery Committee
for
Abstract
This guide covers progressive speed, maneuvering, and endurance sea trials of self-propelled surface
ships displacing 300 tonnes or more, powered by hydrocarbon fuels such as petroleum, natural gas or
bio fuel, and driven by diesel or Otto cycle engines, gas turbine, or electric motors. References are
made to applicable international standards. This Bulletin does not cover dock trials, tests, or
demonstrations that can be conducted dockside, which are covered in SNAME T&R Bulletin 3-39,
Guide for Shop and Installation Tests.
This Guide is intended to assist users in applying IMO maneuvering standards and to allow the
owner, designer and builder to rate the vessels maneuvering performance relative to statistical data of
vessel maneuvering characteristics. The Guide summarizes the procedures to be used in assessing a
vessels maneuvering performance.
SNAME welcomes comments and suggestions for improvement of this Guide. Comments or
suggestions can be sent electronically to alandsburg@sname.org.
Preface
This document evolved from the worldwide use of The Society of Naval Architects and Marine
Engineers' (SNAME) Code for Sea Trials - 1973 (Technical and Research Code C-2) dealing with sea
trials. The Ships' Machinery Committee of the Society's Technical and Research Program assigned
the initial expansion and update of the document to Panel M-19 (Ship Trials) with the assistance of
Panel H-10 (Ship Controllability). At that time the document was altered from being a "code" to
being a "guide". The resulting Guide was published in 1989. Continuing its popularity and
frequency of citation in ship specifications, the National Shipbuilding Research Program (NSRP)
provided support for the 2015 update of the guide. While the basic guidelines remain solid, updates
were long overdue in recognizing technological advances in sea trial instrumentation, the change
from steam propulsion to diesel and other modern propulsion systems, recognition of other
technological advances and updates of the International Maritime Organization (IMO) and other
standards organizations regarding a number of areas including ship maneuverability, instrumentation,
and environmental issues. Representatives from the SNAMEs Ship Production Committee., NSRP,
and volunteers including senior marine engineers and naval architects from all fields of interest
provided comments. The consensus of these efforts were included in the guide as approved and
issued. The final draft was reviewed by the Ships' Machinery Committee with plans to undergo a
periodic updating process that would provide for regular updating and improvements to the guide.
The basic concept followed in this guide is to provide information on a sufficient variety of sea trials
and tests to enable an owner or acceptance authority to choose those suitable for the type of ship and
operation involved. Positive contractual invocation of specific individual trials is recommended
rather than having them invoked as a package without proper consideration. This avoids burdening
the industry with expensive trials not needed by the owner.
The guide provides a list of those trials recommended as necessary to demonstrate that the ship as
built and delivered will perform as specified. Absence of an at-sea test or trial from those
recommended does not imply a negative recommendation by the Society, but merely that the primary
objective of such a test or trial is to provide design data to meet some other important objective, rather
than to prove the ship under trial. Similarly, the omission of requirements is not intended to negate
the value of the efforts which are directed to verifying design standards, scale factors, and margins
rather than the acceptability of the ship. Some examples of omitted requirements are the extensive
processing of trial data and the correcting of trial data to a design baseline when the data obtained
clearly indicate that the ship is satisfactory. Such tests, trials, data processing, and data correcting
should be separately and specifically invoked when desired.
Trial recommendations are based on the assumption that all operability testing and machinery
checkouts have been previously conducted at the dock insofar as conditions at the shipbuilder's plant
permit. Methods of analysis of results from trials are not included herein, in general, but may be
found in the technical literature and in other guides of the Society.
Section 1 of the guide includes general remarks applicable to any sea trial and provides a basic
recommendation for trials to be conducted. Sections 2, 3, and 4 provide instructions for sea tests and
trials. Section 5 provides a brief description of instruments used for trials and a bibliography of
publications which can be consulted for detail. It also includes instructions for instrumentation
peculiar to trials, in particular, torsionmeters. Section 6 establishes a format and provides illustrative
forms for the presentation of sea trial reports. Appendices include definitions of terms peculiar to sea
trials as they are employed in the guide and a procedure for adjusting turning circle test data for drift.
Disclaimers
This guide is intended to be advisory only. There is no implication of warranty by SNAME that
successful performance of the recommended trials will ensure that a ship will comply with the
requirements of the contract specifications, regulatory bodies or classification societies, or that it will
perform satisfactorily and safely in service.
The opinions or assertions of the authors are not to be construed as official or reflecting the views of
SNAME or any government agency.
It is understood and agreed that nothing expressed herein is intended or shall be construed to give any
person, firm, or corporation any right, remedy, or claim against SNAME or any of its officers or
members.
Acknowledgements
The Committee gratefully acknowledges the contributions of the members of the Society, industry,
and government who have been generous in assisting the working group in accomplishing its task.
The National Shipbuilding Research Program (NSRP) is recognized for providing funding that
allowed for active involvement of shipbuilding professionals and completion of this update in a
timely and meaningful manner. The American Bureau of Shipping is recognized for allowing a
number of figures from their publications available for the update. Student Samantha Adornati from
Stevens Institutes under the direction of Professor Raju Datla is recognized for drafting and/or
revising figures in the guide.
ii
Page
TABLE OF CONTENTS
Abstract ....................................................................................................................................................
Preface ......................................................................................................................................................
Disclaimers .............................................................................................................................................. i
Acknowledgements ................................................................................................................................. i
TABLE OF CONTENTS ...................................................................................................................... iii
LIST OF FIGURES ............................................................................................................................... ix
LIST OF TABLES ................................................................................................................................ ix
1.0 INTRODUCTION ............................................................................................................................ 1
1.1 SUPERSESSION ......................................................................................................................... 1
1.2 ORIGIN ........................................................................................................................................ 1
1.3 PURPOSE .................................................................................................................................... 1
1.4 SCOPE.......................................................................................................................................... 1
1.5 TRIAL OBJECTIVES .................................................................................................................. 1
1.5.1 Demonstration of Operability ................................................................................................ 1
1.5.2 Demonstration of Performance.............................................................................................. 2
1.5.3 Demonstration of Endurance ................................................................................................. 2
1.5.4 Demonstration of Economy ................................................................................................... 2
1.5.5 Demonstration of Energy Efficiency Design Index (EEDI) .................................................. 2
1.5.6 Demonstration of Controllability........................................................................................... 2
1.5.7 Establishment of Operating Performance Baseline ............................................................... 2
1.5.8 Provision of Forensic Data .................................................................................................... 2
1.5.9 Provision of Design Data....................................................................................................... 2
1.5.10 Classification and Safety Requirements .............................................................................. 3
1.6 SHIP AND ENVIRONMENTAL CONDITIONS ....................................................................... 3
1.6.1 Sea Trial Loading Conditions ................................................................................................ 3
1.6.2 Water Depth........................................................................................................................... 3
1.6.3 Wind, Waves, and Currents ................................................................................................... 4
1.7 LIST OF TRIALS AND SELECTION ........................................................................................ 4
1.8 RECOGNITION OF UNCERTAINTY ....................................................................................... 6
1.9 PLANNING.................................................................................................................................. 6
1.9.1 Design Accommodation ........................................................................................................ 6
iii
2.6 SPECIAL CONSIDERATIONS FOR GAS TURBINE PROPULSION PLANT TRIALS ...... 18
2.6.1 Auxiliary Components......................................................................................................... 18
2.6.2 Fuel Rate Data Required ..................................................................................................... 18
2.6.3 Power ................................................................................................................................... 19
2.6.4 Trial Data and Report .......................................................................................................... 19
2.7 SPECIAL CONSIDERATIONS FOR ELECTRIC DRIVE PROPULSION PLANT TRIALS 19
2.7.1 Auxiliary Components......................................................................................................... 19
2.7.2 Power ................................................................................................................................... 19
2.7.3 Trial Data and Report .......................................................................................................... 19
2.8 CENTRALIZED PROPULSION CONTROL SYSTEM TEST ................................................ 20
2.8.1 Purpose ................................................................................................................................ 20
2.8.2 Procedure ............................................................................................................................. 20
2.8.3 Trial Report ......................................................................................................................... 20
3.0 MANEUVERING AND SPECIAL TESTS ................................................................................... 23
3.1 SELECTION OF TESTS ........................................................................................................... 23
3.2 PREPARATION ........................................................................................................................ 24
3.3 REPORTS .................................................................................................................................. 24
3.4 AHEAD STEERING .................................................................................................................. 24
3.5 ASTERN STEERING ................................................................................................................ 27
3.6 AUXILIARY MEANS OF STEERING..................................................................................... 27
3.7 TURNING CIRCLES ................................................................................................................. 27
3.8 "Z" MANEUVER*..................................................................................................................... 32
3.9 INITIAL TURNING TESTS ...................................................................................................... 35
3.10 PULLOUT TESTS ................................................................................................................... 37
3.11 THE DIRECT SPIRAL TEST.................................................................................................. 40
3.12 THE REVERSE SPIRAL TEST .............................................................................................. 43
3.13 THRUSTER TESTS................................................................................................................ 46
3.13.1 Bow Thruster Tests............................................................................................................ 46
3.13.2 Other Thrust Devices ......................................................................................................... 48
3.13.3 Special Thruster Tests ....................................................................................................... 48
3.14 QUICK REVERSAL FROM AHEAD TO ASTERN (CRASH ASTERN STOPPING
TESTS) .................................................................................................................................... 48
3.15 QUICK REVERSAL FROM ASTERN TO AHEAD .............................................................. 51
3.16 LOW SPEED CONTROLLABILITY MANEUVERS ............................................................ 51
3.17 SLOW STEAMING ABILITY ................................................................................................ 53
3.18 EMERGENCY PROPULSION SYSTEMS............................................................................. 53
v
5.3.5 Barometers........................................................................................................................... 62
5.3.6 Manometers ......................................................................................................................... 62
5.3.7 Manometers for Flow Measurement.................................................................................... 63
5.3.8 Liquid Columns ................................................................................................................... 63
5.3.9 Zimmerli Gage..................................................................................................................... 63
5.3.10 Absolute Pressure Gages ................................................................................................... 63
5.3.11 Gage Protection from Pressure Pulsation .......................................................................... 63
5.3.12 Further Information ........................................................................................................... 63
5.4 FLOW MEASUREMENTS ....................................................................................................... 63
5.4.1 Types of Instruments ........................................................................................................... 63
5.4.2 Positive Displacement Flow Meters .................................................................................... 63
5.4.3 Meter Installation for Precise Measurements ...................................................................... 64
5.4.4 Orifice Plate, Flow Nozzle, and Venturi Tube .................................................................... 64
5.4.5 Indicating and Recording Mechanism for Orifice Plate, Flow Nozzle, and Venturi Tube . 64
5.5 TORQUE AND POWER MEASUREMENTS.......................................................................... 65
5.5.1 Power Determined Indirectly............................................................................................... 65
5.5.2 Power Determined From Torque Measurements................................................................. 65
5.5.3 Shaft Torsionmeters............................................................................................................. 65
5.6 SHAFT-POWER METERS ....................................................................................................... 66
5.7 SHAFT THRUSTMETERS ....................................................................................................... 66
5.7.1 Purpose of Thrustmeter ....................................................................................................... 66
5.7.2 Useful Installations .............................................................................................................. 66
5.7.3 Types of Instruments ........................................................................................................... 66
5.8 SHAFT SPEED MEASUREMENTS......................................................................................... 66
5.8.1 Propeller Revolution Counters ............................................................................................ 66
5.8.2 Portable Tachometers and Speed Indicators ........................................................................ 67
5.8.3 Additional 'Information ....................................................................................................... 67
5.9 FLUE AND EXHAUST-GAS ANALYSES ............................................................................. 67
5.9.1 Orsat Analyzer ..................................................................................................................... 67
5.9.2 Manual and Automatic Types of Flue Gas Analyzers ......................................................... 69
5.9.3 Additional Information ........................................................................................................ 69
5.10 VISCOSITY MEASUREMENTS............................................................................................ 69
5.11 ELECTRICAL MEASUREMENTS ........................................................................................ 69
5.11.1 Measuring Devices ............................................................................................................ 69
5.11.2 Calibration ......................................................................................................................... 69
5.11.3 Additional Information ...................................................................................................... 69
vii
LIST OF FIGURES
Figure 1 Turning Circle Definitions (Courtesy of ABS) ...................................................................... 29
Figure 2 Turning Circle Test ............................................................................................................... 30
Figure 3 "Z" Maneuver Test (Courtesy of ABS) .................................................................................. 33
Figure 4 Initial Turning Test, Change of Heading Plot ....................................................................... 36
Figure 5 Initial Turning Test, Plot of Change of Turning Rate ........................................................... 36
Figure 6 Pullout Test (Courtesy of ABS) ............................................................................................ 38
Figure 7 Direct Spiral Test .................................................................................................................. 43
Figure 8 Reverse Spiral Test (Courtesy of ABS) ................................................................................ 44
Figure 9 Crash Stop Test (Courtesy of ABS ....................................................................................... 49
Figure 10 Typical Standardization Course .......................................................................................... 56
Figure 11 Sample Plot Illustrating Correction of Turning Circle for Drift ......................................... 95
LIST OF TABLES
Table 1 Recommended Trials ................................................................................................................ 5
Table 2 Recommendations for Internal Combustion Propulsion Plant Trials ...................................... 11
Table 3 Recommendations for Gas Turbine Propulsion Plant Trials .................................................. 12
Table 4 Centralized Control System Tests .......................................................................................... 21
Table 5 Steering Tests ......................................................................................................................... 26
Table 6 Turning Circle Test Data ........................................................................................................ 31
Table 7 "Z" Maneuver Test Data ......................................................................................................... 34
Table 8 Initial Turning Test Data ........................................................................................................ 37
Table 9 Pullout Test Data .................................................................................................................... 39
Table 10 Direct Spiral Test.................................................................................................................. 41
Table 11 Reverse Spiral Test Data ...................................................................................................... 45
Table 12 Thruster Test Data ................................................................................................................ 47
Table 13 Crash Stop Test Data ............................................................................................................ 50
ix
1.0 INTRODUCTION
1.1 SUPERSESSION
This Society of Naval Architects and Marine Engineers (SNAME) T&R Bulletin 3-47(2015) "Guide
for Sea Trials (Progressive Speed, Maneuvering, and Endurance)" supersedes T&R Bulletin 3-47
Guide for Sea Trials 1989.
1.2 ORIGIN
This Guide was developed by updating the 1989 Guide for Sea Trials-1989 that was produced by
SNAME Panel M-19 (Ship Trials) with assistance from Panel H-10 (Ship Controllability) and
approved by the Ships Machinery Committee of SNAME. This update effort was supported by
funding from the National Shipbuilding Research Program. Those contributing to the update include
a variety of volunteers from organizations including shipbuilders, ship owners, ship designers,
operators, Classification Society, Government organizations and others. Publications of other
SNAME Technical Panels, Classification Societies, and international standards organizations were
consulted to check compatibility and various sources in the technical literature were researched for
advances and current trends. The recommendations include incorporation of ISO 15016.2 Guidelines
for the assessment of speed and power performance by analysis of speed trial data and IMO
Resolution MSC.137 (76), Standards for Ship Maneuverability.
1.3 PURPOSE
The purpose of the Guide is to provide ship owners, designers, operators, and builders with definitive
information on ship trials to form a basis for contractual agreement.
1.4 SCOPE
The Guide covers sea trials of self-propelled surface ships, commercial or naval, displacing 300
tonnes or more, powered by hydrocarbon fuels such as petroleum, natural gas and bio fuels and
driven by diesel or Otto cycle engines, gas turbine, or electric motors. It does not cover dock trials,
tests or demonstrations that can be conducted dockside. For these type of tests refer to SNAME
Technical and Research Bulletin 3-39, Guide for Shop and Installation Tests-1985.
Nothing in this Guide should be construed to delete or modify requirements of specified regulatory
bodies.
of innovative features or to advance the state of the shipbuilding art may be called for. In such cases
it is important that the design authorities who will use the data specify requirements in detail,
including instrumentation, operating conditions, and procedures. The IMO, for instance, gathers data
on ship maneuverability in its developing and refining of standards and has detailed specific
maneuvers that are included herein.
Name
Recommendation
Economy Trials
Endurance Trials
Astern Trial
Diesel Propulsion
Gas Turbine Propulsion
Electric Drive
Centralized Propulsion Control System
Ahead Steering
Astern Steering
Auxiliary Means of Steering
Turning Circles
Z Maneuver
Initial Turning
Pullout
Direct Spiral
Reverse Spiral
Thruster
Quick Reversal from Ahead to Astern
Quick Reversal from Astern to Ahead
Low Speed Controllability
Slow Steaming Ability
Emergency Propulsion Systems
Navigation Equipment
Standardization Trials
Guide
Paragraph
2.2
2.3
2.4
2.5
2.6
2.7
2.8
3.4
3.5
3.6
3.7
3.8
3.9
3.10
3.11
3.12
3.13
3.14
3.15
3.16
3.17
3.18
3.19
1.5, 2, 4
Bulletin 3-47 does not address noise and vibration measurements which are generally not performed
on sea trials. It is recommended that these tests, however, should be coordinated with related aspects
of the sea trials program. Ahead endurance trials offer an opportunity for concurrent measurements
for airborne noise.
1.9 PLANNING
From award of a contract until delivery of the official trial report, sea trials require continual
planning. Trial instrumentation requirements should be incorporated in design; prearrangements may
be required for obtaining and calibrating trial instruments; trial readiness checks should be included in
production planning; trial data acquisition, processing, and reporting systems should be developed,
installed, and checked; instructions and procedures should be developed for trial operating and data
crews; and these crews should be trained.
A prerequisite to all planning is a clear understanding as to the tests and trials to be conducted, the
depth of instrumentation and the data to be reported. If this Guide is properly cited in the ship's
specifications, requirements should be clear. If the Guide is not cited or there remains an area of
doubt, the shipbuilder, owner, and regulatory bodies involved, should reach agreement as soon as
possible after the award of a contract, using this Guide as a basis for understanding.
Presuming that agreement has been reached, the actions outlined below can be taken as applicable.
References in this guide are made on occasion to other documents that provide additional useful
information.
(b) If special trial fuel meters are to be installed, systems should be designed to
accommodate them.
(c) If special gages, thermometers or orifices are to be installed, sensing points should be
selected and the necessary fittings, wells, or flanges provided.
(d) If fuel samples are to be taken during trials, a sampling connection or method should be
provided.
1.9.2 Pre-Arrangements
(a) If the shaft is to be calibrated, the shafting production schedule should be adjusted to
provide for calibration availability; the torsionmeter should be requested if furnished by
the government, or procured or overhauled if furnished by the contractor; the torqueing
gear should be made ready, the calibration accomplished and the instrument factors
established. Unless permanent torque meters are installed, this measurement is done
using strain gages installed just prior to trials and calibrated using shunt resistors.
Material properties of the shaft need to be provided by the manufacturer or assumed
based on ISO 15016.2
(b) Plant operating conditions and modes; ship draft conditions; and shaft power levels
should be established for each trial and the owner's concurrence obtained.
(c) Plant operating and ship's ballasting and de-ballasting instructions should be prepared and
distributed to trial crew supervisors.
(d) Signal system should be designed and installed.
(e) Correction factors should be obtained and the concurrence of owners technical
representatives established.
(f) Data instructions and station bill should be prepared and distributed.
(g) Special trial instruments should be installed and all instruments which will provide trial
data calibrated, red line settings made and water legs measured. Sensor calibration
should include addressing remote or indirect means the sensor relies on for accuracy.
(h) Data forms (paper or digital) should be prepared and the graphical interface checked
against the ship as built, preferably by using them for Dock Trials to allow for proper
data quality assurance.
(i) Trial operating crew and data crew should be trained unless previously trained or
experienced.
(j) Calculation sheets or a data acquisition system (DAS) and computerized quality analysis
(QA) sheets should be prepared, with dummy calculations and correction tables or plots
provided.
(k) GNSS tracking system, if to be aboard, including antenna should be installed and
checked.
(l) A sample of the fuel expected to be burned should be sent to a laboratory for gravity and
heat content determination when fuel rates are to be calculated.
(m) Trial agenda, procedures, and schedules should be prepared and furnished to the owners
for comment.
(n) Trial control and the data acquisition system should be planned and facilities installed,
including appropriate communications and reference material.
7
Checking the operation of the machinery installation and the trial equipment.
Training the operating and trial personnel.
Making adjustments to the propulsion plant to establish proper operation.
Determination of ability to meet performance requirements.
To demonstrate satisfactory operation of the propulsion plant for a specified period of time at
specified power, usually maximum design power.
To determine the rate of fuel consumption of the plant when operating at specified shaft
power and other specified operating conditions.
To determine performance characteristics of the machinery plant or components thereof, as
agreed.
To demonstrate satisfactory operation of propulsion plant controls from all stations.
To obtain propulsion plant data for future use in evaluating service performance.
Note that the power level of the propulsion plant may be specified in terms of revolutions per minute
when trial draft or other conditions make full power unattainable within shaft speed limitations.
Calibration of trial fuel meters. Where ships meters are used as trial or trial back-up
instrumentation, they should also be calibrated.
Calibration of special gages and meters. Records of calibrations should be available prior to
trials and carried onboard during trials.
Installation of trial equipment as required.
Ascertaining that all machinery and equipment is in proper working condition.
Preparation of the trial ballasting plan to provide the prescribed submergence of the propeller.
Control and records of fuel onboard to provide for trials a homogeneous, known, supply.
Analysis of the fuel to be burned including heating value, specific gravity, viscosity
characteristics, and other pertinent properties.
10
TRIAL
Ahead Endurancec
DURATION
4 hours
POWER LEVEL
Astern Endurance
Economy
30 Minutes
4 hours
Max Continuous
Rating
Max Astern
Continuous Rating b
CRITICAL MEASUREMENTS
Power
Torque/RPM
15 Minutes
10 Minutes
Specified
Continuous Service
Rating
Power Level & Fuel
Consumption
15 Minutes
Torque
Torque
RPM
Prop Pitch
PRPLS Motor KWd
Rack Position
Max Cylinder Firing
Pressure
RPM
Prop Pitch
PRPLS Motor KWd
Rack Position
Power or RPM
Torque RPM
PLANT CONTROL
PARAMETER
MEANS OF CONTROL
Same as Ahead
Endurance
Plus: Aux Load
Fuel
PRPLS Motor KWd
Fuel sample for
heating value
analysis
Air Intake Temps
Power or RPM
Remote Control
Remote Control
Remote Control
System
System
System
a
Endurance and economy Trials may be concurrent if power level is the same. If power levels
differ, the duration of the Economy Trial may be reduced to two hours if it follows the Endurance
Trial immediately (alternatively recommended).
b
11
Ahead Endurance
4 hours a
Astern Endurance
30 Minutes
Economy
4 hours a
POWER LEVEL
Max Design a
Max Continuous b
Service a
CRITICAL MEASUREMENTS
Power
Torque/RPM
15 Minutes
10 Minutes
15 Minutes
Torque
Torque
RPM
RPM
Same as Ahead
Endurance
Plus: Aux Load
Prop Pitch
PRPLS Motor KWc
Exhaust Temp
Plus Mfg's Lim
Prop Pitch
PRPLS Motor KWc
Exhaust Press
Plus Mfg's Lim
Fuel
PRPLS Motor KWc
Air Intake Temps
Plus 5%
Minus 2%
Minus 10%
Minus 5%
Plus 5%
Plus 5%
Minus 5%
Minus 20%
Minus 5%
Power or RPM
Torque RPM
Power or RPM
MEANS OF CONTROL
Remote Control
System
Remote Control
System
Remote Control
System
DEVIATION OF CRITICAL
MEASUREMENT AVERAGES
FROM LEVEL SPECIFIED
FLUCTUATION OF INDIVIDUAL
DATA ITEM FROM AVERAGE FOR
CRITICAL MEASUREMENT
Endurance and economy Trials may be concurrent if power level is the same. If power levels differ,
the duration of the Endurance Trial may be reduced to two hours if it follows the Economy Trial
immediately (alternatively recommended).
b
12
2.2.4 Communication
Visual and audible signaling should be used onboard to announce and enable accurately marking the
beginning and end of runs and to synchronize data taking. Hand-held radios and ships telephone or
public address systems can be used, but should be controlled from a central station.
13
Note: Fuel Properties should be determined by post trial analysis of a thorough mix of fuel samples
taken at a minimum of four equally spaced intervals during the run.
Also note that if Coriolis type meters are used, the fuel consumption rate can be obtained directly as
mass per unit time so that d) and e) above are not required.
Special agreements should be made prior to trials for observing the performance of the auxiliary
components mentioned above.
2.5.2 Revolutions
Same as paragraph 2.2.5(c) except for installations having a reduction gear and/or a slip type coupling
between the engine and the shaft. Then, both engine revolutions and shaft revolutions should be
obtained.
The purpose of these corrections is to properly evaluate diesel engine performance. Suitable test
devices should be provided on trials to accurately measure these variables.
2.5.5 Power
When torsionmeters are not required to be fitted, brake power for diesel engines may be estimated by
the following methods:
a) Rack Position - Brake power may be closely approximated by careful observations of fuel
injection rack positions and comparison of these with data taken during shop tests where
output is measured directly on a water or electric brake or equivalent. For maximum
accuracy it is necessary that shop tests and ship's trials utilized comparable fuel.
b) Slip Coupling - On installations using a slip type coupling, the torque transmitted can be
closely approximated by comparing the engine RPM and shaft RPM with slip data supplied
by the coupling manufacturer.
c) Indicator Cards Indicator cards or equivalent may be taken on each cylinder, and the brake
KW (BKW) may be computed with very good results for low or medium speed units. Engine
efficiency data, other correlating data, or sample correction curves are also needed with the
indicator card data to compute BKW.
Each of the above methods may be used to determine brake power. An agreed allowance for gear or
coupling losses must be applied to obtain shaft power, if these elements are in the power train.
When a torsionmeter is fitted, the correlation between the shaft KW (SKW) determined from the
torsionmeter and the BKW determined from engine data should be established during the trials.
17
e) Exhaust pressure.
These corrections are required to properly evaluate gas turbine performance. Suitable test devices
should be provided on trials to provide the necessary data. Barometric pressure and relative humidity
of the outside air should be recorded to permit evaluation of air inlet and exhaust duct systems. The
shipbuilder, however, is responsible for designing the air inlet and exhaust systems to meet design
turbine inlet and exhaust conditions, and no correction to the ship's overall fuel rate should be
permitted for excessive pressure loss in these systems.
2.6.3 Power
When torsionmeters are not fitted, brake power for gas turbine engines may be estimated from the
engine RPM, internal gas pressures and temperatures and/or fuel oil flow with sufficient accuracy for
endurance trial purposes. Sample reference curves and correction factors will be very useful to
develop estimates.
When torsionmeters are required to be fitted, a correlation should be established during trials between
the power determined from the torsionmeter and the engine brake power as ascertained by the engine
pressure, RPM, and temperature data.
Special agreements should be made prior to trials for observing the performance of the auxiliary
components listed above.
2.7.2 Power
Power output from the propulsion motor can be determined from the torsionmeter when installed or
from the instruments if not installed. Agreements should be made prior to trials regarding
instrumentation to be used for power determination during trials.
19
2.8.2 Procedure
Prior to sea trials the control system and its subsystems, sensing elements, valve and equipment
operators, safety devices, alarms, and indicators should have been tested for proper installation and
operation and should have been adjusted and timed to the values predicted to provide smooth and
correct control of the ship at sea. Crewmen responsible for operations should be fully trained in the
capabilities and operation of the control system prior to sea trials. Satisfactory integrated operation of
the total control system should also have been demonstrated to the extent practicable.
At the beginning of sea trials it is advisable to test the control system at reduced powers and make the
indicated adjustments prior to demonstration of the full requirements. All required operations of the
controls should be demonstrated under free route, maneuvering and emergency conditions in
accordance with the sea trial agenda agreed to in advance.
In addition to proper control in each mode, satisfactory transition between modes of control should be
demonstrated. When the bridge control is demonstrated, there should be no assistance from the
engine room watch. When centralized engine room control is demonstrated there should be no
assistance from local equipment watchstanders unless such manual participation.is incorporated in the
design.
Safety features should be demonstrated at sea, if possible, without disrupting the adjustment of the
control system or setting up conditions beyond the operating range of the propulsion system.
20
Trial Date
Sea State
Ship's Heading
Start Time
Air Temperature oF/oC
Position Ordered
Notes:
1.
2.
3.
4.
5.
21
22
23
is the speed at which the ship may be expected to navigate in areas where maneuvers are normally
required, and are not restricted by insufficient water depth or channel boundaries.
In the case of slow, full form ships this speed may be close to design sea speed. For fast, fine-form
ships on the other hand, it may be a much lower proportion of design speed. The following formula is
suggested as a guide to selecting test speed:
VT = CB x VD
where:
VT = test speed
VD = design speed
CB = block coefficient at the design draught
This formula provides test speed values for bulk carriers and dry cargo/container ship types which are
often used in general practice. Unless otherwise indicated tests should be commenced at the test
speed.
3.2 PREPARATION
Proper preparation is essential to obtain meaningful data and avoid aborting mandatory tests.
Detailed instruction for performing each test, including maneuvering diagrams and data sheets where
pertinent, should be prepared in advance. Test conductors and data takers should be instructed in
their duties, shown their station, checked out on instruments, and have their understanding of the test
verified.
3.3 REPORTS
Reports should present the data in tabular or diagrammatic format. Sample diagrams and data sheets
are shown in this Section and in Section 6. Reports should include, where pertinent, discussion of the
significance of findings and an explanation of data anomalies. Reported information should be of
sufficient detail to provide the data required to prepare the Pilot Card, Wheelhouse Poster, and
Maneuvering Booklet described in IMO Resolution A.601(15) and the first order steering quality
indices K and T.
After ship's speed has been restored, use the other steering power unit and repeat the above rudder
movements in opposite sequence. For rudder movement rate, use the average degrees per second for
total time from start to 5 degrees before ordered angle. Throttle setting for single screw ships should
not be changed during the test. For multi-screw ships, the throttle may be adjusted as necessary to
correct unacceptable overspeed or overtorque.
The following data should be recorded on Table 5 during the test:
a) Time of test and base course.
b) Time required for each rudder movement.
c) Maximum rudder angles.
24
25
Ship Name
Unit (P or S)
Trial Date
Time of Test
Base Course
Depth of Water
Sea Condition
Wind Direction
Wind Velocity
Trial Draft (Fwd)
Trial Draft (Aft)
Propeller RPM (beginning)
Propeller RPM (end)
Steering Station in Control
Rudder Movement Time (Sec.)
b
Astern
Steering
Unit (P or S)
Auxiliary
Steering (If
demonstrated)
Unit (P or S)
O-R
O-L
O-R
O-L
O-R
R-L
L-R
R-O
O-R
R-L
L-R
O-R
R-L
L-R
R-O
L-R
R-L
L-O
O-L
L-R
R-L
O-L
L-R
R-L
L-O
R-L
L-R
R-O
O-R
R-L
L-R
O-R
R-L
L-R
R-O
L-R
R-L
L-O
O-L
L-R
R-L
O-L
L-R
R-L
L-O
R-L
L-R
R-O
O-R
R-L
L-R
O-R
R-L
L-R
R-O
26
Move rudder to Hardover Right and hold until ship's heading has changed 540 degrees.
Resume a straight course and restore speed.
Move Rudder to Hardover Left and hold until ship's heading has changed 540 degrees.
Resume a straight course.
The throttle setting for single-screw ships should not be changed during the test. For multi-screw
ships, the throttle may be adjusted as necessary to correct unacceptable overspeed or overtorque. If
throttle adjustment has to be made during the turn, the maneuver should be repeated at a reduced
approach RPM to determine the maximum speed at which a hard turn can be made without throttle
adjustment.
The following data should be recorded or derived and presented as shown in Table 6:
a)
b)
c)
d)
27
e) Ship's position at suitable intervals from GNSS equipment. If GNSS equipment is not
installed, ship's track should be obtained by radar, shore station tracking, or visual
observation of the wake. Observation intervals should coincide with heading data intervals.
f) Shaft RPM at beginning and end of each circle.
g) Depth of water and sea condition.
h) Wind direction and velocity.
i) Trial draft fore and aft.
Turning circle tests may be specified at depths, drafts, speeds, and rudder angles other than those
given if ship's maneuvering characteristics require further exploration.
At the completion of each of the turning circle tests a pullout test may be performed to provide
information on the ship's dynamic stability. For further information see paragraph 3.10.
Turning circles should be plotted and tactical dimensions reported as illustrated in Figure 1 and
Figure 2. Figure 1 shows the historic test resulting in measures of advance, transfer, and tactical
diameter. Using todays high precision position tracking systems, maximum ship advance and
transfer measurements are included (see Figure 2). The entire swept path can also be depicted in the
plot
.
28
29
30
Rate
31
Record data as shown on Table 7 and prepare a plot of rudder position and ship's heading changes
during the maneuver. Indicate the tactical dimensional characteristics as illustrated in Figure 3.
Tests may be specified at different ship speeds, depths of water, ballast conditions, and rudder angles
if more data is required.
32
33
Ship Heading
Rudder Movement
1 Start 100 R
Attain 100 R
2 Start 100 R
Attain 100
3 Start 100 L to 100 R
Attain 100 R
4 Start Center
5 Attain original course
34
35
36
Ship Name
Heading
Test Date
Time Test Began
Base Course
Rudder Angle
Shaft RPM (Beginning)
Shaft RPM (End)
Depth of Water
Sea Condition
Wind Direction
Wind Velocity
Trial Draft (fwd)
Trial Draft (aft)
37
38
Heading
from Base
Course
Speed
(knots)
RPM
Ship Name
Test Date
Time Test Began
Base Course
Rudder Angle
Shaft RPM (Beginning)
Shaft RPM (End)
Depth of Water
Sea Condition
Wind Direction
Wind Velocity
Trial Draft (fwd)
Trial Draft (aft)
Condition
Initial
Stbd
Final
Port
Stbd
Rudder Angle
Rate of Turn (0/sec)
Ship Speed (knots)
RPM
Instability in Degrees (Residual Rate
of Change of Heading)
39
Port
40
Ship Heading
Rudder Angle
Change in Ship Heading
Notes:
A total of 6 readings of constant rate of heading change is needed to calculate average
rate in Degrees/Second. This calculation is done for each step.
Step
Rudder
Angle
1
2
3
4
5
6
7
8
9
10
11
20 R
15 R
10 R
5R
3R
1R
0
1L
3L
5L
10 L
Constant Rate of
Change in Ship
Heading (Deg/Sec)
41
12
13
14
15
16
17
18
19
20
21
22
23
24
25
15 L
20 L
15 L
10 L
5L
3L
1L
0
1R
3R
5R
10 R
15 R
20 R
Step
Yaw Rate
(Deg/Sec)
1
2
3
4
5
6
7
8
9
10
11
12
13
1.0 R
0.8 R
0.6 R
0.4 R
0.2 R
0.1 R
0
0.1 L
0.2 L
0.4 L
0.6 L
0.8 L
1.0 L
Rudder
Angle
42
rate of turn have been obtained. Steady rate of turn should usually be obtained fairly rapidly since
rate-steering is easier to perform than normal compass steering.
The test should be performed at the following steady rates of turn in degrees per second: 1.0R, 0.8R,
0.6R, 0.4R, 0.2R, 0.1R, 0, 0.1L, 0.2L, 0.4L, 0.6L, 0.8L, and 1.0L.
The following data should be recorded:
(a) Before starting the test:
1.
2.
3.
4.
5.
(b) The average rudder angle associated with each associated steady state turn rate measurement
point.
This procedure should be repeated for a range of yaw rates until a complete yaw rate versus rudder
angle relationship is established, e.g., between 20 degrees left to 20 degrees right rudders.
The results of the spiral tests should be presented in accordance with the diagrams provided in Figure
8. The pronounced "S" shape on Figure 8 illustrates a ship with instability, and this instability
provides a hysteresis loop like that illustrated in Figure 7 (b), Unstable Ship, for the rate of change of
heading.
Rudder Angle
Change in Ship Heading
Ship Heading
Notes:
A total of 6 readings of constant rate of heading change is needed to calculate average rate in
Degrees/Second. This calculation is done for each step.
Step
1
2
3
4
5
6
7
8
9
10
11
12
13
Yaw Rate
(Deg/Sec)
1.0 R
0.8 R
0.6 R
0.4 R
0.2 R
0.1 R
0
0.1 L
0.2 L
0.4 L
0.6 L
0.8 L
1.0 L
Rudder
Angle
45
ISO prescribes tests to be conducted also at slow ahead and slow astern speeds. As thruster
performance is highly speed dependent, it is recommended that tests be conducted at both zero and
slow ahead (say, 2 to 3 knot) speeds. If slow ahead test results show a significant effect of forward
speed it will be prudent to also conduct tests at a slow astern when it is anticipated that the thrusters
will be used during astern operations.
46
Elapsed
Time
(Min &
Sec)
0 Knots
Thruster Only
Hdg
0
10
20
30
Trial Date
Wind Direction
Wind Velocity
Trial Draft (Fwd)
Trial Draft (Aft)
Rudder Only
6 Knots
Change
in Hdg
0o
30 o Left
30 o Left
30 o Left
30 o Left
30 o Left
0o
0o
0o
0o
0o
Hdg
Change
in Hdg
0o
NOTES: 1. Ship is to be heading into the wind at the beginning of each test.
2. If elapsed time reaches 10 minutes prior to 30 o change in ship heading,
terminate the test at this point.
3. If Thruster is effective at 6 knots, ship speed is to be increased at 3 knot
intervals until thruster is no longer effective.
a Reverse Thruster and/or Shift Rudder
47
For the purpose of obtaining operating data, additional stopping tests may be conducted from other
initial speeds and using other stopping aids such as rudder cycling, as agreed. Figure 9 displays the
plotted trajectory.
49
Ship Name
Time to Test
Base Course
Shaft RPM
(Beginning)
Depth of Water
Sea Condition
Wind Direction
Wind Velocity
Trial Draft (Fwd)
Trial Draft (Aft)
Final Heading
Ahead to Astern
Trial Date
Time to Start Shaft Astern
Time to Ordered RPM
Astern
Time to Stop Ship
Ahead Reach
Note: Also to be included are maximum
excursions of RPM, torque, data for
diesel or gas turbine plants, at frequent
intervals during maneuver.
Elapsed
Time
(min
and Sec)
Distance Traveled
Between Markers (Feet)
Cumulative
Distance
Traveled
(Feet)
Marker
1
2
3
4
Time of Test
Base Course
Shaft RPM
(Beginning)
Depth of Water
Sea Condition
Wind Direction
Wind Velocity
Astern to Ahead
Trial Draft (Fwd)
Trial Draft (Aft)
Final Heading
Time to Start Shaft Ahead
Time to Ordered RPM
Ahead
Time to Stop Ship
Maximum RPM Ahead
Torque (If Available)
50
Repeat the maneuver with speed decreased at 1 knot intervals until the speed at which the ship does
not respond to the helm is determined.
The following data should be recorded on Table 14:
(a) Before starting the test:
1) Time of test and base course.
2) Ship speed and corresponding RPM.
3) Wind velocity and direction.
51
During test:
1) Time to shift rudder, i.e., start and stop of actual rudder motion.
2) Time rudder is held at each position.
3) Maximum heading change from base course.
Table 14 Low Speed Controllability Maneuvering Test Data
Rudder
Angle
Ship Name
Trial Date
6K
Time of Test
Shaft RPM
5K
4K
3K
Start 10R
(6k)
Attain 10R
(5k)
Start 10L
(4K)
Attain 10L
(3k)
Start 0
Depth of Water
Attain 0
Sea Conditions
Start 35R
Wind Direction
Attain 35R
Wind Velocity
Start 35L
Attain 35L
Start 0
Attain 0
6K
5K
4K
3k
10R
35R
10L
35L
a. Rudder angle is to be held for 30 seconds before starting next rudder movement
b
52
Trial Date
Time of Test
Sea Condition
Wind Direction
Trial Draft (FWD)
Trial Draft (AFT)
Minimum Steady Shaft RPM
53
4.3.1 GNSS
Deployment of Global Navigation Satellite Systems permits trial area selection solely on the basis of
depth and accessibility.
54
55
It is essential that the shaft RPM be steadied prior to entering the measured course. Throttle and
machinery operating conditions should not be adjusted during the run. However, to shorten the
approach run at low speeds it is permissible to increase the power on the turns provided the power is
decreased promptly when the ship has straightened away. When increasing to a higher speed point,
power should be increased when the turn is begun. When reducing to a lower speed point, power
should be held until the turn is complete.
56
Displacement
Trial Date
Water Temperature
Water Depth
Air Temperature
Speed
Point
Run
1
2
Avg
II
Shaft Power
STANDARDIZATION RESULTS
Total
Distance
Elapsed
Revolutions
Traveled
Time
RPM
Knots
2
Avg
1
2
Avg
1
2
III
IV
Avg
Etc.
Speed
Point
Run
1
2
II
1
2
III
1
2
IV
1
2
Time
of Trial
Heading
TRIAL CONDITIONS
Wind
Waves
(Estimated)
(Estimated)
Vel.
Dir. Height Dir.
Current
(Estimated)
Vel.
Dir.
Water Depth
Etc.
NOTES:
1. Record data for additional speed points or additional runs at a given speed point when
applicable
2. Speed/Power and Speed/RPM curves should be appended to this
figure.
3. Type of range used _____________.
57
Tolerance or Limit
0.25%
0.20%
0.20%
0.20%
58
4.14 CORRECTIONS
When standardization trial conditions are within the limits recommended in this section, corrections
to trial data using standard correction factors such as for wind, waves and draft can be utilized.
If recommended trial conditions cannot be met due to limited depth of water or wind conditions in the
trial area, then additional corrections should be applied to the trial results and included in the trial
report.
Corrections for water temperature and density are normally of a minor magnitude and normally need
not be included in the trial report.
Corrections are also made if the draft (displacement) varies from the specified trial draft conditions
based on model test data.
59
Thermocouples
Liquid-in-glass thermometers
Distant-reading vapor pressure thermometers
Resistance thermometers
Bimetallic thermometers
Infrared (IR) temperature sensor
All types are readily available from reliable makers. For descriptions, characteristics, and application,
refer to reference (c).
precision of fluid temperature measurement, consideration must be given in locating the sensing
element to sense an average sample of the fluid. Where high pressures are involved, a thermowell is
the safest installation.
sensing lines empty or full of liquid. Vacuum lines should be self-draining or be provided with loop
seals to establish a known water leg. Means of venting gage lines should be provided adjacent to the
gage or other suitable place. Gages should be connected to steam lines with a loop seal in the sensing
line near the gage to protect the Bourdon tube from high temperature.
Bourdon type gages should be protected from shock, violent pressure pulsation, and high temperature.
The gage should be located in a zone of normal room temperature, protected from direct radiation and
hot surfaces, and carefully mounted to avoid distortion or warping of the gage case.
5.3.5 Barometers
Barometers measure atmospheric pressure, and this information is required for determining absolute
pressures from readings on Bourdon gages, deadweight gages, and open-end oil, mercury or water
columns. Barometers are of two kinds, aneroid, i.e., bellows type, and mercury column. Either type,
if properly designed, manufactured, and calibrated, and carefully handled, will be satisfactory. The
barometer should be located in the same compartment as the instruments requiring correction to
absolute values. Barometers can be calibrated and certified if necessary. When an absolute pressure
gage is used, no barometer correction is necessary. See paragraph 5.3.9.
5.3.6 Manometers
Manometers, also known as U-tube type gages, are liquid column gages that are widely used for
measuring relatively small differences in gas pressure, viz., differences between a gas pressure and
the atmosphere, or other pressure differential. They have an indication scale stated in inches,
generally, which is attached beside the liquid column.
Columns should be mounted vertically. The use of inclined gages at sea is not advised as they are
affected too much by the motion of the ship.
Mercury filled gages should not be used on systems containing copper or its alloys. If the mercury
escapes into the system, these materials are degraded by amalgamation.
Manometers installed on a high-pressure line should be provided with cutoff valves and a valved
cross-connection to make it possible to avoid blowing out the liquid when putting the gage on the
line. They must be carefully designed and constructed to withstand their rated operating pressures,
which should not be exceeded for safety reasons.
62
63
c) Meters should be installed and back pressure maintained so that they will be kept filled with
liquid at all times. This is particularly important when measuring hot fluids where pressure
changes close to the meter can cause the fluid to flash into vapor. Air or vapor passing
through a meter will produce an error in the reading and may damage the meter.
d) Meters should be located on the discharge side of the pump and preferably on the inlet side of
heaters. Pressure drop across the meter at maximum expected flow should be determined and
included in the system design.
e) If a control valve is used, it is preferable to locate it on the discharge side of the meter.
f) Meter should be used to measure only the liquids for which it was designed.
g) The meter size should be chosen so that it will operate as near its rated capacity as possible.
When precision is required readings below 10 percent of the rated meter capacity should be
avoided.
h) Since these meters are essentially volume-flow measurement devices, the density of the fluid
is necessary to determine the mass flow. This requires precise temperature measurement of
the fluid in the line connected to the meter. Upstream fluid temperature is preferred.
i) Meters of this type are usually designed for and made of material having specific temperature
limits, which should not be exceeded. The operating temperature range for any meter will be
provided by the manufacturer.
j) The precision of these meters is degraded by fluid densities errors, wear, corrosion, dirt
deposits, and friction. Care should be exercised to eliminate these causes of errors insofar as
possible.
k) Systems should be thoroughly flushed before the installation of meters. Pre-Sea Trial
operation of the system should be performed without meters unless checking meter
operability. This will help prevent meter malfunction during trials due to dirt accumulation.
5.4.5 Indicating and Recording Mechanism for Orifice Plate, Flow Nozzle, and
Venturi Tube
Commercial flow meters of the orifice or nozzle type usually include an indicating and recording
mechanism. The errors in this mechanism, due to friction and paper displacement, may be
determined by connecting a suitable liquid column differential pressure gage in parallel with the
indicator or recorder to obtain a direct reading of the differential. To convert this reading to a mass
flow value, it is necessary to know the absolute pressure upstream of the device, the fluid
temperature, the size and type of orifice or nozzle, the inside diameter of the pipe, and the flow
coefficient of the orifice or nozzle. References (h), (i) and (j) will be helpful for this determination.
64
Technical endorsement of any type or make of torsionmeter is contrary to Society policy; however,
the following guidelines should be observed in making a selection of trial meters to provide data for
demonstration of power or fuel rate contractual requirements:
a)
b)
c)
d)
run is determined, to obtain total revolutions for a run. When standardizing a ship, an observer at a
range station operates the shift-switch at the beginning and end of a run. The counter in use is read
and reset to zero by the computer room observer before the next run. When not standardizing, the
electric counter may be shifted by the trial signal system. The ship's counter should also be read on
the same interval as the electric counter to obtain accurate backup data.
For trials that do not include standardization or accurate fuel rate and water rate measurement, the
installation of special counters is not essential. Sufficient accuracy is available from the permanently
installed revolution counters read on the same established time interval as the sea trial signal system.
Ship's shaft speed indicators in the engine room and on the bridge should be adjusted for minimum
error over the operating range prior to sea trials. This requires detachment from the sensing point and
driving the transmitter through the operating speed range at known RPM. All receivers which will be
simultaneously operative should be actuated when calibrating.
During sea trials, accuracy of shaft speed indicators should be checked by comparison with counters.
The accuracy of the shaft revolution signal is particularly important when it is used as a control
element.
67
in the various commercially available Orsats is in the design of the pipettes. Some Orsats have the
contact type of pipette while others use the bubbling type of pipette.
A contact type of pipette usually is filled with many small diameter glass tubes, rods, or in some
instances, with a fibrous type of material. The purpose of the tubes, or rods, is to supply a maximum
of exposed surface to which the required chemical reagent can adhere. As the gas sample enters the
top portion of the pipette, the reagent is driven from the pipette into a reservoir. The gas, as it
proceeds to occupy the entire volume of the pipette, passes over the wetted surface provided by the
filler material.
In the bubbling type of pipette, the gas sample enters the bottom of the pipette and the sample bubbles
up through the chemical reagent. Filler material for providing exposed absorption surface is not
required and, consequently, a volume of the reagent equal to the unabsorbed volume of the sample is
displaced by the gas. The displaced reagent flows into a reservoir and remains there until the gas
sample is returned to the collecting burette.
A common type of Orsat is provided with a measuring burette and, usually, three pipettes. These are
interconnected by a capillary manifold and appropriate stopcocks for routing the gas sample through
the apparatus. The pipettes, when filled with the proper chemical reagent, will absorb volumes of
carbon dioxide (CO2), oxygen (02), and carbon monozide (CO).
The following absorbing reagents are used in the pipettes:
The best results are obtained when these solutions are prepared immediately prior to testing. Full
descriptions of the methods for preparing the solutions are stated in reference (ad).
To process a gas sample to obtain an analysis, a known volume of flue gas is drawn into the
graduated burette. In successive operations the gas sample is forced into the CO 2, O2, and CO
absorbing pipettes. Before the sample is allowed to pass from one pipette to the next it is returned to
the graduated burette. The measured difference in volume, after each individual gas has been fully
absorbed, is considered as the amount of that particular gas present in the flue gas.
The difficulty in obtaining a representative sample from a stratified gas stream is the greatest cause of
error in gas analysis. There is no single correct method of sampling which is applicable in all cases.
One method, which results in obtaining an approximately true sample, requires the taking of a number
of simultaneous individual samples at different points in a given plane of a gas cavity or duct.
Where high-temperature gas samples must be taken it is customary to use a water-cooled sampler.
This sampler is generally constructed from materials similar to the ordinary open-end tube, usually of
brass or stainless steel, used for sampling cool gases, but it is fitted with a water-cooled jacket.
Water-cooled sampler tubes are superior to refractory tubes since there is less gas composition change
due to chemical reactions. Further, refractory tubes are often brittle and subject to breakage if
improperly handled. Thus, refractory tubes are usually inferior for service and functional reasons.
A continuous gas sample is most desirable as it eliminates the need for purging the sampling lines of
the residue from a sample taken previously. For this purpose, an air aspirator generally is used. For
sea trials, continuous temporary lines should be run from each uptake through a valved manifold to an
air aspirator powered by the ship's compressed air system. The arrangement of valves should allow a
new sample to be pulled from either uptake to the Orsat equipment for each sample reading. Two
sampling lines are necessary when regenerative type air heaters are installed; one is connected
68
upstream and one downstream of the air heater. Both are needed to determine air leakage across the
air heater. The comparative readings can be used to compute the corrected stack temperature.
Lead, glass, or gum-rubber piping should be used to connect the sampling tube to the gas analyzer.
Copper or brass piping also is satisfactory, but in no case should ferrous materials be used.
5.11.2 Calibration
Recently calibrated shipboard electrical instruments should be sufficiently accurate for all uses except
special performance tests. Before sea trials they should be carefully inspected for signs of damage,
and the due dates for the next calibration should be following the completion of sea trials.
69
5.12.2 Indicators
One type of indicator flashes a light every time one-sixtieth of a nautical mile of wind passes the
transmitter. The number of flashes per minute is the apparent wind speed in knots. An electric
counter can be connected in the flasher circuit and controlled by an observer on the bridge to state the
distance traveled during standardization runs. The average apparent wind speed is obtained by
dividing the counter reading by the elapsed time across the course. Another type of instrument
indicates apparent wind speed instantaneously and continuously and requires no timing. This type of
indicator is recommended because of the convenience in obtaining readings from it.
70
Ship's Clocks
Stop Watches
Electric Timers and Clocks
Chronographs
electric time measuring devices dependent on ships power are used for sea trials, caution should be
exercised to maintain ships generator frequency at 60 cps. Electronic timers may replace electric
times to maintain standard item, if shipboard power frequency is not constant or is uncertain.
5.14.5 Recorders
Recording instruments should be inspected regularly to see that the paper-driving mechanism and
paper marking device operate properly to provide correct time indications.
72
73
74
Trial Date
Ambient Air Temp.
Duration of Test
Relative Humidity
Test
Design
Diff.
Corr. Factor
75
Correction
Trial Date
Ambient Air Temp.
Duration of Test
Relative Humidity
Test
Design
Diff.
Corr. Factor
Correction
77
Table 20 and it data sheets reflects the recommended content for reporting operating data for a typical
ship with main propulsion diesel or gas turbine installation.
6.8.1 Introduction
The introduction should include the contract number, hull number, owner designation, ship's name,
principal dates, contractual parties, and construction contract references, preceded by a photograph of
the ship or a sister ship underway, if required by the contract.
Single-screw
Low speed diesel driven
Combination bulk and general cargo ship.
Length overall
Length between perpendiculars
Beam, maximum molded
Depth to main deck at side, minimum molded
Draft, full load, molded
Displacement at full load draft
Gross tonnage (approximate)
Net tonnage (approximate)
Draft, maximum ballast provided by ship system
MCR Engine rating
Sustained sea speed at full load draft and registered horsepower
Estimated fuel consumption at sea
Estimated fuel consumption in port
Endurance in nautical miles at sustained sea speed with a record of fuel consumed.
(e) Capacities*
(1)
(2)
(3)
(4)
(5)
(6)
(7)
Container (TEU)
Cargo cubic
Refrigerated cargo net cubic
Convertible liquid cargo net cubic
Non-convertible liquid cargo net cubic
Fuel oil
Total deadweight at full load draft
*May require additional breakdown dependent on type of cargo carried.
Block coefficient
Midship coefficient
Bulk as percent of underwater profile area at full load draft
78
(4)
(5)
(g)
Rudder characteristics
(6)
(7)
(h)
Type of bow
Type of stern
Propeller characteristics*
(1)
(2)
(3)
(4)
(5)
(6)
(i)
Log of events.
Principal personnel present at trials, including representatives of the owner, acceptance
authorities, regulatory bodies, and shipbuilder.
Trial ballast schedule.
Trial results:
1. Maneuvering trials and special tests. See Figures and Tables in Section 3.
2. Standardization trials. See Tables in Section 4.
3. Fuel economy tests. See Tables 17 and 18.
4. Propulsion plant data. See Table 21 and its data sheets.
79
Class B:
Data items for which a ship's instrument of suitable precision can be used if
specifically calibrated. (A trial instrument should be supplied if there is no ship's
instrument.)
Class C:
Data items for which ship's instruments with standard calibration can be used. (If
there is no shin's instrument, a trial instrument need not be installed.)
When formulating a data plan, data items should be listed and categorized as illustrated by the listings
below. Data obtained from test instruments should be suitably indicated both in the data plan and the
report.
Ship Name
Trial Date
Trial: Economy, Ahead Endurance, Astern Endurance, Boiler Overload
Shaft Horsepower
Shaft Speed
Time and Duration of Run
Users should develop their own format for reporting the results of this test depending upon the
equipment available. However, the following information should be recorded. Note that the
information is divided into the following categories: Electric Drive, Diesel Propulsion Plant, and Gas
Turbine Plant.
Note: This introductory Table is followed by Tables containing Data Sheets which are provided on
pages 81 through 86 (Table 21 through Table 25).
80
Barometer
Engine Room Temperature
determination
Class B
81
82
83
Class
B
Power Output
Voltgae, Terminal
Voltage, Field Excitatioin
Current Field Excitation
RPM
Current Output
Voltage, Filed Excitation
Current, Field Excitation
Table 24 Propulsion Plant Data - Gas Turbine
85
Class B
Generator
Generator in Operation
Frequency
Voltage
Current
Power Factor
Power Output
Load g
Driver F. O. Consumption and Type of Properties of Fuel Used
Other Data
The data for the following systems, as mutually agreed upon,
should be included in the trial report:
Distilling Plant
Auxiliary Boiler Data (Including F.O. Consumption)
Auxiliary Steam Systems
Engine Starting Systems
Ship's Service Air Systems
Control Air Systems
Salt Water Systems
Fresh Water Systems
Sewage Systems
Refrigeration and Air Conditioning Systems
Electric Drive (See Table 23)
86
REFERENCES
The American Society of Mechanical Engineers has published Performance Test Codes (PTC) for
testing of land plants, and has published Supplements on Instruments and Apparatus which describe
each type of instrument and the capabilities and limitations of each. See references (a) and (b) for
additional information. In most publications the inherent precision, calibration procedures, and
installation instructions are included. The Naval Ship Engineering Center has published "Standards"
which provide details on the installation of sensing connections and other information pertinent to
shipboard measurements. These documents are listed below and are referenced in the pertinent
portions of the text.
a. General Instructions, Performance Test Code,
Engineers, PTC 1 - 2011
b. Definitions and Values Code, Performance Test Code, The American Society of Mechanical Engineers,
PTC 2 - 2001)
c. Temperature Measurement Performance Test Code, The American Society of Mechanical
Engineers, PTC 19.3 - 1974 (R2004)
d. Lempa, M.S., editor, Instrument Standards, Naval Ship Engineering Center, Philadelphia Division
e. Pressure Measurement Performance Test Code, The American Society of Mechanical Engineers,
PTC 19.2 2010
f. Application, Part II of Fluid Meters: Interim Supplement on Instrument and Apparatus, Fairfield,
N.J., The American Society of Mechanical Engineers, PTC 19.5 - 1972
g. Bean, Howard S., Fluid Meters - Their Theory and Application, 6th edition, New York, The American
Society of Mechanical Engineers, 1971
h. Miller, R. W., Flow Measurement Engineering Handbook, New York, McGraw-Hill Book Co., 1983
i. Stein, Peter K., Measurement Engineering, Phoenix, AZ, Stein Engineering Service Inc., 1964
j. Electrical Measurements in Power Circuits, Part 6, Performance Test Code, Fairfield, N.J., The
American Society of Mechanical Engineers, PTC 19.6 - 1955
k. Measurement of Indicated Power, Performance Test Code, Fairfield,
Society of Mechanical Engineers, PTC 19.8 - 1970(R1985)
N.J.,
The
American
l. Gas Turbine Power Plants, Performance Test Code, The American Society of Mechanical
Engineers, PTC 22 - 12014
m. Steam Turbines, Performance Test Code, The American Society of Mechanical Engineers, PTC-6
2004
n. Appendix A to Test Code for Steam Turbines, Performance Test Code, The American Society of
Mechanical Engineers, PTC 6A - 2000
o. Measurement of Shaft Power, Performance Test Code,
Engineers, PTC 19.7 1980 (R1988)
87
q. Code for Shipboard Vibration Measurements, SNAME, 99 Canal Center Plaza, Alexandria, Virginia
22314, 1975, Book No. C-1
r. Machinery Vibration Measurements, SNAME, 99 Canal Center Plaza, Alexandria, Virginia 22314,
1976, Book No. C-4
s. Acceptable Vibration of Marine Steam and Gas Turbine Main and Auxiliary Machinery Plants,
SNAME, 99 Canal Center Plaza, Alexandria, Virginia 22314, 1976, Book No. C-5
t. Ship Vibration and Noise Guidelines, SNAME, 99 Canal Center Plaza, Alexandria, Virginia
22314, 1980, Book No. 2-25
u. Guidelines for the Use of Vibration Monitoring for Preventive Maintenance, SNAME, 99 Canal Center
Plaza, Alexandria, Virginia 22314, 1987, Book No. 3-42
v. Measurement of Industrial Sound, Performance Test Code, Fairfield, N.J., The American Society of
Mechanical Engineers, PTC 36 - 1998
w. Boilerwater/Feedwater Test and Treatment, Naval Ships Technical Manual S9086-GX-STM-02,
Chapter 220V2, 15 December 1987
x. Design of Dissolved-Oxygen Testing Cabinet, U.S. Naval Engineering Experiment Station, February 29,
1940, Report No. B-1158
y. Density Determination of Solids and Liquids, Performance Test Code, Fairfield, N.J., The
American Society of Mechanical Engineers, PTC 19.16 - 1965
z. Determining the Concentration of Particulate Matter in a Gas Stream, Performance Test Code, Fairfield,
N.J., The American Society of Mechanical Engineers, PTC 38 - 1980 (R1985)
aa. Flue and Exhaust Gas Analysis, Performance Test Code, Fairfield, N.J., The American Society
of Mechanical Engineers, PTC 19.10 1981
bb. Water and Steam in the Power Cycle (Purity and Quality, Leak Detection and Measurement),
Performance Test Code, Fairfield, N.J., The American Society of Mechanical Engineers, PTC 19.11 1997
cc. Determination of the Viscosity of Liquids, Performance Test Code, Fairfield, N.J., The American Society of
Mechanical Engineers, PTC 19.17 - 1965
dd. Measurement of Time, Performance Test Code, Fairfield, N.J., The American Society of Mechanical
Engineers, PTC 19.12 - 1958
NOTE: ASME Publications are available from The American Society of Mechanical Engineers,
Marketing Department, at ASME.org SNAME Publications are available from the Publications
Department, SNAME, 99 Canal Center Plaza, Alexandria, Virginia 22314. Various Naval
publications are available from the Commanding Officer, Naval Publications and Forms Center, Attn:
Code 106, 5801 Tabor Avenue, Philadelphia, PA 19120-5009. ASTM publications are available from
The American Society for Testing and Materials, 1916 Race Street, Philadelphia, PA 19103.
88
APPENDIX A DEFINITIONS
The terms defined below were selected to contribute to the clarity of the foregoing sections. No
attempt has been made to cover all the shipbuilding terms which may be of interest and no claim is
made that the definitions provided represent an industry consensus. The definitions do, however, tell
what is meant whenever the term is used in this guide. They are not identical with definitions used in
other SNAME publications, but they do not conflict. Definitions are set forth as they apply to
sections of the guide.
89
Torsionmeter Installed power being transmitted by the shaft at the paint of torque
measurement.
No Torsionmeter - Power Derived from Comparison with Shop Data - power delivered by
the shaft at the point corresponding to the location of the shop power measuring device, with
adjustments for any power-absorbing equipment not present at the shop test.
No Torsionmeter - Power Derived from Prime Mover Data - net power after subtracting from
the prime mover data estimates of the power absorbed by speed reducing or other
transmission devices, and attached auxiliaries.
Fuel Rate - hourly consumption of fuel by weight at a specified power level with specified systems in
operation.
Corrected Fuel Rate - the fuel rate, all purposes, as derived from test data, corrected for deviations
from design conditions. The conditions for which corrections are to be made and the factors to be
applied are as specified or agreed.
Specific Fuel Rate - fuel rate as defined above divided by the shaft power at which said fuel rate is
obtained. Expressed in pounds per shaft power hour.
90
91
determined, and a series of such positions traces the ship's track. The ship's position iscalculated using
the two ranges, the distance between the surveyed points, and the position of the surveyed points.
Standardization - operation of the ship over a measured distance on reciprocal courses at specified
draft and propulsion powers to determine the speeds obtainable at such propulsion powers.
Ship's Track - the line describing the positions of a point on the ship from which range measurements
are taken during the period of interest.
A.5 INSTRUMENTATION
Trial Instrument - a calibrated instrument provided by the builder to measure a particular aspect of
ship performance during sea trials. The trial instrument is normally removed by the builder after
trials.
Jacking Zero - the no-torque torsionmeter reading determined by rotating the shaft in each direction
with the turning gear and taking the mean of the average readings from both ahead and astern.
Torsionmeter Constant - the constant used in reducing torsionmeter signals to shaft torque. It is
obtained by calculation using the known shaft dimensions, the characteristics of the torsionmeter, and
a standard modulus of rigidity of the shaft material; or by calibration of the torsionmeter while
mounted on the shaft.
Water Leg the correction to pressure gage readings necessary to determine pressure at the sensing
point when it is not at the same elevation as the pressure gage and the sensing line is known to
contain liquid.
Red Hand Setting position of an adjustable fixed marker on an instrument dial face, which
prescribes the high and/or low limits of safe operation.
92
turn. The proportionality factor will be the scale of the plot. The mean direction of the
connections taken from first toward the second time the same heading is reached will be the
direction of drift relative to base course. Indicate drift direction by an arrow as shown on
Figure 11. Drift direction in compass terms can be obtained by adding or subtracting base
course as appropriate. Report results on Figure 1 or 2.
94
Example:
Drift Rate (knots) = Drift rate (inches/sec) x scale factor (feet or yards/inch)
Dimensional constant (feet or yards/nautical mile)(hour/secs)