T5-Point 5.3 Test&Trials Program

TRIALS PROCEDURES DOCUMENT
INTRODUCTION
A comprehensive programme of tests and trials as part of the Owner acceptance of the ship will be carried out by C.N.P.Freire (Shipyard). The shipyard will submitted a full copy of the following own TRIALS PROCEDURES DOCUMENT that incorporates all FATs, HATs and SATs procedures for the Owners to review and obtain their agreement 2 months before any tests or trials are due to start. This document will be an evolving production as manufacture, construction and testing progresses and its satisfactory status, including satisfactory completion of such tests and trials already carried out, at any time will be one of the requirements for payments to be made under the Terms of Payment Schedule. At this stage of the project, the main tests and trials that will be carried out by the Shipyard include mainly, but are not limited to, the following major risk areas: Models In addition to the typical modelling activity that the Shipyard needs to undertake to assure himself and the Owner that the design of the ship is sound, the Shipyard will undertake if necessary more in-depth modelling relative hull design and lines forms. The Shipyard will also produce and maintain up-to-date through the course of the contract a predictive weight control model to as high a level of accuracy as possible for each stage in the ships development and construction to ensure that the final draft, deadweight, sea-keeping and stability requirements will be met. The preliminary predicted values of all design parameters supplied at first stages of the project and the results of the model test programmes will also be monitored and updated by the Shipyard at appropriate points in the development and construction programme culminating in final validation in accordance with the requirements during the Tests and Trials Programme. The Shipyard will demonstrate to the Owner through modelling (e.g. 3D CAD) or other appropriate means that suitable ergonomic and human factors considerations have been applied to the design of the following areas: Wheelhouse.
T5 - Point 5.3 Test & Trials Program
Winch Control Room. Engine Control Room. Galley. Other key areas where human factors and ergonomic considerations are important, e.g. emergency and secondary control stations.
Furthermore, the Shipyard will demonstrate to the Owner through modelling (e.g. 3D CAD) that access to machinery for operation and maintenance in relation to adjacent machinery, ships structure, local piping and cable runs has been considered in the following areas: Engine Room
Factory Acceptance Tests (FATs) The Shipyard will arrange and be responsible for comprehensive machinery and equipment tests and trials at manufacturers facilities, involving both static and dynamic loading, to ensure the successful operation of the items under test prior to installation on the ship. Some of these will involve extensive integration testing of equipment, where test rigs and special measuring equipment is required to mockup the actual arrangement and coupling of equipment on the ship and to simulate the loading. The full range of FATs will include but not be limited to the following list: Combined engine and generator operation tests. Propulsion motors. Azimuth unit motors. Scientific winch system operation tests including spooling of the working cables. Hydrographic Systems. Drop keels operation tests. Overside lifting. Cranes. A full-scale bench simulation of the operation of the Propulsion Control System.
The Owner is to be invited to witness all manufacturers factory trials and a list of such trials is to be provided in the early stages of the contract. Where the Owner chooses to attend a trial, a representative from the Shipyard is also to attend. The Owner will be informed of these FATs at least 14 days in advance of the expected date of the test and the Owners attendance will be confirmed to the Shipyard at least 5 days in advance of the date of the expected test. Structural and systems tests for Classification and Survey Authority requirements during construction The Shipyard will arrange and be responsible for these tests. Systems tests for the Owner, Classification and Survey Authority requirements during commissioning. Towards the end of the build period equipment will be progressively commissioned on board the vessel and subjected to firstly the HATs and later the SATs schedule laid out in this document. The progressive successful completion of these trials will lead eventually to the Owners acceptance of the vessel. Harbour Acceptance Trials (HATs) The Shipyard will arrange and be responsible for these tests. The full range of HATs will include but not be limited to the following list: Combined engine and generator operation tests. Scientific winch system operation tests. Hydrographic Systems. Drop keels operation tests. Overside lifting. Cranes. Propulsion Control System.
The Owner is to be invited to witness all manufacturers factory trials and a list of such trials is to be provided in the early stages of the contract. Where the Owner chooses to attend a trial, a representative from the Shipyard is also to attend.
Sea Acceptance Trials (SATs) The Shipyard will arrange and be responsible for these tests. The full range of HATs will include but not be limited to the following list: Combined engine and generator operation tests. Scientific winch system operation tests. Hydrographic Systems. Drop keels operation tests. Overside lifting. Cranes. Propulsion Control System.
the Owner is to be invited to witness all manufacturers factory trials and a list of such trials is to be provided in the early stages of the contract. Where the Owner chooses to attend a trial, a representative from the Shipyard is also to attend. Underwater Radiated Noise Rating The Shipyard will arrange and be responsible for these tests. Scientific Trials The Shipyard will arrange and be responsible for these tests. Deep Water Trials (post Interim Acceptance) The Shipyard will arrange and be responsible for these tests. the Owner will be responsible for providing and arranging the vessel for these tests at a suitable geographic location. The Shipyard will be responsible for providing its and or sub-Shipyard support for the specific elements of the vessel being tested. The systems requiring this approach are: Winch Systems. Overside Lift. Hydrographic Suite.
OBJECTIVE
Inspection, tests and trials of the vessel including her hull, machinery, equipment and outfits will be carried out by the Shipbuilder or the Equipment manufacturers at their work shops or on board the vessel throughout the construction period of the vessel. This will be in accordance with the Contract, the Builders and/or the Manufacturers standards which will comply with the rules of the Classification Society and other rules and standards given in the contract. THE OBJECTIVE OF THESE TESTS AND TRIALS IS TO DEMONSTRATE the Owner THAT THE VESSEL IS: 1) Complete and ready for sea in every respect. 2) Fit for purpose as described in the technical specification. 3) Capable of providing a cost-effective, safe, flexible, and reliable platform appropriate to the next 25 years of marine science. 4) Constructed to good internationally recognised western European commercial shipbuilding standards. 5) Compliance with all applicable Rules & Regulations. WHEN STARTING SHIP TRIALS IT IS ASSUMED THAT: 1) Every major item of ships equipment has already been accepted at the makers Factory Acceptance Tests (FATs) level as meeting the Statement of Building Specification Technical Requirements and being fit for purpose. 2) All other smaller items of equipment supplied will be accompanied with the requisite type approval certificates and makers factory test certificates. 3) The vessels construction will be deemed to meet the Building Specification, provided that it is built in accordance with the latest revision of the plans submitted to the Owner for Plan Review. The latest revision of plans will take into account all Plan Review comments that have been submitted to the shipyard by the owners. The vessels construction will also be supervised by the Owners representative at the shipyard for ongoing compliance. 4) Thus on commencement of the ship trials the structure and equipment of the vessel will be substantially accepted, but have to be proven as a working series of integrated systems. This document is intended to provide the working
framework for undertaking these system trials.
GENERAL TRIALS.
Trial N 101 102 103 104 105 106 107 108 109 110 111 112 113 114. ITEM Fuel system trial (Flushing, fill day tanks, Pumps, filters, separators etc) Exhaust system test including exhaust scrubber and waste heat recovery plants if fitted. Emergency generator trial (Manufacturer commissioning) Cooling system FW trial Start air system trial Service air system trial Cooling system SW trial inc sea bay Lubrication system trial (Flushing, pumps, filters separators etc) Emergency fuel shut off trial Fire flap trial General service and fire pump trial Emergency fire pump trial Main engines start & running trial (Engine manufacturer commissioning) Machinery remote control and monitoring system trial. SCADA system combined with the ships Power Management system. (Manufacturer commissioning) Machinery data logging system. 115 116 a 116 b 116 c 116 d 118 119 120 121 a+b+c 122 a 122 b 122 c 122 d 123 124 125 126 126 B 127 Bilge water system ME diesel generator 1 load test (HAT+SAT) ME diesel generator 2 load test (HAT+SAT) ME diesel generator 3 load test (HAT+SAT) ME diesel generator 4 load test (HAT+SAT) Steering gear system trial Hydraulic systems. (Flushing power pack & systems trials Ballast system trial. Including ballast water treatment plant. Thruster trials (each individual system) Forward thruster l Azimuth thruster Stern thrusters no 1 Stern thrusters no 2 Shaft brake/locking test # Thrust bearing test Stern tube bearing and seal system test Heeling system trial Anti roll system Machine tools including tools welding equip etc Page
128 129 130 131 132 133 142 201 202 204 205 207 212 a 212 b 215 216 217 219 220 221 227 229 230 231 233 234 235 236 236 A 237 238 239 240 241 242 243 244 245 246
Maintenance systems Shaft turning device Fuel oil separator Lubrication oil separator Local Fi Fi system Oily water separator Inclining experiment and draft survey. Light ship and deadweight verification. Emergency generator load test Emergency light system Fire detection system CO2 system & release simulation trial Emergency stops fans/pumps/separators etc Main electric propulsion Main electric propulsion. Test b Shaft earthing Battery system Master clock system Navigation light test including searchlights Intercom/Telephone system General alarm system test D P System. CCTV system Freon leak alarm test Hospital and cold store alarm Rotary converters Battery less telephone Engine room telegraph Alarm monitoring system Scada Machinery UMS test Power management system test PMS Emergency switch board 230 volt Emergency switch board 415 volt Main switch board 115 volt clean power Main switch board 230 volt 50 Hz Main switch board 230 volt 50 Hz clean power Main switch board 415 volt 50 HZ Main switch board 415 volt 50 Hz winches Main switch board 440 volt 60Hz clean power Main switch board 690 volt 50 Hz
247 248 249 250 257 258 259 301 303 304 305 306 307 307 A 308 309 310 311 312 313 314 315 316 318 320 322 323 324 325 326 b 326 c 326 d 326 e 326 f 329 330 331 332 333
Electric lighting accommodation Lighting deck Flood lights Integrated bridge system Electro chlorination system DNV Noise and Vibration measurements Black out test Fire Fighting system trial (Hydrants hoses etc) Fi Fi equipment inventory check Sewage Treatment system including vacuum toilet system Tank pressure tests/coating integrity & tank closure Domestic FW system Water makers Hot water system calorifier and boiler External door, window and hatch tightness tests. Cold store facilities test Life raft tests Window wash and wipe system trial Escape markings and safety notices check MOD alarm test Air whistle test Ventilation fans engine room Remote sounding and draft system Mooring winch & capstan test Life boat and davit trial MOB boat trial Watertight door system test Parallelogram frame trial A frame over stern trial Crane aft port Crane aft starboard Crane fore deck Crane hanger Crane mid ships Pull testing of lifting eyes beams and other features Incinerator Hanger door trial Test container storage and deck lashing arrangements Drop keels
335 336 337 339 340 (142) 341 342 343 344 345 346 347 348 602 603 604 605 606 607 608 609 610 702 708 713 714 716 719 720 721 722 724 726 727 728 730 731 733 735
Galley equipment Laundry equipment HVAC installation Chilled water system Inclining test Life boat davit port Life boat davit starboard MOB boat davit Inventory Medical stores Gangway and pilot ladder Drains Hot water boiler/hot water system Heeling system Speed trial Turning circles Pull out manoeuvre Stopping trial Crash stop Zig Zag manoeuvre Initial turning manoeuvre Spiral manoeuvre Man overboard manoeuvre and alarm Over side handling systems/cranes. List items. Heavy weather trials. INVISAT System ADCP (Acoustic Doppler Current Profiler) USBL (Ultra short baseline) navigation system EM log system HRTP receiver Refrigerator units Freezer units Flume cupboard Millipore water purification system DASI equipment GPS based altitude system POSMV Motion reference system Inter laboratory & working deck scientific wiring Scientific common earth system Scientific winch systems. Spooling trials at FATs. List items. Heavy weather trials. Cable cleaning trial. HP Air Piping System. Fisher Valve.
736 737 738 742 743 745 746 750 751 754 755 756 -
Laboratory gas system Clean water sampling system Hydraulic power distribution system Hull sea surface temperature senBuilding Specification Wave recorder Scientific cooler system Twin drop keel assemblies Ships integrated Ethernet system Low power network HP air supply containers EMC noise interference recording Towing booms Hatch trials. Function of hydraulics etc Other Items
# # # # # # # # # # # # # # #
Engine room and workshop lifting devices trial and certification Engine room and machinery space equipment overhaul and access provision demonstration. Electrical equipment spaces. Ventilation and temperature trials. (SAT) Transformer(s) test DC Propulsion motor remote control system test Rudder (Steering) indicator trial Radio system trial Radar system trial GPS, AIS, systems trial Gyro and autopilot system trial Navigation log & echo sounder system Accommodation outfitting general. Compartments as listed in Building Specification. Inventory Accommodation Inventory Deck equipment Paint system tests
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SEA TRIALS.
Trial N 01 02. 03. 04. 05. ITEM Draft measurement check Anchoring test Progressive speed trial Endurance trial Manoeuvring trial: Crash stop ahead test Crash stop astern test Inertia test Turning test Minimum speed test Z-Manoeuvring test Williamson turn test Bow thruster test Azimuth thruster test Autopilot test Full Dynamic (DP) positioning trials. Heavy weather trial. Keel(s) down test URN trials (Quiet mode) Shaft torque measurements Propeller viewing trial 06. 07. 08. 09. 10. 11. 12. 13. Verification of ships directional stability. Sea keeping tests Operational test of Navigation equipment (During endurance run) Confirm operation of Gyro compass and adjustment of magnetic compass Confirm operation of radio equipment, AIS, GMDSS etc Propulsion plant operational records Data acquisition method for manoeuvring trial Noise and vibration measurements Page
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NOISE AND VIBRATIONS MEASUREMENT N&V TRIALS.

Trial N A B C D E F ITEM Main engine readings Auxiliary machinery readings including pumps, compressors, fans etc as listed. DC propulsion motor(s) readings Hydraulic power packs under load. Other reference readings around the vessel Sea trial machinery readings and selected vessel compartments Page
UNDERWATER RADIATED NOISE TRIALS.

Trial N 001 ITEM Run vessel over an approved noise ranged as part of the sea trials programme. Page
OTHER SCIENTIFIC EQUIPMENT TRIALS.

Trial N 01 02 03 04 05 06 07 08 09 09 10 11 12 13 14 15 16 17 18 19 20 ITEM Scientific sounder system Laboratory & Equipment tests Integrated SBP system MDM system SSU system Post processing system Scientific compartments inspection of outfitting as per Building Specification. Deepwater swath system Willow water swath system LBL (Long base line) navigation system Meteorological instrumentation Air sampling system Gravity meter unit Scientific communication system Scientific CCTV system Mooring/scientific warping drums at aft end Liquid nitrogen generator Fisheries echo sounder Scientific echo sounder Sub bottom profiler fitted to gondola Data display and data acquisition system Page
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21 22 23 24
General purpose scientific containers ROV integration Transducer cofferdams Scientific clean power system
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TRIALS DOCUMENTS. The following individual examples provide basic guidance on the detail and extent of individual tests to be carried out. They are not intended to be exhaustive nor are they necessarily representative of the equipment which will be supplied for the RRS DISCOVERY. They are for guidance only as to the expectations of the Owner. 101. Fuel System 1 Fill one off pre selected bunker fuel tank from a road tanker and record the level/contents. Using the ships fuel transfer system, load at least 10 tonne of fuel sequentially to each bunker tank and record level/contents. This test is to prove the fuel transfer system, the tanks and associated pipe work. 2 Fill FO settling tanks P & S (18 + 21) and day tanks (19 + 20). Also fill Emergency Generator set and Incinerator fuel tanks. 3 Allow fuel to run free into a drum from each feed point to the Main Engines 1-4, Emergency Generator set, Incinerator, Fuel oil separators and the re fuelling point for MOB boat. This is to ensure no foreign matter or water remains in the fuel system pipe work. 4 Open every filter and strainer in the FO system to inspect and clean if required. (See FO system drawing) 5 6 7 8 Take FO sample from Day Tank for analysis prior to commissioning main engines. Check the correct function of FO system quick closing fire valves. See test 109. Commission fuel oil separators. (Westfalia test 130.) Check correct drainage of fuel into the Drain, Sludge and Overflow tanks No (10, 25, and 28.) 102 Exhaust System 1 Before starting any machinery physically check each main engine, emergency generator and incinerator exhaust run for build deficiencies including clashes, supports, insulation and expansion bellows. 2 After the respective machines have been run up to working temperature carefully recheck the system for leaks, vibration and hot spots. 3 Whilst the machinery is running under full load make an assessment of the
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effectiveness of the silencers by taking noise measurements. (See separate section test no 501 ) 4 Re check the integrity of the exhaust system during full power sea trials giving special attention to the expansion bellows in the system. 5 During sea trials, whilst operating at full power, check that no part of the exhaust systems insulated outer surface exceeds 60 degrees C 6 During sea trials, check the outer surface temperature of all electric cables running in close proximity to the exhaust system. 7 During sea trials with the engines under full load and transient load, observe the exhaust outlets for excessive smoke. 103. Emergency Generator 1 The fuel system will have been filled via the ships transfer system and purged. (See test 101 Fuel System.) 2 3 4 The emergency switch boards will have been commissioned. (See tests 238 & 239) The integrity of the exhaust system will be checked before start up. Check that the engine lubrication system is filled and that the radiator cooling system is filled with the correct inhibitor anti freeze solution. 5 6 Start engine on the secondary battery electric start system. Verify SOLAS Regulation 43 Chapter 11-1, such that in the dead ship condition the Emergency Generator set can restore essential services and run up the start air compressorfrom cold with associated service pumps to enable the main engines to be started. 7 8 Start engine on the start air system. Demonstrate 3 consecutive start capability for each system from cold. (electric and air start) 9 Check for vibrations and leaks whilst running under load.
10 Observe the performance of the generator set as progressively more load is added via the emergency switch boards. 11 Take noise measurements. (See test 501)
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104. Cooling System Fresh Water. 1 The system will be flushed through with fresh water after pressure testing to remove any debits in the circuit. 2 3 Drain to the cooling water drop tank to be proven. The correct rotation and function of all cooling system pumps to be verified. (Cooling pumps 1 + 2 plus back up pump. Plus pumps for ME preheating circuits, and drop tank pump.) 4 Fill system at the expansion tanks and add the correct grade of inhibitor to conform to Wartsilas recommendations for the main engines. 5 Run system and check for leaks especially around the electric propulsion motors, bow/stern thrusters, frequency converters, trust bearings. 6 7 Switch on ME pre heaters and again look for leaks. Check system pumps and pipe work for vibration. Check flexible connections to pumps and component anti vibration mounts. 8 9 Run system back up pump to check its correct function. Check level of system and top up if required.
10 Check Amot 3 way thermostatic valves (722.012, 013,014 & 015) are correctly installed. 11 Check that SW side of the cooling system is fully tested (See test 107) before attempting to start a main engine. 12 Monitor the cooling system performance while each main engine and or combination of main engines are under full load. Record data. (This will have to be done during sea trials to produce enough load for a full valid test of the system.) 13 Monitor the performance of the cooling system (temperature differential) to each thruster, propulsion motor, frequency converter and thrust bearing during sea trials and record the results. 14 Record the temperature differential across each system cooler during all operating conditions. (4 off coolers) 15 Re inspect whole system for leaks, vibration etc whilst it is under full load during
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sea trials. 16 The overall performance of the FW cooling system is to be monitored during the vessels 6 hour endurance run at full power during sea trials. 105. Start Air System. 1 The emergency generator is to be started using its electric starter to provide electric power for running the main start air compressorto demonstrate recovery from the dead ship condition. (See tests 103-201) 2 The Emergency Generator separate air start system fed from the main start air compressorvia a separate air receiver is to be demonstrated. (See test 103) 3 Using only one fully charged main air receiver six Main Engine starts from cold are to be demonstrated. (start all engines = 4. Stop and restart two = total of six starts) 4 5 Auto start between compressor to be demonstrated. The HP air supply to the Quick closing valve cabinet is to be demonstrated. See test 109. 6 The HP air supply (reduced) serving the ships horn to be demonstrated. See test 315. 7 The dry blowing facility for the wheelhouse window washers to be
demonstrated. See test 312. 8 The HP air supply (reduced) serving the separators via the air dryer to be demonstrated. See test 130 & 131. 9 After HATs the HP start air system is to be blown down from each air receiver and each service outlet to remove moisture. 10 All HP air pipe work to be checked for leaks and vibration when the vessel is undergoing sea trials. 11 Noise readings, with compressor running, are to be taken from outside the start air compressor acoustic compartment. 106. Service Air System. 1 The cross connection facility between the HP start air system and the LP service air system is to be demonstrated.
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The air blowing facility for the P & S sea chests plus emergency fire pump sea chest is to be demonstrated. See test 107.
The service air connection to the Anti Roll system is to be demonstrated. See test 126.
The service air connection to the clean SW sampling pumps to be demonstrated.
5 6 7
The service air connection to air ejectors for priming pumps to be demonstrated. The service air connection to the incinerator to be demonstrated. See test 330. The LP service air consumer connections in the machinery spaces, deck and laboratories are to be demonstrated with a quickly removable pressure gauge.
8 9
Noise readings are to be taken whilst the service air compressor is running. After HATs the Service Air system is to be blown down to remove moisture.
10 During sea trials the service air system is to be checked for leaks and vibration. Scientific Service Air System 1 The cross connection facility between the HP start air system and the scientific air supply system to be demonstrated. 2 The scientific air consumer connections in the hanger, laboratories etc as listed to be demonstrated with a quickly removable pressure gauge. 3 4 After HATs the Scientific Air system is to be blown down to remove moisture. During sea trials the Scientific Service Air system is to be checked for leaks and vibration. 107. Cooling Water System. Salt Water. 1 2 The correct rotation of all main engine SW cooling pumps to be checked. The correct rotation of the two scientific winch cooling system pumps to be checked. For the remainder of the Scientific Winch cooling system tests see test sheet 733. 3 The correct rotation of the two SW pumps serving the Chilled Water system is to be checked. For the remainder of the chilled water system tests see test sheet 339.
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The correct rotation and function of the SW pump serving the Electro Chlorination system is to be checked.
Check that the two 3 way thermostatic valves serving the main engine SW cooling system have been correctly installed.
All valves serving the sea bay are to be checked to ensure they are in the correct operational position.
All valves serving the sea chests P & S are to be checked to ensure that they are in the correct operational position.
All spindle operated valves serving the sea chests to be operated over their entire range to prove ease of operation and left in their operational position.
The correct operation of the two main sea water valves P & S serving the sea bay from the sea chests are to be checked using their hand hydraulic actuating systems to ensure full travel and ease of operation.
10 Test the air blowing system into each sea chest P & S. 11 Start the two Main Engine SW pumps and check the pipe work and system components for leaks and vibration. Check all flexible couplings and anti vibration mounts. 12 Test the ME SW standby pump for correct operation and auto start. 13 Check that the FW side of the cooling system has been tested before attempting to start a main engine. (See test 104.) 14 When running the cooling system monitor and record all differential temperature readings across the coolers during all load conditions in conjunction with test 104 covering the FW side of the system. 15 The re circulation of return cooling water direct to the sea bay rather than the sea chest is to be demonstrated and cooling temperatures carefully monitored. 16 After running alongside for HATs and just before SATs open the main sea water strainers P & S and clean if required. 17 Re inspect the whole system for vibration and leaks when under full load on sea trials. 18 The SW cooling system is to be closely monitored for its overall performance during the ships full power endurance run of 6 hours during sea trials.
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108. Lubrication System. 1 The Lubrication system pipe work including the fill line and storage tank (no 12) is to be flushed through before filling following Wartsilas recommended procedure. The individual service connections to the Main Engine sumps & separators are to be broken to drain the used flushing oil into a drum. 2 The drain lines from the Main Engines to the used oil tank (no 26) to be demonstrated. 3 4 The correct operation of the system quick closing valves is to be demonstrated. The correct installation and rotation of the Lubricating oil transfer pump 711.003 and Feeder pumps to the Separator 711.019,020,021,022 are to be checked. 5 All system valves are to be placed in the operational position before the first fill of Lubricating Oil except the fill lines to each main engine sump which are to be closed. 6 Filling of each main engine sump is to be done under Wartsila supervision. A copy of the lubricating oil delivery note and specification will be made available at this time for the Warsila commissioning engineers inspection. 7 After Sea Trials but before vessel acceptance, an oil sample from each main engine sump is to taken an analysed by the lubricating oil supplier. 8 Commissioning of the lubricating oil separators See test 131.
109. Emergency Fuel Shut Off System. 1. The above test to be undertaken in conjunction with test 101. Fuel System before any attempt to start engines is made. 110. Fire Flaps 1. This test is to be carried out in conjunction with tests 101 Fuel System and 109 Emergency Fuel Shut Off System before any attempt is made to start engines. 111. Main Fire/Service Pump. 1 The test on this pump 813.001 will be carried in conjunction with the test of the ships fire main/deck wash system before the main engines are run. See test 301. 2 The pumps two speed capability with air ejector is to be demonstrated.
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3 4
The pumps running performance and level of vibration to be checked. The pump suction facility from either the Port or Starboard sea chest is to be demonstrated.
5 6 7
The suction facility from the ballast system is to be demonstrated. The suction facility from the bilge system is to be demonstrated. The discharge to the sea direct on the port side of the vessel to be demonstrated.
The cross connections to the Ballast, Bilge and Chilled Water system via a bobbin piece to be demonstrated.
It is suggested that test no 112 on the Emergency Fire Pump 813. 003 be conducted at this time.
112. Emergency Fire Pump. 1. The test on this pump 813. 003 to be carried out at the same time as test 111 on the Main fire pump and fire main system test 301. 113 abcd. Main Diesel Engines No 1,2,3 & 4. Start/Run/Stop. 1 No attempt to start Main Engines is to be made before the start air, fuel, lubrication, FW/SW cooling systems have been fully tested and the engine room ventilation system is in operation. See Tests 101, 102, 104, 107, 105, 207, 109, 111, 112, 316, 108, 110, 301. 2 The Kongsberg Integrated Automation System SCADA must be in a fully commissioned and operational condition before engines are started. Test 235? 3 When running off load each engine is to be inspected for leaks, loose fittings and general installation defects before load is applied. 4 Preliminary checks of the engine service connections are to be made including exhaust, fuel, cooling, data, and resilient mounts. 5 On completion of this limited engine off load test any defects found are to be corrected before the engine load tests are undertaken. See tests 116 abcd. 6 Before engine load testing can be considered the Main Switchboard tests 241, 243, 244, & 246 must have been prepared. 7 An agreed Electrical Load Schedule is to be agreed before engine load testing
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is undertaken. This load test will not be considered as a substitute for full load testing during Sea Trials. 115. Bilge System. 1. The correct function of all remotely controlled bilge system valves is to be physically checked when operated by the SCADA system. 165174. 188-190. 193. 195. and 197. 1 The correct rotation and control of the two speed self priming Bilge Pump 803.002 is to be demonstrated. 2 Water is to be introduced to the all of the spaces shown in the Bilge System GA drawing and effective Bilge System suction and discharge over board and to Bilge Water tank No 11 is to be demonstrated. (Suggest table is drawn up of all spaces with tank/ compartment numbers.) 3 4 The correct function of all bilge alarms is to be demonstrated. The commissioning of the Oily Water Separator Test no?? is to be undertaken concurrently with this test 115. 5 6 The effective operation of the Bilge Eductor 803.003.is to be demonstrated. The effective cross connection facility between the Bilge and Ballast/Fire and Deck wash systems is to be demonstrated. 7 All compartments to be left dry after tests and strum boxes clean. See drawing 185-803-001. Total of 32 valves. = 803.35-140. 148-149. 152-154. 157-160. 162.
116. abcd. Load Test Generator No 1,2,3,& 4. 1 2 The above test is only to be attempted after fully completing test 113 abcd. The Machinery Control, Alarm and Monitoring System SCADA will be fully operational before any of the Main Engines are started. 3 This generator load test is not to be regarded as a substitute for a further full load test with an endurance element added under Sea Trials at a later date. 4 The actual electric load to be placed on each generator is to be discussed in advance to ensure that full load conditions are actually met. 5 All mega readings are to be recorded.
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The interior of all switchgear cabinets are to be carefully cleaned before any running tests are made.
Whilst each generator is running under full load, all associated switchgear is to be scanned with a heat seeking infra red probe (Thermal image camera) to identify any hot spots.
After this trial all heaters used in switch gear and alternator are to be left switched on.
118. Steering Gears. 1 Before attempting to fill each steering gear mechanism both oil storage tanks and fill lines are to be flushed and drained to a drum to ensure no build debits remain in the systems. 2 Fill both systems with the correct grade of hydraulic oil according to the makers. (Rolls Royce) 3 Operate each system full helm port---full helm starboard and repeat. Record time hard over to hard over. 4 Record each hydraulic pump electric motor current reading when making the above test. 5 Check that both rudder systems are working in synchronisation with their respective remote rudder angle indicators. 6 Double check that the mechanical rudder indicators correspond to the same readings as the remote rudder indicators over their full working range. 7 Operate the steering system from the local manual emergency position and ensure that the system works correctly. 8 9 Check for leaks and vibration. Final tests to be made during sea trials in conjunction with the Autopilot and Dynamic Positioning systems. 119. Main Hydraulic System. 1. No hydraulic equipment is to be run before the whole hydraulic pipe work system has been thoroughly flushed. A flushing procedure and schematic sketch showing how this operation is to be carried out and what filters and magnets are to be used is required in advance. Flushing should ensure that a
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full flow is achieved through all parts of the hydraulic pipe work. Possibly this will have to be undertaken in sections to achieve the desired cleanliness results. System pumps should not be used for flushing purposes. 120. Ballast System. 1 The Ballast system self priming two speed pump 801.001 is to be checked for correct rotation and control function. 2 The effective suction of sea water from both sea chests P & S is to be demonstrated with the sequential transfer of ballast water to the fore peak tank No 1. and to tanks No 5 P & S. then to tanks No 17 P & S. then to tanks No 29 P & S and finally tank No 32 aft. Finally ballast water will be transferred to the Anti roll/WB tanks No 14 and 15 P & S. 3 The control of the above bilge water transfer exercise is to be demonstrated using the SCADA automation system. 4 During the whole process the initial and final contents of each tank will be recorded before moving on to the next tank drain and fill sequence. 5 The Ballast System cross connection with the Bilge Pump 803.002 is to be demonstrated. 6 7 8 9 The port side discharge is to be demonstrated. The interconnection to the Chilled Water system is to be demonstrated. The interconnection to the fire main is to be demonstrated. The Heeling System test No 126 is to be conducted during the same period.
10 On completion of the exercise the vessel will be ballasted for her predetermined draft and trim for her sea trials condition. 121-611. SAT. Forward Thruster Test The full independent control of this thruster is to be fully and independently demonstrated as follows:1 All main propulsion propellers and other thrusters are to be stopped and the ship is to be dead in the water with head to the wind. 2 The thruster is to be set to full power to turn the ship through 180 degrees first to port and then the test repeated to starboard.
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The following information is to be recorded in both directions: Time taken to reach a 90 degree change of heading. Time taken to reach a 180 degree change of heading. Time taken to reach a 270 degree change of heading. Time taken to reach a 360 degree change of heading. The maximum power draw on the thruster motor (amps)
121-611. SAT. Stern Thruster no 1 The full independent control of this thruster is to be fully and independently demonstrated as follows:1 All main propulsion propellers and other thrusters are to be stopped and the ship is to be dead in the water with head to the wind. 2 The thruster is to be set to full power to turn the ship through 180 degrees first to port and then the test repeated to starboard. 3 The following information is to be recorded in both directions: Time taken to reach a 90 degree change of heading. Time taken to reach a 180 degree change of heading. Time taken to reach a 270 degree change of heading. Time taken to reach a 360 degree change of heading. The maximum power draw on the thruster motor (amps) 121-611. SAT. Stern Thruster no 2. The full independent control of this thruster is to be fully and independently demonstrated as follows:1 All main propulsion propellers and other thrusters are to be stopped and the ship is to be dead in the water with head to the wind. 2 The thruster is to be set to full power to turn the ship through 180 degrees first to port and then the test repeated to starboard. 3 The following information is to be recorded in both directions: Time taken to reach a 90 degree change of heading.
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Time taken to reach a 180 degree change of heading. Time taken to reach a 270 degree change of heading. Time taken to reach a 360 degree change of heading. The maximum power draw on the thruster motor (amps) 4 The above test is then to be repeated with both Stern Thrusters No 1 and 2 running together. 122. SAT. Azimuth Thruster The full independent control of this 360 degree azimuthing thruster is to be fully and independently demonstrated as follows: 1 All main propulsion propellers and other thrusters are to be stopped and the ship is to be dead in the water with head to the wind. 2 The thruster is to be set to full power to turn the ship through 180 degrees first to port and then the test repeated to starboard. 3 The following information is to be recorded in both directions: Time taken to reach a 90 degree change of heading. Time taken to reach a 180 degree change of heading. Time taken to reach a 270 degree change of heading. Time taken to reach a 360 degree change of heading. The maximum power draw on the thruster motor (amps).
The azimuth thruster is to be set such that the vessel is driven forward at its best possible speed. The maximum speed achieved after 10 minutes is to be recorded together with the maximum power draw on the drive motor (amps).
The azimuth thruster is to be set such that the vessel is driven astern at its best possible speed with the rudders centralised. The maximum speed achieved after 10 minutes is to be recorded and any difficulties in achieving a straight course. NOTE: The astern speed may be limited by any limitation imposed by the design of the rudder systems if so then this is to be noted
The raising and full lowering of the thruster is to be demonstrated together with
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its safe locking and stowing arrangement for when it is not deployed. Bridge warning lights are to be checked. 122a. Forward Thruster. 1 The FW cooling system is to be in a fully commissioned condition and cooling water flow verified through the Forward Thruster Frequency Converter and the thrusters Drive Motor cooling jackets. 2 3 4 5 The run position for all system valves is to be checked. The electric switchboard and remote control system is to be operational. The emergency stop control is to be working. The system is to be charged with the correct grade of oil via the head tank ending, after venting the system, with the tank filled to the correct level. 6 7 The correct rotation of the servo pump motor is to be checked. The level of the head tank is to be checked before commissioning. If it has dropped the potential leak is to be investigated before topping the system up again. 8 Further tests see 121.
122b. Azimuth Thruster. 1 The FW cooling system is to be in a fully commissioned condition and cooling water flow verified through the Azimuth Thruster Frequency Converter and the thrusters Drive Motor cooling jackets. 2 3 4 5 The electric switchboard and remote control system is to be operational. The emergency stop control is to be working. The run position for all system valves is to be checked. The system is to be charged with the correct grade of oil via the head tank ending, after venting the system, with the tank filled to the correct level. 6 The servo pump unit is to be checked to ensure that the pumps are rotating in the correct direction. 7 The hydraulic retracting mechanism should be run and the control function verified.
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The level of the head tank is to be checked before commissioning. If it has dropped the potential leak is to be investigated before topping the system up again.
Further tests see 121.
Note. The above unit has to have its locking plates welded into position in drydock before it can be fully commissioned. 122c. Stern Thruster No 1. 1 The FW cooling system is to be in a fully commissioned condition and cooling water flow verified through the Stern Thruster No 1 Frequency Converter and the thrusters Drive Motor cooling jackets. 2 3 4 5 6 The electric switchboard and remote control system is to be operational. The emergency stop control is to be working. The system valves should all be checked to be in the run position. The correct rotation of the servo pump motor is to be checked. The system is to be charged with the correct grade of oil via the head tank ending, after venting the system, with the tank filled to the correct level. 7 The level of the head tank is to be checked before commissioning. If it has dropped the potential leak is to be investigated before topping the system up again. 8 Further tests see 121.
122d. Stern Thruster No 2. 1 The FW cooling system is to be in a fully commissioned condition and cooling water flow verified through the Stern Thruster No 2 Frequency Converter and the thrusters Drive Motor cooling jackets. 2 3 4 5 6 The electric switchboard and remote control system is to be operational. The emergency stop control is to be working. The correct rotation of the servo pump motor is to be checked. The system valves are to be checked to ensure that they are in the run position. The system is to be charged with the correct grade of oil via the head tank
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ending, after venting the system, with the tank filled to the correct level. 7 The level of the head tank is to be checked before commissioning. If it has dropped the potential leak is to be investigated before topping the system up again. 8 Further tests see 121.
123. Shaft Brake Locking. 1. This test can only be undertaken when the vessel is underway. Brake to be applied on each shaft in turn with the other propeller operating at full power 124. Thrust Bearing. 1 The temperature of the thrust/plummer shaft line bearing is to be monitored during sea trials with special attention to the final temperatures reached after the full power endurance trial. 2 The visual condition of the oil is to be checked after full power sea trials.
125. Stern Tube Bearing and Seal System. 1 The correct operation of the 2 off stern tube LO pumps 673.055/056 is to be verified plus the function of the LO level switches in the head tanks. 2 The condition of the stern tube oil is to be checked after the 100% power endurance run during sea trials. 3 4 The condition of the shaft earthing devices is to be checked during sea trials. After sea trials whist the vessel is alongside in still water, a visual check is to be made for any oil in the water around the vessel. (This could be an indication of a problem with any one of the thrusters or main propulsion lines) 126. Heeling System 1 At the time of the ship inclining experiment before sea trials, fill heeling tanks 36 P & S half full. Pump water via heeling pump 801.008 in the aft thrusters room from Port to Starboard and vice versa. Measure the time taken for each transfer of heeling system ballast water and the resulting heel angles to the ship achieved. 2 Finish the test by leaving the P & S tanks in the neutral position each half full?? = Slopping!! Press full or leave empty Discuss.
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126.B Anti Roll System. 1 The effective operation of the anti roll system is to be demonstrated in a similar sea state and ship heading condition with the system running and not running. Rolling motion measurements are to be taken in both conditions 2 The ship is to be run at cruising speed of 12 knots parallel with the prevailing sea state with the stabiliser locked by its air valves. 3 The value of the ship GM excluding any free surface from the tanks is to be noted 4 Out to out measurements of roll angle are to be measured for at least 100 roll cycles and analysed for occurrence in 3 degree band widths. 5 The ship is then to be run at cruising speed of 12 knots parallel with the prevailing sea state with the stabiliser operating under gyroscopic control. 6 Out to out measurements of roll angle are to be measured for at least 100 roll cycles and analysed for occurrence in 3 degree band widths. 7 In each case the numbers of occurrences in each band width are to be calculated as percentages of the total number of occurrences. These are then to be accumulated from the largest roll angle band width backwards to zero and the results plotted on a graph of %age occurrence (y axis) against mean band width roll angle (x axis). 8 9 The are under the unstabilised curve (Aus) is to be calculated The area under the stabilised curve (As) is to be calculated
10 Stabiliser performance is to be judged from the equation (Aus As)/Aus expressed as a %age. 11 It is expected that the result should be in excess of 40% which is a measure of the statistical roll reduction in irregular sea states 127. Machine Tools. 1 After the centre lathe has been fully installed undertake a concentricity test on a 500mm test work piece held between the lathe chuck and tail stock centre. Machine the full length and check for concentricity. Adjust the head/tailstock if required and repeat the test until correct. 2 Undertake a functional test of the bench grinder, drilling machines and welding
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equipment. 128. Maintenance Systems. 1 The ease of access for maintenance of all items of machinery is to be demonstrated. 2 3 The practicality of the overhaul routes drawn are to be demonstrated. The lifting facilities within the machinery spaces are to be demonstrated. Thisincludes lifting eyes, rails and the transfer of items between each. 129. Shaft Turning Device. 1 Check that the P & S turning mechanism can be engaged and turn the shaft in each direction smoothly and easily. 2 Ensure that that an interlock mechanism is in place such that it is not possible to turn the propulsion motor whilst the shaft turning gear is engaged. 3 Question. Is this device intended to act as a shaft brake when it is engaged? i.e. stop the shaft rotating if the vessel was running on one shaft only?? 130. Fuel Oil Separator. 1 2 This test is to be carried out at the same time as test 101 Fuel System. Effective discharge to the sludge tank to be demonstrated.
131. Lubrication Oil Separator 1 2 This test is to be carried out at the same time as test 108 Lubrication system. Effective discharge to the sludge tank is to be demonstrated.
132. Local Fire Fighting System. 1 This test is to be undertaken to ensure that all of the features shown on the approved version of the ships Fi Fi and escape plan are complied with. 2 This test is also to be undertaken in conjunction with test no 204. Fire Detection System. 205. CO 2 system. 301. Fi Fi system hydrants hoses. 303. Fi Fi inventory. 133. Oily Water Separator 1 The separator is to be commissioned and its ability to achieve a discharge of less than 15-ppm oil in water content demonstrated. 2 The machine must be accompanied by a valid MARPOL certificate.
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142. Inclining Test. 1 The inclining test is to be undertaken just before the ship leaves for sea trials. The vessels Trim and Ballast condition should be in readiness for these sea trials. 2 The inclining test results will be used to determine the vessels Lightweight, Longitudinal centre of gravity and Vertical centre of gravity. 3 The Deadweight capacity of the vessel is to be calculated at this time assuming a scientific stores load of 375 tonnes as per the Building Specification. Draft measurements are to be taken P & S aft, mid ships and forward. The SG of the sea water alongside the shipyard is to be measured. 4 The results of the inclining test are to be used when preparing the Contract Schedule B2 Certificate of Seaworthiness before the vessel departs from the shipyard for trials. 5 The GM for the vessel established during this test is to be used when planning trials for the over side lifting devices. Comparison is to be made with the predicted GM value obtained during ship model tests. (Note. Mid Ship crane = 30 Ton slewed over the starboard side of the vessel.) 201 Emergency Generator Load Test. 1. The load test will be conducted such that the following are clearly demonstrated. A. Compliance with SOLAS regulation 43 requirements for starting from the dead ship condition. (See test 103) B. The ability of the emergency generator to take up its full rated load.
202. Emergency Lights. 1. This test is to be carried out in conjunction with test 201 Emergency Generator Load test. 204. Fire Alarm System. 1 This test is to be carried out in close conjunction with tests 205 CO 2 system. 301 Fire Hydrants. 303. FiFi Inventory. 2 The final approved version of the ships Fire Safety drawing must be available when these tests are undertaken.
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205. CO 2 System. 1 This test is to be undertaken in conjunction with tests 204 Fire Detection system. 301 Fire Hydrants. 303 Fi Fi Inventory. 2 The Engine Room ventilation test 316 but have been completed satisfactorily before commissioning the CO 2 system. 3 The final approved copy of the ships Fire Safety Plan must be available when undertaking this test. 4 The function of the CO 2 release alarm is to be demonstrated by simulation.
207. Emergency Stop Fans/Pumps/Separators. 1. This test should be undertaken at an early stage when commissioning the above equipment. 212. Main Electric Propulsion + Remote Control System. 1 Before starting any work on this equipment the interior of all associated switchgear cabinets is to be cleaned. 2 This test can only be completed during Sea Trials when realistic operational conditions can be replicated. 3 When the system is under significant load all switch gear and associated plant should be systematically scanned with a Thermal Image Camera to detect any hot spots at cable connections or other features within the system. 4 A test to demonstrate the ship performance with only one propeller under power is to be undertaken to see what speed can be achieved. The second propeller should be stopped whilst this test is undertaken. (Braked?) 5 The same test should be repeated with the second propeller allowed to freely rotate. Maintain lubrication system. The maximum ship speed achieved is to be compared with that achieved in the first test when the redundant propeller was stopped (Braked) 6 The following propulsion conditions are also to be tested: A) Maximum speed all engines 90% MCR. 15 knots + head sea state 4 min. Endurance trial 4 hrs duration. B) Best fuel consumption test min12 knots + head sea state 4 min.
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C) Demonstrate ability to maintain min 10 knots + head sea state 7. D) D) Best speed one engine/generator per shaft line in operation. E) E) Silent running mode tests. F) F) DP mode tests. 7 After commissioning all space heaters are to be left on.
212sat. SAT. Main Electric Propulsion + Remote Control System. 1 This test can only be completed during Sea Trials when realistic operational conditions can be replicated. 2 When the system is under significant load all switch gear and associated plant should be systematically scanned with a Thermal Image Camera to detect any hot spots at cable connections or other features within the system. 3 A test to demonstrate the ship performance with only one propeller under power is to be undertaken to see what speed can be achieved. The second propeller should be allowed to freely rotate with drive train lubrication system still running whilst this test is undertaken. (See also test 602 speed trials) 4 A test to demonstrate the ships ability to run astern with a progressive increase in power applied to both propulsion electric motors is to be undertaken and the ability of the vessel to maintain a straight course recorded. The rudders are to be centralised before undertaking this trial. NOTE; This speed may be limited by the design of the rudders in resisting astern speed loading. 5 An acceleration test is to be undertaken with the ship in the dead in the water condition until maximum speed is achieved. (15 knots) Time elapsed to be recorded. 6 A crash stop test is to be conducted from the vessel proceeding at full speed ahead (15knots) with rudders centralised. After due warning to the crew, both of the bridge propulsion remote control levers are to be moved from the full ahead to full astern positions in one swift continuous movement. The time to reach zero ahead speed and starting to move astern is to be recorded accurately. The performance of the remote control, alarm, power management and associated systems is to be closely monitored during this test. When the vessel is making her best speed astern the control levers are to be placed in the full ahead positions again and the time taken for the vessel to
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reach zero speed from going full astern is to be recorded and the time from full astern till effective full ahead speed is achieved again is to be recorded. The possibility of alarm conditions arising during this test should be appreciated and plenty of clear sea room should be sought before attempting this test. 7 The following propulsion conditions are also to be tested: (See test 602) A. Maximum speed all engines 90% MCR. 15 knots + head sea state 4 min. B. Best fuel consumption test minimum speed12 knots with a head sea state 4 conducted over a 4 hours duration. C. Demonstrate ability to maintain min 10 knots + head sea state 7. D. Best speed one engine/generator per shaft line in operation. E. Silent running mode tests. F. DP mode tests.
215. (Shaft) Earthing Device. 1. This test is to be repeated after sea trials to ensure that it is still working. 216. 24 volt DC Battery System. 1 Ensure that the battery charger operates automatically to charge the battery bank at its full rated capacity and cycles to a reduced maintenance charge when the battery bank is fully charged. 2 Check battery storage and ventilation.
217. Master Clock System. 1. Check the location and type of clock in each ship compartment according to the clock system drawing. 219. Lanterns & Search lights. 1 The easy operation of the two search lights from within the wheelhouse is to be demonstrated and the effective range and coverage of each beam of light. 220. Intercom + Telephone System. 1 In the interests of convenience this system should be commissioned as soon as is practical.
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221. General Alarm Test. 1. The general alarm test should be undertaken at the earliest opportunity in the HATs test programme. 227. Dynamic Positioning System. 1. The tests covering this system will form part of the vessels Sea Trials. Notes -Navigation link to (USBL) and (LBL) systems. -LRS DP (AM) classification. -Up to 30 knots gusting 40 on beam. -Sea state 6 on beam. -Surface current 0.5 knots. Power consumption monitoring thrusters. 229. CCTV System. 1 The mountings and aim of each of the 15 off cameras is to be checked for durability and the ability to scan its respective work station. 2 The 7 off cameras with a remote pan and tilt facility are to be functionally tested. 3 The overall quality of the pictures received is to be appraised.
230. Freon Leak Alarm Test. 1. Functional test required. 231. Hospital and Freezer Alarm. 1. Functional test required from each position. 233. Rotary Converters. 1 Before starting any equipment all associated switchgear cabinets are to be cleaned internally. 2 When each converter is running under near full load each machine and its associated switchgear is to be systematically scanned with a Thermal Image camera to check for hot spots. 3 The full performance of this machinery will only be accessed whilst it is under high load conditions during sea trials.
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234. Battery Less Telephone. 1. In the interests of convenience this system should be commissioned as soon as possible. 235. Engine Room Telegraph. 1. This system forms part of the overall machinery automation and alarm system that must be fully commissioned before any machinery is started. 236. Alarm Monitoring System. 1. This system forms part of the Integrated Machinery Automation and Alarm system and must be fully commissioned before any machinery can be started. 236a Unmanned Machinery Space Test 1 This test has to be undertaken to the entire satisfaction of LRS, MCA and the Owners. 2 It is expected that this test will extend over at least 12 hours and during that period no machinery related alarms will be triggered or other mishaps. 3 During this test, walk around inspections of the machinery areas will be undertaken but no interventions with machinery will be allowed if the trial is to remain valid. If problems arise the test will have to be rerun. 237. Power Management Test. 1 This test can only be realistically undertaken under sea trials conditions when the Electrical system of the ship can be fully tested with its numerous load configurations covering Propulsion and Dynamic Positioning, Scientific Winches and related loads, Cranes and hydraulic loads. 2 The sea trial procedure is to chart the most significant Electric load configurations for test and verification. 3 During sea trials a log is to be maintained with readings every half hour showing clearly what Electrical load is being maintained, how many generators in operation and list the principal power consumers.
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238. Emergency Switch Board. 230 volt 50 hz 1 The switch will be commissioned by the makers Siemens mega tested and the results recorded. 2 Sufficient load is to be connected to the switch board to demonstrate the ability of the generator to work up to its full rated load. 3 Whilst operating at full power the switch board is to be scanned with an infra red heat seeking senBuilding Specification to detect any hot spots within the board. 239. Emergency Switch Board. 415 volt 50 Hz. 1 The switch board will be commissioned by the makers Siemens and mega tested with the results recorded. 2 Sufficient load is to be applied to the switch board in order that the full load capacity of the emergency generator set can be demonstrated. 3 Whilst operating at full load the switch board and associated transformer T13 will be scanned by an infra red heat seeking senBuilding Specification to detect any hot spots within the board. 240. Main Swbd. 115v 60Hz Clean Power. 1 2 Before commissioning the switchboard it is to be cleaned internally. The equipment will not be considered fully commissioned until it has been operated at its fully rated working load. (100kw) 3 When the equipment is running under substantial load it is to be systematically scanned with its associated transformer T14 & T15 for hot spots with a Thermal Imaging camera. 241. Main Swbd. 230v 50Hz. 1 2 Before commissioning the switchboard it is to be cleaned internally. The equipment will not be considered fully commissioned until it has been operated at its fully rated working load. 3 When the equipment is running under substantial load it is to be systematically scanned with its associated rotating converters plus transformer T5 & T6 for hot spots with a Thermal Imaging camera.
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242. Main Swbd. 230v 50Hz Clean Power. 1 2 Before commissioning the switchboard it is to be cleaned internally. The equipment will not be considered fully commissioned until it has been operated at its fully rated working load. (200kw) 3 When the equipment is running under substantial load it is to be systematically scanned with its associated transformer for hot spots with a Thermal Imaging camera. 243. Main Swbd. 415v 50Hz. 1 2 Before commissioning the switchboard it is to be cleaned internally. The equipment will not be considered fully commissioned until it has been operated at its fully rated working load. 3 When the equipment is running under substantial load it is to be systematically scanned with its associated transformer T3 & T4 for hot spots with a Thermal Imaging camera. 244. Main Swbd. 415v 50Hz Winches. 1 2 Before commissioning the switchboard it is to be cleaned internally. The equipment will not be considered fully commissioned until it has been operated at its fully rated working load. 3 When the equipment is running under substantial load it is to be systematically scanned with its associated transformer T11 & T12 for hot spots with a Thermal Imaging camera. 245. Main Swbd. 440v 60Hz Clean Power. 1 2 Before commissioning the switchboard it is to be cleaned internally. The equipment will not be considered fully commissioned until it has been operated at its fully rated working load. 3 When the equipment is running under substantial load it is to be systematically scanned with its associated rotating converters for hot spots with a Thermal Imaging camera.
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246. Main Swbd. 690v 50Hz. 1 2 Before commissioning the switchboard it is to be cleaned internally. Attention is drawn to the manufacturers commissioning instruction warning regarding the operation of the 690v Bustie Breaker 3 The equipment will not be considered fully commissioned until it has been operated at its fully rated working load. 4 When the equipment is running under substantial load it is to be systematically scanned with its associated feeder to bow and stern thrusters, Azimuth thrusters, P& S propulsion motors, transformers T3, T4, T11 & T12 for hot spots with a Thermal Imaging camera. 247. Electric Lighting Accommodation. 1. The above test is to be undertaken in a systematic manner with the LUX readings from each space tabulated on a copy of the GA drawing showing the levels required from the Building Specification against those actually achieved. 248. Electric Lighting Outer Deck. 2. The above test is to be undertaken in a systematic manner with the LUX readings tabulated on a copy of the GA drawing in a shadow diagram form showing the light levels achieved. i.e. similar to a tank washing machine or fire monitor. 249. Flood Lights. 1 The portable lights indicated in the Building Specification are to be demonstrated. 2 A walk around check is to be made at night time to ensure that all the working deck areas including the hanger and over side deployment areas are properly illuminated. 3 The search lights are to be tested under test 219 Navigation Lights and Search lights
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250. Integrated Bridge System 1 The whole outfit of ships equipment required for the navigation of the vessel during sea trials must be commissioned at the dockside prior to departure. If any additional calibration or adjustment is required it will be undertaken during the initial phase of the sea trial. e.g. magnetic compass swinging, autopilot and radars. 2 All of the equipment required for primary bridge functions will be tested in the black out condition. 3 The rudder angle indicator adjustment has to be completed before the above tests. See test 118. 257. Electro Chlorination Unit. 1. The system is to be demonstrated to function and inject into the sea chests P&S either side of the sea bay to help prevent the formation of marine growths. 258._501. 601. SAT. DNV. Noise and Vibration Measurements. 1 These tests are to be carried out in a systematic survey manner throughout the whole vessel using the ship GA drawing as a planning tool for the exercise. 2 All items of machinery are to be measured in their full operational running condition. 3 Particular attention is to be given to the aft HPU machinery and the cargo hold with HP seismic containerised compressorrunning. The aft accommodation on main deck is to be particularly addressed under these conditions 4 Special attention is also to be given to the main engines in a fully loaded condition. 5 Readings obtained from the uncoupled trial on the main propulsion electric drive motors are to be integrated into the overall N&V report. 6 Overall readings are also to be given for the machinery, laboratory and accommodation spaces.
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259. Black Out Test 1 This test is to confirm that the requirements of SOLAS Regulation 43 and 44 Chapter 11-1 are complied with. 2 The secondary starting device for the Emergency Generator will be demonstrated in accordance with SOLAS Regulation 44. 3 See also test 103. Emergency Generator.
301. FiFi System (Hydrants, Hoses etc) 1 The above test is to be carried out at the same time as test 303 FiFi equipment inventory check. 2 The final approved version of the ships Fire Safety Plan is to be available for this test. 3 All hydrant valves will be closed except the 2 off hydrants to be tested at the furthest legs of the system. e.g. top of navigation bridge(highest point) fore deck (furthest point) 4 5 The discharge pressures at each pump and hydrant to be recorded. The main and emergency fire pumps will be commissioned with all remote control stations to be demonstrated. e.g. Fire control station and bridge. 6 7 The pressure at any one of the hydrants will not be less than 3 kg/cm2. The emergency fire pump is to be run for 1 hour continuously and the discharge pressure monitored. 8 The wash connection to the P & S chain wash connections is to be demonstrated. 303. FiFi equipment Inventory Check 1 The above test is to be carried out at the same time as test 301 FiFi System Hydrants, Hoses etc. 2 The final approved version of the ships Fire Safety Plan is to be available for this test.
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304 Sanitary System 1 The correct operation of all toilets located in cabins and public spaces is to be demonstrated. 2 The level of sound produced whilst flushing individual outlets in the system is to be noted and corrected if found excessive. 3 The standby connection from a seawater service line to the system is to be demonstrated. 4 5 Simulate a vacuum failure and correct function of the failure alarm. Demonstrate the correct function of the Sewage tank level alarms.
305. Tank Pressure Tests 1 Before final closure of every tank the Owners Superintendent is to be given the opportunity to inspect the condition of each tank. 2 A schedule is to be produced showing details of each tank pressure test and final inspection by whom and giving the date and comments. 306. Domestic FW system 1. The correct function of the following equipment is to be demonstrated:Chlorination Unit. Dehardening/Mineralising filter. UV Sterilizer. Hydrophore pumps. Charcoal/particle filter bank. FW Transfer pump. Hot water circ pumps. Hot water Calorifier (See separate test 308). Watermakers (See separate test 307). 1 Service outlets to cabins, galley, laundry, laboratories, eyewash units, decontamination showers and deck wash points to be physically tested. 2 With the whole system commissioned the noise level generated by the
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installation is to be monitored and corrected if found to be too high. 307. SAT. Watermakers. 1 Each water maker is to be demonstrated to be capable of producing 10 tonnes of fresh water per day from the engine cooling system and or electric heater. 2 Each machine is not to exceed a distillate salinity level of 5 ppm. This capability is to be demonstrated. 307. Water Maker(s) 1 The high salinity alarm function on each water maker is to be demonstrated. (Over 5ppm) 308. Hot Water System. 1 The effective operation of the system to be demonstrated with hot water flowing from all service outlets in cabins, galley, laundry, laboratories, and aircon system. 2 3 The effective insulation of system pipes to be checked. The quiet running of the hot water circulating pumps 581. 003/4 is to be checked. 4 The electrical load for heating the calorifier is to be verified. (7 x 15kw heating elements) 309. External Doors/Windows/Hatches Water Tightness Test. 1. The above test will also include: Roller hanger doors Cargo, Hanger, Engine/Winch room and Provisions hatches Crane control cab windows Foremast/weather station assembly. 310. Provision / Cooling Plant. 1 The manufactures commissioning procedure is to be carried out including HP and LP control switch settings with cooling water control. 2 3 The door trace heating arrangements are to be demonstrated. The door alarm system is to be demonstrated (See also test 231).
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The cooling water connections for running the compressor whilst the ship is in dry dock using a shore side water supply are to be demonstrated.
5 6 7
A refrigerant leak alarm test is to be undertaken (See also test 230). The automatic start up of the standby compressor is to be demonstrated. A cooling down test is to be undertaken to achieve. Meat and Fish Rooms -25 degrees C. Vegetables and Dairy products rooms 2 degrees C. Times to pull the temperatures down are to be recorded.
When the storage temperatures have been achieved the cooling plant is to be topped and the temperature rise curve in each room is to be recorded over 12 hours.
During the above test a compressor running log is to be maintained and updated every hour showing: Compressor side. Pressure of refrigerant suction LP and discharge HP and lube oil pressure. Compressor motor side. Current draw, Voltage and rpm. Condenser side. Temperature of cooling water inlet and outlet. Pressure of cooling water outlet. Ambient Condition. Temperature of outside air. The noise generated by the compressor is to be monitored.
311. Liferafts 1 Check that the hydrostatic release devices are correctly installed and are well within their service dates. 2 This will also be a MCA item for inspection.
312. Window Wipers 1 2 Demonstrate the operation of the rotating Clearview screen(s). Check that spare wiper blades have been supplied with the equipment and stored on the bridge, 3 Check that the bridge warm air screen blowing system works.
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313. Escape and Safety Markings 1 The approved fire safety plan is to be mounted in the designated positions within the ship before this test is undertaken. 2 3 4 5 This test is to be witnessed by the MCA. Surface finish of all walkways to be verified during this test. The positioning of all hand rails to be verified during this test. The clear unobstructed exit from all spaces to be physically checked to ensure that no likely obstacles are present. 314. MOB Alarm Test 1. This test to be witnessed by the MCA. 315. Typhon. Air horn test. 1 2 This test to be witnessed by the MCA. Check that air horn does not present a hazard in its current mounting position.
316 Ventilation Fans for Engine Room 1 The noise level and any significant vibration generated by these fans or their associated trunking and baffles is to be measured and reduced if found necessary. 2 These fans and their associated controls need to be commissioned at an early stage of the HATs programme to avoid having to keep the ER access hatch open to provide ventilation and combustion air for the engines. 318. Remote Sounding System 1 2 3 The vessel must be on an even keel before undertaking this test with no list. Each individual bilge alarm is to be physically checked for its correct function. The individual remote tank readings recorded are to be checked via physical tank soundings and tabulated. Any anomalies are to be corrected. 4 The readings indicated on the SCADA display are to be checked to ensure that the correct tank or space is being read as indicated. 5 This test is to be witnessed by the MCA
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319. Anchor Trial. 1 The deployment and recovery of each anchor is to be observed to ensure that the anchor clears the ships structure and returns at the correct angle. 2 The hawse pipe washing system is to be demonstrated.
320. Capstans, Mooring Winches 1 The run of a test mooring warp through each fairlead possibility to the respective winch or capstan. 2 The capstan is to be physically demonstrated to tension the warp and the means by which the warp tail end can be easily secured. 321. SAT. A Frame trial. 1 The Scientific winch tests no 733 with all of its associated systems must have been completed before undertaking this test on the A Frame. 2 The scientific winch system provides wires to the following over side handling facilities: Deep Water Coring winch to the Parallelogram, A frame and Mid ship crane. CTD winch to the Parallelogram and the Hydro boom. Deep Tow winch to the Parallelogram, Aft A frame and Mid ship crane. Coring winch to the Parallelogram, Aft A frame and Mid ship crane. Trawl winch to the Parallelogram, Aft A frame and Mid ship crane. 3. The ability to deploy any combination of wires from the above winches via their guide sheaves to the Aft A frame quickly and safely is to be demonstrated. 4. The Aft A frame tests are to be cross referenced to the following related tests: 702. Over side Handling 325. Parallelogram. 326f. Mid ship crane. 733. Scientific winches 142. Inclining test. 5. A static test load of 35 tonnes is to be applied to the A frame and held to prove the foundations of the device.
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The Aft A frame without its test load is then to be moved through its full travel forward and then aft. The traverse speeds in and out are to be recorded along with the HPU power demands. A visual structural inspection of the assembly is to be made during the process. From the traverse speeds measured a calculation is to be made of the predicted luffing weight/speed at maximum power output of the HPU. 6. The Building Specification parameters of Outreach over stern 4m, Clear lifting height above deck 8m, & Clear width between pedestals 8m are to be verified. 7. The controls for Aft A frame are to be proven from each control station. Slow working inching control is to be demonstrated. 8. The operation of the Aft A frame articulated section is to be verified in a similar manner to the main structure. The avoidance of any clash situations with the surroundingstructures is to be proven. The line of sight for the operator from each control position to the lifting device wire/load is to be demonstrated. The provision of deck protection and anti slip provision under the A frame operational area is to be verified. The provision of safety railings and related structures to protect crew during lifting operations is to be verified. 9. The ability to tow loads (As given in test 733) from the A frame are to be demonstrated at speeds up to 12 knots. This ability is also to be demonstrated with loads out at 90 and 60 degrees from the centre line of the vessels centre line whilst the vessel is turning. The ability of the articulated section of the A frame to tow loads under the same conditions as the main structure is to be demonstrated. 10. The effective provision of deck work lights for over side lifting operations is to be demonstrated. The effective positioning of CCTV cameras is to be proven for over side lifting operations. 322 P+S Lifeboat Test 1 2 3 This test is to be witnessed by the MCA. This test is to be run in conjunction with the life boat davit tests. See 341 & 342. The ease of evacuation and actuation of release controls is to be demonstrated. 4 The full deployment and recovery of each loaded lifeboat is to be demonstrated.
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323. MOB boat. 1 2 3 This test is to be witnessed by the MCA. This test is to be run in conjunction with test 343 MOB Boat davit. The full deployment and recovery of the MOB boat with its crew is to be demonstrated. 4 The boat is to be launched, engine started and boat run away from the ship before being recovered. 324. Watertight sliding doors. 1 Each watertight door is to be individually tested from its local controls to ensure that this operation can be accomplished easily. 2 The bridge control station and indication is to be tested and checked to ensure that actual door function agrees with the remote indication and alarms. 3 This test needs to be witnessed by the MCA.
325. SAT. Parallelogram frame trial. 1 The Scientific winch tests no 733 with all of its associated systems must have been completed before undertaking this test on the Parallelogram. 2 The scientific winch system provides wires to the following over side handling facilities: Deep Water Coring winch to the Parallelogram, A frame and Mid ship crane. CTD winch to the Parallelogram and the Hydro boom. Deep Tow winch to the Parallelogram, A frame and Mid ship crane. Coring winch to the Parallelogram, A frame and Mid ship crane. Trawl winch to the Parallelogram, A frame and Mid ship crane. 3 The ability to deploy any combination of wires from the above winches via their guide sheaves to the Parallelogram quickly and safely is to be demonstrated. 4 The Parallelogram tests are to be cross referenced to the following related tests: 702. Over side Handling. 326f. Mid ship crane.
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321. A frame. 733. Scientific winches 142. Inclining test. 5 A static test load of 35 tons is to be applied to the Parallelogram and held to prove the foundations of the device The Parallelogram without its test load is then to be moved through its full travel over the starboard side of the vessel (2.5m). The traverse speeds in and out are to be recorded along with the HPU power demands. A visual structural inspection of the assembly is to be made during the process. From the traverse speeds measured a calculation is to be made of the predicted luffing weight/speed at maximum power output of the HPU. 6 With the test load swung out over the starboard side the alteration in ships heel angle is to be measured. The measured inclination to starboard of the vessel under these test conditions is to be directly co related to the results obtained during the ship inclining experiment (test 142) and form the basis for compiling the final ships stability book. 7 The Building Specification parameters of Outreach over the side 2.5m, Secondary load outreach over the side 4.5m. & lifting height above the deck 5m are to be verified. 8 9 The control for Parallelogram is to be proven from each control station. Slow working inching control is to be demonstrated.
10 The operation of the Parallelogram articulated section is to be verified in a similar manner to the main structure. The avoidance of any clash situations with the surrounding structures is to be proven. 11 The line of sight for the operator from each control position to the lifting device wire/load is to be demonstrated. 12 The effective provision of deck work lights for over side lifting operations is to be demonstrated. 13 The effective positioning of CCTV cameras is to be proven for over side lifting operations.
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326b. Crane Aft Port. 1 The safe deployment, operation and stowage of the crane is to be demonstrated. 2 A test load of 1.5 SWL of the cranes rated 5 ton capacity is to be lifted and held. (Water weight) 3 The structure and mounting of the crane is to be fully inspected during this proof test. 4 5 The deployment of 30m cable is to be demonstrated. The effective arc of operation is to be demonstrated such that the crane will be capable of: To provide a 5 Ton SWL at 2m over side in SS5 between the transom and a point 9m forward at the ship side. To provide a 5 Ton SWL lift immediately aft of the transom corner at 2m over the stern in SS5. To provide a 5 Ton SWL lift aft of the transom between the A frame pedestals in SS5. (A frame deployed aft) To provide a 5 Ton SWL lifting capacity in SS5 overlapping the coverage of the Mid ship crane on the aft deck and covering the aft deck as far as possible with 2 Ton over the Scientific Stores space hatch. 326c. Crane Aft Starboard. 1 The safe deployment, operation and stowage of the crane is to be demonstrated. 2 A test load of 1.5 SWL of the cranes rated 5 ton capacity is to be lifted and held. (Water weight) 3 The structure and mounting of the crane is to be fully inspected during this proof test. 4 5 The deployment of 30m of cable is to be demonstrated. The effective arc of operation is to be demonstrated such that the crane will be capable of: To provide a 5 Ton SWL at 2m over side in SS5 between the transom and a
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point 9m forward at the ship side. To provide a 5 Ton SWL lift immediately aft of the transom corner at 2m over the stern in SS5. To provide a 5 Ton SWL lift aft of the transom between the A frame pedestals in SS5. (A frame deployed aft) To provide a 5 Ton SWL lifting capacity in SS5 overlapping the coverage of the Mid ship crane on the aft deck and covering the aft deck as far as possible with 2 Ton over the Scientific Stores space hatch. 326d. Crane Foredeck. Provisions. 1 The safe deployment, operation and stowage of the crane is to be demonstrated. 2 A test load of 1.5 SWL of the cranes rated 1 ton capacity is to be lifted and held. (Water weight) 3 The structure and mounting of the crane is to be fully inspected during this proof test. 4 The deployment of cable to the equivalent of 2m below the waterline is to be demonstrated. 5 The effective arc of operation is to be demonstrated such that the crane will be capable of: 1 Ton SWL in SS1 at 6m outreach beyond the line of maximum beam to load catering stores. 326e. Crane Hanger. 1 The safe operation of the hanger overhead crane is to be demonstrated including the safety stops at the ends of the rail. 2 3 A proof load of 1.5 SWL is to be lifted by the crane held and then traversed. The specified clear working height under the crane of at least 5m is to be checked. 4 The secure safe stowage of the hook and carriage assembly is to be verified. i.e. prevention of movement in a sea way.
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326f. Crane Midships. 1 The safe deployment, operation and stowage of the crane is to be demonstrated using both its fixed and remote control systems. 2 The scientific winch system deploying cable to the crane must be fully commissioned prior to undertaking this test. 3 The orientation and run of the cable sheave blocks from the winch room to the crane is to be fully inspected before the crane is loaded. 4 Special attention is to be paid to inspecting the attachment of sheave blocks. Every block is to be proof loaded before use. 5 Attention is to be given to how the cables are being guarded for safety purposes. 6 7 8 9 The cable cleaning and lubrication system is to be operational. Attention is to be paid to how smoothly the cable spooling devices operate. The HPU system must be fully commissioned prior to undertaking this test. Attention is to be given to the measured ships GM (Inclining Test No 142) before undertaking the crane slewing test with its test load swung out board on the starboard side. (page 4 of makers test sheet) The vessel list generated will induce extra forces in the crane and its support structure. 10 The actual list induced in the vessel is to be measured and compared with the predicted figure derived from the ships model tests. 11 A test load of 1.5 SWL of the cranes rated 30 ton capacity is to be lifted and held. (Water weights) 12 The structure and mounting of the crane is to be fully inspected during this proof test. 13 The effective arc of the crane operation is to be demonstrated by a practical test. As an integral part of the crane trial the 20 foot ISO containerised HP air containers are to be loaded onto the vessel using the 30 ton mid ship crane employing a suitable sling with spreaders. (See HP Containers test 754) Firstly a container is to be tried for positioning in all of the upper deck container slots to verify that a standard ISO 20 foot container will fit the positions provided and that the ships crane can handle containers to these positions. Secondly the
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containers will be loaded into the ships hold and the container transfer arrangements demonstrated. (See test 329) 14 The crane Heave Compensation mechanism is to be fully demonstrated under operational conditions during sea trials. 15 The creep control when slewing the crane is to be demonstrated during sea trials under rolling and pitching conditions with a substantial suspended load (20 Ton water weight) 16 The effective deployment of the crane for towing duties (10 ton at 60 degrees to the vertical in the aft direction) is to be demonstrated during sea trials. 17 Effective line of sight of the crane operator under the operating arc of the crane from the control cab, the effectiveness of the deck work lights and communications between the crane operator and deck officer are to be verified during sea trials. 329. Pull test lifting eyes. 1 All lifting eyes, beams and appliances on the ship must be proof loaded to 1.5 times their safe working load or be provided with manufactures proof loading certificates as in the case of chain blocks and slings. 2 The shipyard should provide a schedule of all proof load tests that they have undertaken that is to be added to the crane proof load trials data to compile a Lifting Appliances record file for the ship covering every item on board. 3 The owners reserve the right to ask for extra lifting eyes FOC over equipment if maintenance access is not sufficient. 330. Incinerator. 1 2 3 The incinerator is to be tested burning sludge pumped from the collection tank. The incinerator is to be demonstrated effectively burning solid waste matter. The ease of operation and feeding the hopper with waste is to be proven.
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331. Hanger Door. 1 The doors are to be raised and lowered to demonstrate their free movement speed of operation and control system settings for the fully open and closed positions. 2 The emergency opening and closing procedure is to be demonstrated should the hydraulic power system fail. 3 The closed doors are to be hose tested to prove their weather tightness.
332. Container Storage and Deck Lashing Arrangements 1 This test is to be conducted in conjunction with the Mid Ship Crane test No 326f. A container is to be positioned in every set of container slots to ensure that the container fits and that the crane can reach each container storage position. All securing twist locks are to be engaged as part of the test. 2 3 The foredeck container slots are also to be tested with a container. Special attention is to be given to the container lifting slings and spreaders to ensure that they due not clash with the ships structure when positioning a container. 4 Attention is also to be given to other structural items that may cause clash problems when moving containers. 5 The easy fitting of container service connections for water, electricity, compressed air etc are to be checked plus ensuring that the service points are protected from mechanical damage and atmospheric corrosion. 6 Attention is to be given to the access doors of the containers to ensure that they can be opened and give unimpeded access to the containers when they are in their respective positions. 7 Particular attention is to be given to the HP air compressor containers (4 off) to ensure that they can be loaded via the access hatch into the scientific store/hold and be effectively moved laterally within the hold and secured. Loaded containers are required for this test to ensure that the handling system within the hold can accommodate the working weight of a containerised compressor unit.
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333. Drop Keels. (Controls) 1 This test is to be undertaken in conjunction with test 746 Twin Drop Keel Assemblies. 2 The control system is to be demonstrated to show repeatability of keel positioning in the deployed mode. 3 The control system is to be calibrated to ensure that the keels are safely secured in a position such that their bottoms are flush with the bottom of the ships shell plating for normal ship transit operations. 4 With one keel down a noise test is to be undertaken on the ship noise range at 11 knots. 335. Galley Equipment. 1 2 The correct operation of the galley extractor fan system is to be demonstrated. The correct installation of the extractor fire extinguishing system is to be demonstrated. 3 The free operation of all drains is to be demonstrated.
336. Laundry Equipment. 1 The free operation of all drains is to be demonstrated in the laundry compartments.(Crew, Officers, Scientists & ships Laundries) 2 The heating/drying arrangement for each laundry compartment is to be demonstrated. 3 Ironing facilities are to be checked.
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337. HVAC Installation PREAMBLE Inspection, tests and trials of the HVAC equipment will be carried out by the Builder and checked by the Owners representative; dependant on the degree of accuracy achieved in these checks, checks may be reduced or increased. Every space will be checked for supply and return air quantities, along with noise levels. The accommodation systems will be subject to a heat test where the capacity of the heating systems and ships insulation will be tested by raising the inside temperature and then cooling the ship down. Temperature change rates being recorded. All records of flow, pressure, temperature, noise and electrical capacities being included in the O+M manuals. Prior to any capacity trial the following will be required: I. The systems are complete and closed as if ready for sea in every respect. II. The ships services are used to supply the HVAC system (NOT shore supplies). III. The systems installed are in compliance with all applicable Rules & Regulations. Items required to be checked prior to any capacity checks: A. Every major item of ships equipment has already been accepted at the makers Factory Acceptance Tests (FATs) level as meeting the Statement of Requirements (Building Specification) and being fit for purpose. All other smaller items of equipment supplied will be accompanied with the requisite type approval certificates and makers factory test certificates. B. Every Jalousie, Gooseneck vent and water tight ventilation opening will have undergone a water-test to ensure adequate operation and closure of the opening. C. All electric heaters have be checked (both insulation and power consumption) and ALL safety interlocks (including overheat) proven to the satisfaction of the owners representative. D. All fan, pump and compressor motors have been checked and all safety interlocks proven to the satisfaction of the owners representative.
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E. All fire dampers checked for correct operation (both local and remote), indication and service access. F. All thermal and fire insulation is installed.
G. All filters are clean and in place. H. Pressure test on all refrigeration pipe work. I. Vacuum test (with 24 hour) holding on refrigeration pipe work.
Capacity checks will include: 1) Chilled Water Systems: a) Quantity and type of glycol in system b) Water flow rate through each coil. c) Temperature in / out of each coil. 2) Machinery Space Ventilation (Every System): a) Airflow at each grille. b) Current consumption on each fan / heater. c) Direction / Circulation with-in each space. d) Noise levels at inlets on Deck and with-in the spaces. 3) Accommodation Ventilation Systems (Every System): a) Airflow at each grille. b) Current consumption on each fan / heater. c) Size and location of every natural vent. d) Temperature in every space (heat test). e) Noise in every space. f) Direction / Circulation in each space. 4) Laboratory Ventilation Systems (Every System): a) Airflow at each grille. b) Current consumption on each fan / heater. c) Size and location of every natural vent.
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d) Temperature in every space (heat test). e) Noise in every space. f) Direction / Circulation in each space. 5) Chilled Water Systems: a) Operation of safety devices. b) Operation of head pressure control. c) Capacity Control. d) Cool down test. e) Capacity of each compressor and pump. 6) Domestic Refrigeration Systems: a) Operation of safety devices. b) Operation of head pressure control. c) 24 hour cool down test. d) Operations of all defrost, drain and door heaters. e) Capacity of each compressor. 7) General Items. a) Location and fixing of every nameplate (valves, fans, pumps, fan coil units, jalousies and gooseneck vents etc.). b) Location and access to every heater reset in cabins. 339. Chilled Water System. 1 The Chilled Water plant is to be tested as per the manufactures standard procedure and the ability of one plant to act as an automatically activated standby unit for the lead plant is to be demonstrated. 2 Noise and vibration measurements are to be taken and recorded with a single and both plants running. 3 The safety of access around the chilled water room for maintenance purposes is to be reviewed when the plant is running. 4 The adequate insulation of CW system pipe work is to be demonstrated.
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Verification of the designed cooling capacity of the CW system may have to be deferred until higher climatic temperature conditions can be experienced.
340 (142). Inclining Test. 1 The inclining test is to be undertaken just before the ship leaves for sea trials. The vessels Trim and Ballast condition should be in readiness for these sea trials. 2 The inclining test results will be used to determine the vessels Lightweight, Longitudinal centre of gravity and Vertical centre of gravity. 3 The Deadweight capacity of the vessel is to be calculated at this time assuming a scientific stores load of 375 tonnes as per the Building Specification. Draft measurements are to be taken P & S aft, mid ships and forward. The SG of the sea water alongside the shipyard is to be measured. 4 The results of the inclining test are to be used when preparing the Contract Schedule B2 Certificate of Seaworthiness before the vessel departs from the shipyard for trials. 341. Life Boat Davit PS 1 2 This test is to be undertaken with test 342. The test is to encompass a demonstration of the life boat being efficiently boarded with a full complement of people and launched. 3 When in the water the boat engine is to started and the boat run over a short distance to demonstrate effective steering etc. 4 The boat recovery and re stowage arrangements are to be demonstrated.
342. Life boat Davit Stbd 1. This test is the same as test 341 for the port life boat. 343. MOB Boat Davit 1 2 This test forms part of test 323 MOB boat. The effective launch and recovery of the MOB boat is to be demonstrated including the loaded brake hold test. 3 The MOB boat is to be crewed during this test and the effective release and start mechanisms for the boat are to be demonstrated. 4 The safe operation of the boat quick release hook arrangement for deployment
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and recovery is to be demonstrated. 5 The boat is to be recovered and the effective re stowage arrangements are to be demonstrated. 344. Medicines. 1 Stores of medicines appropriate to the trading range and crew numbers are to be provided in an approved medical locker. 2 This test is to be witnessed by the MCA.
345. Gangway and Pilot Ladder. 1 The easy deployment and re stowage of each item is to be demonstrated such that they can be rigged on either side of the vessel. 2 The lifting arrangements for the gangway are to be with proof tested wires, shackles and related lifting spreader. 3 4 The attachment points for the gangway safety net are to be demonstrated. This test is to be witnessed by the MCA.
346. Drains. 1 This test is to be conducted with special attention to drains in all machinery spaces, workshops and laboratories. 2 3 All weather deck areas are to be inspected for rain/sea water catchments. Whilst drains are being tested the strainer plates are to be lifted and the inside inspected for visible debris. 347. Hot Water Boiler 1. The inlet and outlet temperatures of each service consumer are to be recorded with the heating water circuit operational but the served machinery cold. e.g. water makers, main engine etc to ensure that standby basic heating of these outlet is achieved. 348. SAT. Heeling System 1. At the time of the ship inclining experiment before sea trials, fill heeling tanks P & S half full. Pump water via heeling pump in the aft thruster room from Port to Starboard and vice versa. Measure the time taken for each transfer of heeling system ballast water and the resulting heel angles to the ship achieved.
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Finish the test by leaving the P & S tanks in the neutral position each half full. 602. Speed Trials. 1 The trial is to clearly establish that the following requirements given in the Building Specification can be achieved: 2 The maximum speed to be not less than 15 knots in head sea state 4 @ 100% power output from the main propulsion prime movers 3 4 The economic cruise speed to be not less than 12 knots in head sea state 4. Vessel to be capable of maintaining not less than 11 knots in head sea state 6 @ 100% power from the main propulsion prime movers. 5 Vessel to be capable of maintaining not less than 10 knots in head sea state 7 @ 100% power from the main propulsion prime movers. 6 This trial will require the use of: Differential GPS to determine vessel speed, The Wave Recording equipment to define sea conditions and the ADCP to define current conditions. These items of equipment must be ready and available for use and must be supported as necessary by persons qualified in their use. 7 In addition to the above a calm water speed trial is to be carried out in sheltered waters where the maximum speed of the vessel at 100% power output from the main propulsion prime movers is to be recorded at zero sea state, wind speed and current to validate the basic model test results. 8 A test is to be undertaken to demonstrate speed control. In the speed range 1-8 knots the average speed over the ground, defined as distance/time must not vary more than +/- 0.25 knots on a continuous basis in sea state 4. The trial will be based upon a 2 hour time duration. (See Building Specification). The tests to be carried out at 1, 3, 5 and 8 knots mean speeds The Differential GPS will provide a continuous out put of vessel speed which will be used for the judgement. 9 A test is required to demonstrate the ship performance in an emergency condition where one main propulsion motor has failed. The vessel is to be powered by one motor and one propeller. The other should be allowed to freely rotate with the electric motor and shaft bearing lubrication maintained. 10 A safe speed is to be proven where course keeping is reasonably maintained
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and the free wheeling propulsion system does not exhibit problems such as overheating of bearings. 603. Turning Circles 1 This test is to be carried out in accordance with section 4 of LRS guidelines on conducting ship verification trials. Para 4.4 Turning circle manoeuvring trials. 2 The data derived from this trial is to be recorded according to LRS recommendations. 604. Pull Out Manoeuvring Trials. 1 The Pull-out manoeuvring test is to be undertaken in accordance with LRS recommendations para 4.5. 2 After initiating the manoeuvre by putting the helm to the mid ships position absolutely no further helm movements are to be undertaken until the test is completed. 3 This test is to be undertaken in two conditions:With the ship in normal trials condition. With one drop keel fully deployed. 4 Any differences in the ships course keeping ability with a keel up or down will be made apparent. 5 The results of the Pull-out manoeuvre test are to be depicted graphically as per figure 6.4.2 in the LRS guidelines. 6 After the above tests have been fully accomplishes a Full speed full helm test is to be undertaken firstly to port and then to starboard again in two conditions:With the ship proceeding at full speed in normal trials condition. With one drop keel fully deployed. 7 The main objective of this test is to prove the keel clamping arrangements under maximum operational conditions. The deployed keel and its hydraulic clamping arrangements are to be inspected at the first opportunity after this test. 8 The secondary objective is to record the vessels behaviour during an extreme manoeuvre and compare it with model test predictions.
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605. Stopping Trial. 1 2 See Crash stop trial No 606. A further test is to be undertaken to determine the time taken for the vessel to reach a stop condition from full ahead. During this test the power is to be cut off from the propulsion motors and the time taken for the ships speed to decay to zero is to be recorded. 606. Crash Stop Trials. 1 A crash stop test is to be conducted from the vessel proceeding at full speed ahead (15knots) with rudders centralised. After due warning to the crew, both of the bridge propulsion remote control levers are to be moved from the full ahead to full astern positions in one swift continuous movement. The time to reach zero ahead speed and starting to move astern is to be recorded accurately. The performance of the remote control, alarm, power management and associated systems is to be closely monitored during this test. When the vessel is making her best speed astern the control levers are to be placed in the full ahead positions again and the time taken for the vessel to reach zero speed from going full astern is to be recorded and the time from full astern till effective full ahead speed is achieved again is to be recorded. 2 The possibility of alarm conditions arising during this test should be appreciated and plenty of clear sea room should be sought before attempting this test. (See also test 212) 3 A further test is to be undertaken to determine the time taken for the vessel to reach a stop condition from full ahead. During this test the power is to be cut off from the propulsion motors and the time taken for the ships speed to decay to zero is to be recorded. 607. Zig-Zag Manoeuvre Trials. 1. This trial is to be conducted in accordance with section 4 of LRS Guidelines on conducting ship verification trials para 4.7. 608. Initial Turning Manoeuvre Trial. 1 The results of this trial are to be calibrated in accordance with LRS calibration and data logging requirements given in section 4 Guidelines on Conducting Ship Verification Trials para 4.8.
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It is assumed that the point of this trial is to verify the setting of the rate of turn indicator and an initial indication of the ships dynamic response to her rudders.
609. Spiral Manoeuvring Trials 1. This test is to be carried out in accordance with LRS guidelines para 4.9. 610. Man Over Board. Williamson Turn. 1. This test is to be conducted in accordance with the LRS Guide lines on conducting ship verification trials and the results are to be presented as per Fig 6.4.6. 702. SAT. Over side Handling Systems. 1 The Scientific winch tests no 733 with all of its associated systems must have been completed before undertaking these trials. 2 The scientific winch system provides wires to the following over side handling facilities: Deep Water Coring winch to the Parallelogram, A frame and Mid ship crane. CTD winch to the Parallelogram and the Hydro boom. Deep Tow winch to the Parallelogram, A frame and Mid ship crane. Coring winch to the Parallelogram, A frame and Mid ship crane. Trawl winch to the Parallelogram, A frame and Mid ship crane. 3. The Over side handling tests are to be cross referenced to the following related tests: 325. Parallelogram. 321. A frame. 326f. Mid ship crane. 733. Scientific winches 142. Inclining test.
4. Test loads (35 ton) are to be applied to the Parallelogram, A frame and Mid ship crane to firstly prove the foundations of the devices and to then measure the effects of the loads swung out over the ships side on the stability of the ship. The measured inclination of the vessel under these test conditions is to be
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directly co related to the results obtained during the ship inclining experiment (test 142) and form the basis for compiling the final ships stability book. 5. The handling of loaded 20 foot containers with spreaders and slings from the quay and positioning them either in the hold, or a range of weather deck slots by the mid ship crane is to be demonstrated as part of this test. 6. A similar test loading (6.25 ton) is to be conducted on the Hydroboom. 7. The heave compensation device for over side lifting equipment is to be fully demonstrated at sea in the dynamic condition with test loads. 8. The ability to safely deploy and recover loads from the deck and back to the A frame, Parallelogram and Hydroboom is to be demonstrated at sea under dynamic conditions. 9. The controls for each over side lifting device are to be proven from each control station. 10. Slow working inching control is to be demonstrated. 11. Load braking and hold control is to be demonstrated. 12. Fast winding control is to be demonstrated. 13. The line of sight for the operator from each control position to the lifting device wire/load is to be demonstrated. 14. The ability to tow loads (As given in test 733) from the Crane, Hydroboom and A frame are to be demonstrated at speeds up to 12 knots. 15. The effective provision of deck work lights for over side lifting operations is to be demonstrated. 16. The effective positioning of CCTV cameras is to be proven for over side lifting operations. 708. SAT. INVSAT system 1. This system is to be commissioned by its makers to their standard procedure. 713. ADCP. (Acoustic Doppler Current Profiler). Measures current speed. 1 The synchronism between the twin systems is to be demonstrated and the avoidance of mutual interference. 714. USBL. Ultra short baseline navigation system.
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Sonardyne 1 The Port and Starboard spars located in trunks in the propulsion E motor drive compartment should be tested for functional raise/lower control prior to dry docking the vessel. 2 The spars should be calibrated in such a manner that it is clear when the device is fully raised and flush with the bottom shell plating of the vessel. i.e. minimum water turbulence. 3 During sea trials it is to be agreed if any limit on ship speed need be imposed when the spars are deployed to avoid damage. 4 5 The procedure for recovering a bent spar is to be explained. The watertight integrity of the spar trunks is to be demonstrated.
716. SAT. EM Log system (Electro Magnetic Log System) Dual feed with ships system. 1 This system is to be commissioned by its makers before the owners official navigation sea trials. 2 The correct speed log read outs in the deck & main laboratories plus the wheelhouse are to be verified. 719. HRTP Receiver. Information from satellite covering weather, sea temperature, infra red plots. 1. The position of the aerial dome on top of the wheelhouse is to be proven not to be interfering with other systems or be influenced itself. 720. Refrigerator Units. (4 0ff) 1 2 Check that 3 off units are of domestic 5 m3 size and the 4 unit a spark free unit. The units should be run for a period of 48 hour with something inside as a test item (e.g. fish or meat). 721. Freezer units. (4 0ff) 1 Check that 3 off units are 11m3 domestic type units capable of freezing down to -20 degrees C and the 4
th th
unit the same size but capable of freezing down to
any temperature between -50 and -85 degrees C.
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Run for a period of 48 hours to test stability with a test sample inside. (e.g. fish or meat.
722. Flume cupboard. 1. The device is to be tested under variable conditions with doors and vents open/closed over 24 hours with the assistance of a smoke indicator. 724. Millipore water purification system. Better than distilled water quality. 1 2 Ensure that the system has been flushed and is clean. Check that service connections are available close to sinks in the Chemistry, Constant Environment and Deck Laboratories. 3 Check that the waste water from the system returns water to FW bunker line in order to conserve water. 726. DASI equipment support systems. Power and data wiring. Owner supply equipment at a later date. 1 The integrity and position of wiring system connections is to be demonstrated.
727. SAT. GPS based altitude system. GPS based altitude system. (heel angle of ship, pitch roll heading etc) 1. This system should be commissioned by the makers before the owners navigation sea trials. 728. POSMV. Motion reference system. (Interface with SWATH system and USBL) 1. The above unit is to be installed as close as possible to the vessels centre of motion and calibrated to interface with the above equipment. 730. Inter Laboratory and Working Deck Scientific Wiring. 1 The above system is to have its numerous outlets checked against the working drawing and random continuity test made. 2 The exact specification of the cable used is to be stated and checked against the suppliers material certificates.
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731. Scientific Common Earth System. 1. The earth system is to be lead to a single point giving the same potential from all of the Laboratories, Scientific control room, Computer room, Gravimeter room and the Container laboratory service points. General and random check readings required to verify the common potential. 733. Scientific Winch System. 1 The spooling on of wires to the winch drums is to be closely observed by the owners staff during the whole of this critical operation. 2 All wire and rope terminations are to be provided by the shipyard and fully load tested to 1.5 SWL before use. 3 The ships HPU system (See test 738) is to be flushed and commissioned prior to starting any winch tests. 4 The ships scientific cooling system (See test 745) is to be flushed and commissioned prior to starting any winch tests. 5 The winch tests are to be divided into respective winches providing wires to the following items of equipment: Deep Water Coring winch. to the Parallelogram, A frame and Mid ship crane. CTD winch. to the Parallelogram and the Hydro boom. Deep Tow winch. to the Parallelogram, A frame and Mid ship crane. Coring winch. to the Parallelogram, A frame and Mid ship crane. Trawl winch. to the Parallelogram, A frame and Mid ship crane. 6. The winch tests are to be cross referenced to the following related tests:702. Over side handling systems. 325. Parallelogram. 321. A frame. 326f. Mid ship crane. 733. Scientific winches 142. Inclining test. 7 The portable winch wire cleaning and lubricating device is to be demonstrated in all possible deployment positions. Consumables to be provided by the
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shipyard for this demonstration. (Grease, cleaning chemicals) 8 The effective cleaning of winch wires is to be demonstrated by clean wires being wound into the vertical wire duct that feeds the winch room. No water or dirt is to be deposited into the winch room or over its machinery by incoming winch wires. 9 The safety mechanism for the winches in the event of a fouled wire is to be demonstrated (Free pay out then PMS interface and ship power reduction or stop). 10 Any results obtained by these winch trials in willow water (500m) are to be repeated and fully verified in deep water (6000m +) before the winch system is fully accepted by the owners. 11 The following winch test loads are to be applied during sea trials: Test loads to be used for sea trials. DWC 7 ton CTD 1 ton DT 3 ton CORE 3 ton TRW 3 ton 12 The scientific winch system deploying cables to the crane, "A frame and other service user connections must be fully commissioned and load tested prior to undertaking these tests. 13 The orientation and run of the cable sheave blocks from the winch room to the crane and other service users is to be fully inspected before the system is loaded. 14 Special attention is to be paid to inspecting the attachment of sheave blocks. Every block is to be static proof loaded to 1.25 designed maximum load before use. Certificates for these tests are to be issues and retained for ships records. (See lifting device tests no 329) 15 Attention is to be given to how the cables are being guarded for safety purposes.
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16 Major attention is to be paid at all times to how smoothly the cable spooling devices operate. 17 Whilst in operation winch system temperatures are to be monitored and logged especially when operating over protracted periods. 18 The accuracy of the cable measuring system is to be monitored at all times. 19 Special care is to taken when handling the Spectra plasma rope. 20 Over side towing tests are to be undertaken with ship speeds up to 12 knots. 21 The diverter sheave assembly on the weather deck at the top of the winch room duct is to be closely monitored at all times. The ease of deploying alternative wires and ropes through this assembly is to be fully demonstrated. 22 All wires and ropes deployed must pass a continuity test via their termination points after trials. 23 Any winch trials not fully completed at FATs must be demonstrated adequately during sea trials. 24 Noise and vibration readings are to be taken in the winch room during sea trials. 735. HP Air Piping System. Fisher Valve. 1 2 3 The whole ships HP air system is to be flushed before commissioning starts. The whole ships HP air system is to be pressure tested to 400 bars. The suitability of position and type of the air hose flexible couplings to the HP containers is to be checked. 4 Until the containerised HP air compressorare installed the system cannot be operated and therefore not fully tested. 5 When the system is in operation all valves, manifolds, pipe work and other features of the system are to be inspected for sources of undue noise and vibration. 736. Laboratory Gas System. 1 2 3 Each individual gas line is to be pressure tested in its entirety. The gas bottle store is to have its gas sniffer leak alarm tested. The alarm signal from the leak detector is to be transmitted to the bridge and
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verified. 4 The gas cylinder handling and change out procedure is to be demonstrated.
737. Clean Water Sampling System. 1 2 Run up one pump and time the purge. Set up the over side discharge and observe pressures at the extremities of the system. 3 4 5 Check that the fresh water/chemical injection flushing system works. Take test water samples for analysis for any contaminants. Check the throughput of the system (lit/sec) at each tap in both legs of the system in operation. 6 Check the whole system for steel pipe penetrations and other sources of contamination. 738. Hydraulic Power System. 1 The whole ships hydraulic piping system is to be flushed before any attempt is made to commission hydraulic equipment. 2 3 4 5 All pump motors are to be checked for correct rotation. Safety stops are to be operational before starting. The system is to be filled with the correct grade of hydraulic oil. After the first start a careful check for leaks is to be made around the whole system and defects made good. 6 Pipes and related features are to be checked for vibration and chaffing with the system working 7 8 The floor plating arrangements in the HPU compartment are to be reviewed. When the hydraulic system is working to full or near full capacity noise and vibration measurements are to be taken in and around the HPU compartment. 9 The air temperature rise in the HPU compartment is to be recorded against the air ambient temperature outside and the load on the system. 10 Prior planning will be required to enable enough users to be introduced to the hydraulic power system to create sufficiently high loads for a realistic test of the
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system capacity. 742. Hull Sea Surface Temperature SenBuilding Specification. 1. The check thermometer used for this test is to be a calibrated instrument and not just any thermometer. 743. Wave Recorder. 1 2 The system data logging capability is to be demonstrated. The final acceptance of this devise is conditional on suitable wave formations being found to adequately demonstrate the recorder. 745. Scientific Cooler System. 1 The fresh water side of the cooling system is to be properly flushed before commissioning. 2 The two system circulating pumps 722.101/102 are to be checked for correct rotation before starting and auto start for standby unit. 3 The scientific cooler 464.010 located in the engine room is to be checked for its FW and SW connections having been made to the correct positions. 4 The three way temperature control valve 722.502 is to be checked to ensure that it has been installed correctly. 5 The sea water side of the system is to have been fully commissioned before starting and any leaks eliminated. SW Circulating pumps 721.012/013 are to be checked for correct rotation before starting and auto start for the standby unit. 6 7 All system valve positions are to be checked prior to starting the system. After starting and extensive survey is to be made for leaks and any vibration within the system. 8 Loading of the system to test its cooling capacity will depend on the requirements from the different users e.g. HP compressors, HPUs, winches and outlets on deck. The final verification of the system may have to be deferred until a much later period in the ship trials. 9 When running, each user is to have its cooling water temperature inlet and outlet readings recorded.
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746. Twin Drop Keel Assembly. 1 The positive safety locking system for each keel in the fully raised position is to be demonstrated. This device must be engaged before any work will be undertaken to change senBuilding Specifications arrays in each keel. 2 The hydraulic clamping devices for each keel to hold it in intermediate and the fully deployed positions is to be demonstrated. 3 The accurate positioning of the keels in the raised position for normal ship transit operations is to be demonstrated. i.e. the bottoms of the keels are flush with the bottom of the ships shell plating and thus offering minimum resistance. (Dry dock check) 4 The safe access and procedure for technicians to change keel transducers is to be demonstrated. See that point no 1 is observed. 5 A keel raising and lowering trial is to be conducted in conjunction with test 333 to demonstrate the safety and efficiency of the winching system. 6 A safety overload trial is to be conducted on the installed winching system to demonstrate that it is capable of handling twice the working load of each keel assembly. Calculations are to be prepared and submitted during the test. 7 The effectiveness of the ventilation duct to atmosphere in the keel duct is to be proven. 8 The effective insulation of the keel duct structure within the ship is to be demonstrated. 9 The safe procedure for changing winch wires is to be demonstrated.
10 The preservation measures employed to protect the internal structure of the keel duct and its associated hydraulic winching, clamping and control gear from the damp salt atmospheric conditions are to be demonstrated. 11 A keel recovery procedure is to be demonstrated for use if the hydraulic system should fail when one or both keels are in the lowered position. 12 During sea trials the keels are to be deployed to determine their effects on ship directional stability and steering at operational speed. 13 During sea trials a full power turn to port and starboard is to be undertaken to prove the design effectiveness of the hydraulic keel clamping devices.
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750. Ships Integrated Ethernet System. 1 2 The system is to be commissioned by the makers and demonstrated. Random sampling tests will be required.
751. Low Power Network. (24v DC) 1. The system is to be checked against the installation drawing for the position and number of outlets. Continuity of cabling is to be verified. 754. HP Air Supply Containers. 1 2 3 The whole ships HP air system is to be flushed before commissioning starts. The whole ships HP air system is to be pressure tested to 400 bars. The suitability of position and type of the flexible couplings to the HP containers is to be checked i.e air and cooling water plus E power. 4 It is assumed that the HP air compressor containerised systems will have a full manufactures FAT before being delivered to the ship. 5 The HP air containers are to be loaded onto the vessel using the 30 ton mid ship crane using a suitable sling with spreaders. Firstly a container is to be tried for positioning on the upper deck container slots to verify that a standard ISO 20 foot container will fit the positions provided and that the ships crane can handle containers to these positions. Secondly the containers will be loaded into the ships hold and the container transfer arrangements demonstrated. (See test 329) 6 A means has to be agreed between the Owners and the Shipyard regarding how and when the HP air system can be realistically loaded and provide a working test for the containerised HP compressors, the HP air piping system and the Cooling water system to the compressors. (See test 745) 7 When the system is running under load all valves, manifolds, pipe work and other features of the system are to be inspected for sources of undue vibration and noise. 755. EMC Noise Recording. 1 These tests are to demonstrate that the main power generation and propulsion system does not to create harmonic distortions within the power systems of more than 5%.
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Due to the large number of comments raised concerning the standard of workmanship during the cable installation in the vessel the major emphasis of the EMC test programme should be conducted during the HAT phase of the programme. This should be given high priority and not passed over.
765. Towing Booms Port and Starboard. 1 The efficient deployment and secure re stowage of the hydraulically actuated booms is to be demonstrated. 2 During sea trials a towed load of 5 tons is to be attached to the end of each boom and towed at 11 knots. (suitable sized drogue or chain clump) 3 During this test it is to be established that each boom holds position at 90 degrees to the ships side with a preventer wire fitted and that the boom does not unduly deflect or otherwise malfunction.
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T5-Point 5.3 Test&amp;Trials Program

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T5-Point 5.3 Test&amp;Trials Program

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TRIALS PROCEDURES DOCUMENT

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

framework for undertaking these system trials.

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

NOISE AND VIBRATIONS MEASUREMENT N&V TRIALS.

UNDERWATER RADIATED NOISE TRIALS.

OTHER SCIENTIFIC EQUIPMENT TRIALS.

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

The service air connection to the clean SW sampling pumps to be demonstrated.

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

Further tests see 121.

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5 - Point 5.3 Test & Trials Program

T5-Point 5.3 Test&Trials Program

T5-Point 5.3 Test&Trials Program