This Guide

PANEL

Hae Been Prepared

M-19

By

(SHIP TRIALS)
of

THE SOCIETY OF NAVAL ARCHITECTS

AND MINE
ENGINEERS
TECHNICAL
James

AND RESEARCH

E. Corlise,

PROGRAW

Chairman
M. W. Hirschkowitz
Ernest A. Maier
R. E. Willimson
Jmes
R. Wittmeyer

Nikos O. Alexiou
Willim
G. Bullock
Harmon M. Burford
John E. Craft
D. Richard Gipe
Reviewed

and Approved
by

SHIPS , MACHINERY
Thomas

P. Mackey,

CO~ITTEE
Chairman
Robert M. Morais
Edward F. Murphy
Charles A. Narwicz
Michael G. ParsOne
F. Everett Reed
Alan L. Rowen
John T. Schroppe
Gerald C. Swensson
Andrew A. Szypula
Richard P. Thorsen
Joseph Tiratto
Willim
Watson
John D. Willi-s
Charles W. Wilson

John W. Boylston
Norman H. Brubaker
Willim
G. Bullock
Harmon M. Burf ord
Allen Chin
Jaes
E. Corliss
F. X. Critelli
Allen E. Crout
Charles H. Gross
Joseph D. Hailton
Richard W. Harkins
Carl F. Horlitz
Everett C. Hunt
Chester L. Long
Lisea Ann Martinez

.
Francis
Deputy

M. Cagliari

Executive

Director

\\

This Guide

Has Been Prepared

PANEL M-19

By

(SHIP TRIALS)
of

THE SOCIETY OF NAVAL ARCHITECTS

AND ~INE
ENGINEERS
TECHNICAL
James

AND RESEARCH
E. Corliss,

PROG~

Chairman
M. W. Hirschkowitz
Ernest A. Maier
R. E. Willimson
Jmes
R. W ittmeyer

Nikos O. Alexiou
William G. Bullock
Harmon M. Burford
John E. Craft
D. Richard Gipe
Reviewed

and Approved
by

SHIPS < MACHINERY

Thomas

P. Mackey,

COMMITTEE
Chairman
Robert M. Morais
Edward F. Murphy
Charles A. Narwicz
Michael G. Parsons
F. Everett Reed
Alan L. Rowen
John T. Schroppe
Gerald C. Swensson
Andrew A. Szypula
Richard P. Thorsen
Joseph Tiratto
Willim
Watson
John D. Williams
Charles W. Wilson

John W. Boylaton
Norman H. Brubaker
William G. Bullock
Harmon M. Burford
Allen Chin
James E. Corliss
F. X. Critelli
Allen E. Crout
Charles H. Gross
Joseph D. Hailton
Richard W. Harkins
Carl F. Horlitz
Everett C. Hunt
Chester L. Long
Lissa Ann Martinez
Francis

M. Cagliari

l\,
Deputy

Executive

Director

.,

TECHNICAL

AND MSEARCH

BULLETIN

3-47

GUIDE FOR SEA TRIALS

1989

Prepared
PANEL M-19

by

(SHIP TRIALS)
of
the

SHIPS , ~CHINERY

COWITTEE

Published
THE SOCIETY

OF NAVAL ARCHITECTS
601 Pavonia
Jersey

.. -

by
AND HARINE

ENGINEERS

Avenue

City, NJ

07306

JUNE 1990

Copyright

1990 by The society

of Naval tichitects

and Marine

Engineers

ACKNONLEDGE~NTS

The panel gratefully acknowledges the

contributions
of the metiers of The Society, industry
and goverment
who have been generous in assisting the
The panel also
panel in accomplishing
its task.
acknowledges
the hours dedicated by Mrs. Ina Fisher in
preparing the numerous drafts reqired
before
publication
and Mr. E. K. Lee, Jr. for drafting the
illustrations
and data sheets throughout the guide.

ABSTWCT

This guide covers sea trials of self-propelled

surface ships displacing 300 tone or more, ~wered
by
fossil fuel and driven by stem
turbine, gas turbine,
diesel engine or electric motors.
It does not cover
dock trials or tests or demonstrations
which can be
conducted dockside, which are covered in SNm
T&R
Bulletin 3-39, Guide for Shop and Installation Tests.

ii

.:

PRSFACE

:
.

...
-

marine engineers from all fields of

interest and the consensus of their
cements
appears in the guide as
approved and ie sued.

The worldwide use of The

Society of Naval Architects and
Marine Engineers
(SNU
) code for
Sea Trials - 1973 (Technical and
Research Code c-2 ) dealing with sea
trials and the following
considerations
influenced its Ships
Machinery Comittee,
through the
Societys Technical and Research
Progrm,
to assign to Panel M-19
(Ship Trials) the task to expand and
update the code with some assistance
from Panel H-10 (Ship
Controllability) .
(a)

The alteration of the

format from ,
code to
,s
gu ideqq.

(b)

The need to include

technological
advances
in sea trial
instrumentation
during
the 15 plus years the
code has been in print,
and also to be
res~nsive
to increased
use of diesel engines.

(c)

The baeic concept followed in

preparing the guide was to provide
information on a sufficient variety
of sea trials and tests to enable
the owner or acceptance authority to
choose those suitable for the type
of ship and operation involved.
Positive contractual invocation of
specific individual trials is
recommended rather than having them
invoked as a package without proper
consideration.
This avoids
burdening the industry with
expensive trials not needed by the
owner.
The guide does provide a list
of those trials recommended as
necessary to demonstrate
that the
ship as built and delivered will
perform ae epecif ied.
Absence of an
at-sea test or trial from those
recommended does not imply a
negative recomendat ion by the
Society, but merely that the primary
objective of such a test or trial is
to provide design data to meet some
other tiprtant
objective, rather
than to prove the ship under trial.
Similarly, the omission of
requirements ia not intended to
negate the value of the efforts
which are directed to verifying
design standards, scale factors, and
margins rather than the
Some
accept~ility
of the ship.
exaples
of omitted reqiremente
are
the extensive processing of trial
data and the correcting of trial
data to a design baseline when the
data obtained clearly indicate that
Such
the ship is satisfactory.
tests, trials, data processing, and
data correcting
should be
separately and specifically
invoked
when desired.

The need to consider the

provieione of the
,>
Interti Guidelines for
Estimating Maneuvering
Performance
in Ship
Design contained in the
International Maritime
Organization
(IMO)
389,
Circular ~C/Circ.
dated 10 January 1985 as
recommended by Panel H10.

The panel consisted of ship

e~ iment
test ex~rts
from
shipyards, ship designers, ship
Omers,
the Maritime Atiinistration,
regulatory bodies and classification
societies.
The final draft was
reviewed by the Ships Machinery
Comittee
consisting of senior

iii

It is
are employed in the guide.
advisable to consult the definitions
section in connection with other
sections of the guide.

Trial recommendations
are
based on the assumption that all
operability
testing and machinery
checkouts have been previously
conducted at the dock insofar as
conditions at the shipbuilder, s
plant permit.

DISCLAI~RS

Methods of analysis of results

from trials are not included herein,
in general, but may be found in the
technical literature and in other
guides of the Society.

This guide is advisory only.

There is no implication
of warranty
by SN~
that successful performance
of the recommended
trials will
ensure that a ship will comply with
the re~irements
of the contract
specifications,
regulatory bodies or
classification
societies, or that it
will perform satisfactorily
and
safely in service.

Section 1 of the guide

includes general remarks applicable
to any sea trial and provides a
basic recommendation
for trials to
Sections 2, 3 and 4
be conducted.
provide instructions
for sea teste
Section 5 provides a
and trials.
brief description
of instruments
used for trials and a bibliography
of publications
which can be
consulted for detail.
It also
includes instructions
for
instrumentation
peculiar to trials,
in particular torsiometers.
Section 6 establishes
a format and
provides illustrative
forms for the
presentation
of sea trial re~rts.
Section 7 provides definitions of
terms peculiar to sea trials as they

,,
.

The opinions or assertions

of
the authors herein are not to be
construed as official or reflecting
the views of SNW
or any goverment
agency.
It is understood
and agreed
that nothing expressed herein is
intended or shall be construed to
give any person, fire, or
corporation any right, remedy, or
claim against SN*
or any of its
officers or metiers.

iv

TABLE OF CONTENTS

m
1.0

INTRODUCTION .... ............ .. ............ ......... ..... ..... .

1.1
Supersession ........... ............... ........ ..... ......
1.2 origin .... ............. .. ............... ....... ..... .....
1.3
Purple ... .............. ................ ....... ...... ....
1.4
scope ..... ............. .. ............... ........ ...... ...
1.5
Trial Object Ives .... .... ................. ....... ...... ...
1.6
Ship and Environmental Conditions ........ ....... ...... ...
1.7
List of Trial s and Selection. ........... ........ ...... ...
1.8
Recognition Of Uncertainty. ............. ........ ...... ...
1.9
Planning .......... ...................... ........ ...... ...
l.lOPre-Trial
Checklist. ................. ......... ...... ....
1.11 8uilders Trials . ..................... ......... ...... ....

1
1
1
1
1
1
3
4
5
6
7
9

2.0

PROPULSION PLANT TRIALS... ................ ......... ..... ......

2.1
General ......... ................... .......... ....... .....
2.2
Propulsion Plant Economy Triale. ... .......... ...... ......
2.3
Propulsion Plant Ahead Endurance Trials. ..... ...... ..... .
2.4
Propulsion Plant Astern Trial. .. ........... ........ ..... .
2.5
SWcial
Considerations
for StePropulsion Plant
Trials ... .................. .............. ...... ....... .
2. b Special Considerations
for Diesel Propulsion Plant
Trials ... ................. .............. ...... ....... ..
2.7
Special Considerations
for Gas Turbine Propulsion Plant
Trials ... .............. ................ ........ ...... ..
2. a a~cial
Considerations
for Electric Drive Propulsion
Plant Trials ........ ................... ........ ...... ..
2.9
Centralized Propulsion Control System Test. ..... ....... ..

10
10
11
13
14

.-. .
.
~ k,

3.0

WE~RING
ANDaPECIAL
TESTS. ............... ........ ....... ..
3.1
Selection of Teats . .. .................. ......... ....... ..
3.2
Preparation ....... ..................... ......... ...... ...
3.3
Reports .......... ...................... ........ ....... ...
3.4
Ahead Steering ... .................... .......... ....... ...
3.5 Astern ateering . ..................... .. ........ ....... ...
3.6
Auxiliary Means Of Steering. ......... .......... ...... ....
3.7
Turning circlee ..................... .......... ...... .....
Z Maneuver ...................... ............ ...... .....
3.8
3.9
Initial ~rning
Tests.... ....... ............. ...... ......
3.10 Pullout Testa .................. .............. ...... ......
3.11 Direct Spiral Test... ...... .. ................ ...... ......
3.12 Reverse Spiral Test.. .. ..................... ...... .......
3.13 Thrueter Tests .......... ................... ........ ......

15
18
20
21
21
27
27
28
2B
2a
29
29
29
30
32
32
33
34
35

TABLE OF CONTENTS

3.14

(cent inued )

Quick Reversal from Ahead to Astern

(stopping Tests ). ... ........ ......... .... .... ... ... ... ..
Quick Reversal from Astern towhead ..... .... ... .... .. ... ..
Low Speed controllability
Maneuvers .... .... .... ... ... ... ..
510w Steaing
Ability ...... ............ .... ... .... ... ... ..
Anchor Windlase . .. ........ ............. ... .... .... ... ... ..
Distill ing Plant .......... ............ .... .... ... ... .... ..
Miscellaneous
Auxiliary Systems ....... .... .... ... ... .... ..
Emergency Propulsion Systems. ......... .... ... .... ... ... ...
Navigation Eqipment .... ........... .. ..... ... .... ... ... ...
Dyn-ic
Posit iOning System. ...... ........ .... ... .... ... ...

36
37
37
38
38
39
39
40
40
40

4.0

STANDARD IZATIONTRIWS.
.... ........... ......... ... .... ... ... ... .
4.1
Purpose ..... ....... .. ......... .......... .... ... .... ... ... .
Genera l Plan ....... .. ......... ......... .... .... ... ... ... ..
4.2
Trial Area ...... .. ........... .......... .... ... .... ... ... ..
4.3
Wind and Sea .... .. ......... ............ .... ... ... .... ... ..
4.4
Nutierof
Sped
Points ...... .......... .... .... ... ... .... ..
4.5
Course Select ion .......... ............ .... ... ... .... ... ...
4.6
Operation of the Ship..... ............ ... .... ... .... ... ...
4.7
Data Re~irements
....... .......... ... .... .... ... .... ... ...
4.8
Organization
of observers. ........ ... .... ... .... ... .... ...
4.9
4.10
Instrumentation
for Standardization
Data. ... .... .... ... ...
4.11
Coordination
Procedure.. ......... ....... .... .... ... ... ... .
4.12
Tolerances and Limits ........... ........ .... ... .... .. .... .
4.13
Data Reduction ..... ........... .......... .... ... .... ... ... .
4.14
Corrections ....... ............ ......... .... .... .... ... .. ..

42
42
42
42
42
43
43
44
45
46
46
47
47
47
48

5.0

INSTRUMENTS AND APPARATUS FOR SHIPS TRIALS .. .... ... ... .... ... ..
5.1
General . ....... ......... ............... ... .... ... .... ... ..
5.2
Tem~rature
Measuraents.
. ............ .... .... ... .... ... ..
5.3
Pressure Measurements .. ............... .... .... ... .... ... ..
5.4 Flow Meaaurementm ..... ............ .... .... ... .... ... .... ..
Tor~eand
Horae~wer
Measur=ents.
.. .... .... ... .... .... ..
5.5
Shaft-Power
Meters
...
............
........
... .... .... ... ...
5.6
5.7
Shaft Thrustmeters ............... ....... .... .... ... .... ...
5.8
Shaft sped
measurements.. .... .. ........ .... ... .... .... ...
Vibration Measurement 8 ........ .......... .... ... .... ... ....
5.9
5.10
Airborne Noiae Measurements. . ........... .... ... ... .... ....
5.11
Feedwater Teeting ....... ............... .... .... ... .... ....
5.12
Density Measurement8 ... ................ .... ... .... ... .... .
5.13
Leakage Measurements .. ................ .... .... ... .... ... ..
5.14
Flue and Exhaust-Gas Analyses. .... .... ... ..... ... .... ... ..

49
49
52
53
56
58
59
60
60
61
63
63
64
64
65

3.15
3.16
3.17
3.18
3.19
3.20
3.21
3.22
3.23

vi

-..

TABLE OF CONTENTS

(continued)

m
..

.
....

..

6.0

5.15
5.16
5.17
5.18
5.19
5.20

Stea
Quality and Purity Measurements ... ...... ...... ..... .
Viscosity Measurements .................. ....... ..... ..... .
Electrical Measurements ................. ...... ...... ..... .
Wind Speed and Direction Measurements ... ...... ...... ......
Radiometric Tracking Systems. ............ ...... ...... .... .
Time Measurements ... ................. ... ....... ..... ..... .

67
67
67
6B
69
70

TRIAL
6.1
6.2
6.3
6.4
6.5
6.6

DATA AND REPORT ... .................. .......... ...... .... ..

General .......... .................. .......... ...... ..... ..
Data Plan ....... ................. ........... ....... .... ...
Data Crew Training ............... ........... ...... ..... ...
Maneuvering Trials and Special Tests. ....... ...... ..... ...
Standardization
Trials... .... .............. ...... ..... ....
Fuel Economy, Endurance, Boiler Overload and stem
Rate Tests .. ............ ............... ....... ..... .....
Propulsion Plant Trials.. ................ ....... ...... ....
Trial Re~rt . ........... .................. ...... ..... .....

72
72
72
73
73
73

6.7
6.8

73
73
74

OATA .. ........... .................. ....... ..... ..... .

96

APPENDIX A TO CSAPTER 6.0, CORRECTING TURNING CIRCLE PLOTS FOR DRIFT. .

A.1
Principle ........... ................. ......... ...... ..... .
A.2
Plotting ~erground. Track. .......... .......... ..... ..... ..
A.3
Detemination
of Drift.... ......... .......... ....... .... ..
Detemination
of Drift Rate. ...... .. ......... ...... ..... ..
A.4
Plotting the Drift Corrected Turning Circle. . ...... ..... ..
A.5
A.6
Determination
of Turning Circle DtienBions. . ...... ..... ...
A.7
Calculation Of Drift Rate un knots ......... ....... ..... ...

107
107
107
107
10B
108
10B
109

7.0

111
111
112
113
114
114

PROPULSION

PLANT

DEFINITIONS ......... ............. .. .............. ....... ..... ...

7.1
*neral
Tams . ............. .. .............. ....... ..... ...
7.2
Propulsion Plant Trials... . ................ ...... ...... ...
7.3
Maneuvering and Spcial
Teeta. ........... ........ ...... ...
7.4
Standardization
Trials. .................. ........ ..... ....
7.5
InstrmentatiOn
..... ..................... ....... ...... ....

vii

LIST OF FIGURES

l.a
l.b
1.C
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.

RECOMMENDATIONS
FOR STEAM PROPULSION PLANT TRIALS . ... .... ... ... .
RECOMMENDATIONS
FOR DIESEL PROPULSION PLANT TRIALS .... ... .... .. .
RECOMMENDATIONS
FOR GAS TURBINE PROPULSION PLANT TRIALS .. ... ... .
ACCEPTABLE DEVIATION AND FLUCTUATION TOLE~CE
AND READING
INTERVALS FOR STEAM ~TE
TEST DATA .......... .... .... ... ... ....
TYPICAL STANDARDIZATION
COURSE. .... ........... .... .... ... ... ... .
STANDARDIZATION
TRIAL TOLERANCES AND LIMITS .. ..... ... .... ... .. ..
STEERING TESTS ....... .............. .......... .... .... .... ... ... .
TURNING CIRCLE TEST - RADIOMETRIC OR OTHER PRECISE
TRACKING AVAILABLE ............. ............ .... .... ... ... ... ..
TURNING CIRCLE TEST - RADIOMETRIC OR OTHER PRECISE
TRACKING NOT AVAILABLE ........ ............ .... ..... ... ... ... ..
,,
Z MEUVBR
TEST . ............ .......... ... ..... ..... ... ... .. ...
INITIAL TURNING TEST .......... .......... ... ..... .... .... ... .. ...
PULLOUT TEST ..... ............. .......... ... ..... .... ... .... .. ...
SPIRAL TEST ...... .............. ......... ... ..... .... .... ... .. ...
REVERSE SPIRAL TEST .......... ........... .. ..... ..... ... ... ... ...
THRUSTER TESTS .. ............. .......... .... .... .... .... ... ... ...
QUICK REVERSAL TESTS ......... .......... ... ..... .... .... ... ... ...
LOW SPEED CONTROLLABILITY
HANE~R
TESTS .. ..... .... .... ... ... ...
SLOW STEAMING ABILITY ...... .. ......... ........ ..... ... .... ... ...
ANCHOR WINDLASS TESTS ...... .......... .......... .... .... ... ... ...
DISTILLING PLANT TESTS.... ........... ......... ..... ... ... .... ...
DYNANIC ~SITIONINGSYSTEH
TESTS ..... ......... .... .... ... .... .. .
CENTRALIZEO
CONTROL SYSTEM TESTS ..... ......... ..... .... ... .... ...
STANDARDIZATION
TRIALS .. .. ........... ........ ..... .... ... ... ... .
STEAHPROPULSION
PLANT ECONOMY TEST . ......... ..... .... ... ... ... .
DIESEL PROPULSION PLANT ECONOHY TEST ......... ..... .... ... ... ... .
GAS TURBINE PLANT ECONOMY TEST ..... .......... .... .... .... ... ... .
NAINPROPULSION
TURBINE STEAN P~T
TEST ..... ..... ... .... ... ... .
PROPULSION PLANT DATA WITH 80ATA
SHEETS ..... ..... .... ... ... ... .
SWPLE
PLOT ILLUSTRATING CO~CTION
OF TURNING CIRCLES
FOR DRIFT .. ...... .. ........... .............. ..... ... .... .... .. .

23
24
25
v
26
45
47
76
77
7B
79
80
81
82
83
84
B5
86
87
87
88
89
90
91
92
93
94
95
96
110

viii

GUIDE

FOR SEA TRIMS

1989

1.0 INTRODUCTION

J-.;.

.,

..

1.1

This Guide for Sea Trials-1989

supersedes the code for Sea Trials1973 of The Society of Naval
Architects and Marine Engineers
(SNAME).
1.2

SUPERSESSION

ORIGIN

This Guide was developed by

updating the Code for Sea Trials1973 by SN~
Panel M-19 (Ship
Trials) , assisted by Panel H-10
(Ship Controllability)
under the
auspices of the Ships i Machinery
Comittee
of SN~.
Panel M-19 is
composed of repreeentativee
of
shipbuilders,
ship owners and
operators, Classification
Society,
the Maritime Atiinistration and the
U.S. Coast Guard.
Publications of
other SNW
Technical Panels were
consulted to check compatibility and
various sources in the technical
literature researched for advances
and current trends.
The
recomendat ions incorporate -Interim
Guidelines
for Esttiating
Maneuvering
Performance in Ship
Designn contained in the
International
Marittie Organization
(IMO) Circular MSC/Circ. 389, dated
10 January 1985.
1.3

PURPOSE

The pur~se
of the Guide is to
provide ship owners, deB igners,
operators and builders with
definitive information on ship
trials to form a basis for
contractual agreement.

1.4

SCOPE

The Guide covers sea trials of

self-propelled
surface shius,
comeiciil
or naval, displacing 300
tons or more, powered by fossil fuel
and driven by stem
turbine, gas
turbine, diesel engines or electric
motors.
It does not cover dock
trials or tests or demonstrations
which can be conducted dockside.
For these, refer to SN=
Technical
and Research Bulletin 3-39.
Guide
for Shop and Installation Tests19s5.
Nothing in the Guide should be
construed to delete or modify
re~irements
of specified regulatory
bodice.
1.5

TRIW

OBJECTI~S

A sea trial may have one or

more of the following objectives
depnding
on the position of the
ship in its class, the innovative
content of its design, and the needs
or desiree of its ownere.
1. 5.1

Demonstration

of Operability

The ship propulsion and

control systeme can be show
to
Owrate
in their design modes only
at sea, and the shipbuilder and his
customer both benefit from a
demonstrateion of pro-r
operation
which verifies the correctness of
construction, manufacture,
and
installation.

1 .5.2

Demonstration

of Performance

The attaiment
of maximum
contract levels of power or speed is
particularly
important for the first
ship of a class to verify the
adeqacy
of the design of the
propulsion plant and its supporting
auxiliaries.
1. 5.3

Demonstration

Demonstration

of Economy

Demonstration
of the contract
specific fuel consumption
is
mandatory when there is a ~nalty
involved or when reqired
by the
ship s specifications.
Att aiment
of the best possible fuel
consumption
is important when there
is a bonus involved.
When neither
are involved it is still reqired
to
determine fuel rate for the first of
a class to verify design and for
subse~ent
ships to verify propr
operability
of the energy conversion
system.
1. 5.5

Provision

of oDerat Lna Data

It is desirable to establish a
data baseline for a new class of
ships and to a lesser degree for
individual ships so that ship
operators will have a standard with
which to compare current operating
data, enabling them to monitor plant
performance.

of Endurance

Demonstration
of ability to
maintain maximum power and speed for
sufficient time to develop
e~ilibrium
conditions and to so
operate for the prescribed period
without failure of system components
is important for every ship.
It is
assumed that the ability to operate
thus indefinitely or for the design
life will thereby have been
demonstrated,
as any functional
inadequacies will have been made
evident by this and other trial
operations.
1. 5.4

1 .5.6

Demonstration
o~
Controllability

Demonstration
that a vessel
has maneuvering
qalities
~mitting
course keeping, turning, checking
turns, operating at acceptably slow
speeds, and stopping in a
sat is factory manner is imprtant
for
every ship.

Ship pilots as well as

Owrators
alSO need to know the
controllability
characteristics
of
the vessel.
IMO Resolution
A. 6D1
provides a comprehensive
guide to
providing such data in a standard
format.
1. 5.7

Provision

of Forensic

Data

It is increasingly
important
for ship operators to have available
certifiable data on the ship, s
maneuvering capabilities
in the
event the ship is involved in legal
action for collision d-age.
Data
from other ship systems may be
pertinent to litigation involving
habitability,
safety or pollution
responsibilities.
1.5.8

Provision

of DeSian

Data

A1l trial data au~ents

the
bank of design data on which naval
architects and marine engineers
draw, but special data to verify the
euccee6 of an innovative feature or
to advance the state of the
shipbuilding art may be called for.
In such cases it is ti~rtant
that
the design authorities who will use
the data specify requirements
in
detail, including instrumentation,
OPrating
conditions,
and
The IMO, for instance,
procedures.
ia gathering data on ship
maneuverability
in its developing
and refining of standards and has
detailed s~cific
maneuvers that are
included herein.

1.5.9

Classification
Rem irements

and Safett

Classification
societies and
safety authorities often rewire
demonstration
of eqipment
and
systems which affect safety of the
ship, its cargo or its crew.
1.6
SHIP AND ENVIRON~NTAL
CONDITIONS

Proper ship and environmental

conditions during trials are often
critical for achieving useful
results.
1. 6.1

Ship and Environmental

Conditions

Trials will generally be

carried out in the loaded condition
where this is possible.
Contractors
Sea Trials, however,
will usually be performed at other
drafts.
Separate trials in the
ballast condition may be rewired.
In selecting ballast drafts for oil
tankers, for uniformity,
cons iderat ion should be given to
those specified by IMCO 1973 MARPOL
for designed ballast draft
capability for tankers.

In all cases, the fore and aft

drafts at the time of the trial must
be recorded.
For shipe not provided
with full draft ballast capability,
trial drafts will not approximate
maximum design draft, and
demonstrations
of cap~ilities
that
are draft de~ndent,
such as ship e
s%ed
and maneuverability,
are of
limited value.
In such cases it is
advisable to spcify
model tests at
anticipated trial drafts as well as
maximum design draft, aa without
such tests, extrapolation
of trial
results depends on uncertain
estimates.
Trials should be
conducted at drafts as close as
practicable to the model test
In the abeence of model
condition.

test data, standardization

than maximum design drafts
recommended.
1.6.2

Water

at other
is not

Depth

The most demanding

requirements for many ships are met
in shallow water during coastal and
port navigat ion.
Unfortunately,
this conflicts with the usual
practice of performing ship trials
in deep water for standard izat ion and comparative purposes.
The
adeqacy
of a ship, s capabilities
in
shallow water, particularly
maneuvering, must usually be
inferred from its succese in deep
water, and from its deep water
characteristics
relative to other
vessels.
Ships interact with the
bottom, with banks, and with other
veseele with an effect on ship
movement.
Trials should therefore
always be made in deep unconfined
waters where possible.
To minimize the possibility of
such effects on the undemay
performance trial results of the
ship, water depth, other than for
s~cial
trials to investigate
shallow water capabilities,
should
always exceed five times the mean
draft of the ship.
During speed
trials additional depth is needed
based on sped
and vessel fullness.
From DnV Nautical Safety-Additional
Classes NAUT-A, NAUT-B, and NAUT-C,
July 1986, the following guideline
is recommended:
H

> 5.0 ~
H

and

> 0.4 V2

where:
H = Water

Depth

Am = Midship

(m)

Section

V = Ship, s Speed

Area

(m/see)

(m2 )

1.6.3

Wind,

Waves,

and Currents

The uncontrollable
environmental
conditions of wind,
waves, and currents can
significantly
influence the results
of all underway trials.
The effects
are also difficult to account for.
Trials should thus be held in the
calmest weather conditions
Wind direction and speed
available.
should be noted at the start of each
test, so that the effects can be
studied and corrections applied.
Currents, wave and swell conditions
and their change should also be
noted.
Sea State 4, significant wave
height up to 2. 5m, should be
avoided.
Sea State 3, significant
wave height up to 1. 25m, should be
avoided for ships under 500 feet in
length.
Wind speda
of more than 10
m/second, 19.4 mifhr,
should be
avoided.
Maneuvering
epiral tests
and slow speed trials are
particularly
sensitive to wind and
currents.
Wind speed should not
exceed around 5 m/second, 9.7
mifhr,
to assure useful results
from such trials.

The recommended

tests

1.7

LIST OF TRIALS

AND

SELECTION

Slanket invocation of this

Guide is not intended.
Sufficient
trials and tests are included to
enable the user to eelect a sea
trial or test of any degree of
complexity desired, but invocation
of the total Guide without regard to
the objectives to be served or the
utility of data obtained would
result in costs incommensurate
with
value.
Users should study the
Guide, and specify by nutier in the
ship, s specifications
the paragraphs
covering the trials and tests
reqired
to meet their objectives.
Lists of trials and tests
recommended for first-of-a-class
and
follow-on ships are provided for
convenience.
If this Guide is
invoked by contract, all of the
reco~ended
trials and tests are to
be conducted except for those
specifically deleted, and trials or
tests marked If Elected,, are to be
conducted only if specifically
invoked.

Listed below are the Naes

of
teats covered in this Guide.
The
recommendations
associated with the
naes
are provided to assist in
developing a trials progr~.
Further guidance on the purpose of
each test and when it is useful may
be found in the column titled Guide
Paragraph.

are:
W
ParaaraDh

Recommendation
Economy Triale
Endurance Trials
Astern Trial
Main Turbine stem
Rate
Boiler tierload
Centralized
Propulsion Control
Ahead Steering
Astern Steering
Auxiliary Means of Steering

System

First of a Class
All Ships
A1l Ships
If Elected
If Elected
All Ships
All Ships
All Ships
All Ships

Only

2.2
2.3
2.4
2.5
2.5
2.9
3.4
3.5
3.6

-,
J

Recomendat

Turning Circles
Z Maneuver
Initial Turning
Pul lout
Direct Spiral
Reverse Spiral
Thruster
Quick Reversal from Ahead to Astern
Quick Reversal from Astern to Ahead
,Low Speed Controllability
Maneuvers
Slow Steming
Ability
Anchor Windlaes
Distilling Plant
Miscellaneous
Auxiliary Systems
Emergency Propulsion Systems
Navigation E~ipment
Dynmic
Positioning System
Standardization
Trials

First of a Class Only

First of a Class Only
First of a Class Only( 1)
First of a Class onl~
First of a Class Only
If Elected(2)
First of a Class Only
All Ships
A1l Ships
If Elected
All Ships
All Ships
All Ships
If Elected
If Elected
All Ships
All Ships
First of a Class Only
(See paragraph 1.5.2)

(1)
(2)

1.8

.,

ion

_
ParaaraDh
3.7
3.8
3.9
3.10
3.11
3.12
3.13
3.14
3.15
3.16
3.17
3.18
3.19
3.20
3.21
3.22
3.23
4.0

Derived from paragraphs 3.7 and 3.8

Direct Spiral,,
Alternative to r

RECOGNITION

OF UNCERTAINTY

Although ship designers,

builders, and trial ~rsonnel
may
exercise the greatest diligence in
pursuing their arts at their most
advanced state, there is inherent in
the mensuration
of ship ~rformance
an unavoidable
uncertainty.
No
measurement
is perfect and shipboard
conditions preclude the use of the
most precise techni~es.
Since the
major ship prfomance
paraeters
involve measurement of many
fluctuating ~antities,
each with an
element of uncertainty,
the
cumulative effect might be
considerable.
By applying
probabi 1ity techni~es
to the degree
of fluctuation and the inherent
prevision of the instr~ents
involved, including their
calibration,
it is pssible
to
identify the degree of certainty
with which a ship, s prfomance
can

be determined.
It is important that
all parties to a ship construction
progrm
recognize the uncertainty of
trial results and take it into
consideration when establishing
performance target/bonus/penalty
levels.
Knowledge of how and how much
the prevision of the individual
measuraents
affecte the performance
determinantion and the range of
precision avail~le
for the
instruments involved enables the
trial planner to make an intelligent
and economic decie ion on
instrumentation.
Reference (d) of Section 5:
Guidance for Evaluation of
Measurement Uncertainty in
Per fOmance
Tests of stem
Turbiness,
published by the ~erican
Society of
Mechanical Engineers sets forth
methods and exaples
prtinent
to

land based stem

turbine tests which
take place under conditions
The
approaching
a laboratory.
method of reference
(d) should be
consulted when calculating
uncertainty
for trials set forth in
this Guide.
1.9

1 .9.1

Desian
(a)

PLANNING

From award of a contract until

delivery of the official trial
report, sea trials reqire
planning.
Trial instrumentation
re~irements
should be incorporated
in design; prearrangements
may be
rewired
for obtaining and
calibrating trial instruments; trial
readiness checks should be included
in production planning; trial data
ac~isition,
processing,
and
reporting systems should be
developed,
installed and checked;
instructions
and procedures should
be developed for trial operating and
data crews; and these crews should
be trained.
These act ions have an optimum
time of accomplistient
beyond which
there is added expense and
disruption.
A prere~isite
to all planning
is a clear understanding
as to the
tests and trials to be conducted,
the depth of instrumentation
and the
data to be reported.
If this Guide
is pro~rly
cited in the ship- s
specifications,
re~irements
should
be clear, but if the Guide is not
cited or there remains an area of
doubt, the shipbuilder, ower
and
goverment
author it iea, if involved,
should reach agreement aa soon as
~ssible
after the award of a
contract, using this Guide as a
basis for understanding.
Presuming that agreement hae
been reached, the actions outlined
below can be taken as applic~le.

1.9.2

Accommodation

If a torsionmeter
is to
be installed,
it should
be located on the
shafting and provided
with adeqate
clearance.
If repired,
special
finish and dimensional
constraints
should be
imposed.
If the shaft
is hollow, the supplier
of the rough machined
unit should be alerted
to provide precise
internal diameter
measurements.
Mount ing
of signal transfer
e~ipment
or brush
rigging should also be
considered.

(b)

If special trial fuel

meters or condensate
meters are to be
installed, systems
should be designed to
accommodate
them.

(c)

If special gages,
thermometers
or orifices
are to be installed,
sensing points should be
selected and the
necessary fittings,
wells or flanges
provided.

(d)

If fuel oil saples

are
to be taken during
trials, a empling
connect ion or method
should be provided.

Pre-Arrangements
L
(a)

If the shaft is to be
calibrated,
the shafting
production
schedule
should be adjusted to
provide a calibration
availability;
the

torsiometer
should be
reqested
if furnished
by the goverment,
or
procured or overhauled
if furnished by the
contractor; the torqing
gear should be made
ready, the calibration
accomplished
and the
instrument factors
established.
.

(b)

(c)

Plant o~rating
conditions including
trial drafts should be
established
for each
trial and the owners
concurrence obtained.
Plant operating and
ship, s ballasting and
deballasting
instructions should be
prepared and distributed
to trial crew
supervisors.

(d)

Signal system should be

deeigned and installed.

(e)

Correct ion factors

should be obtained and
the concurrence of
owners technical
represent at ives
established.

(f)

Data instructions and

station bill should be
prepared and
distributed.

(9)

Spcial
trial
instruments should be
installed and all
instruments which will
provide trial data
calibrated,
red line
eettings made and water
legs-. meaeured.

(h)

using them
Trials.

Data fores should be

prepared and checked
against the ship as
built, preferably by

1.10

for Dock

(i)

Trial operating crew and

data crew should be
trained unlees
previously trained or
experienced.

(])

Calculation sheets
should be prepared, with
dumy
calculations
and
correction tables or
plots provided.

(k)

Radiometric tracking
system, if to be aboard,
including antenna should
be installed and
checked.

(1)

A saple
of the fuel
expected to be burned
should be sent to a
laboratory for gravity
and heat content
determination
when fuel
rates are to be
calculated.

(m)

Trial agenda, procedures

and schedules should be
prepared and furnished
to the owners for
cement.

(n)

Trial control and

computing center ahou Id
be planned and
facilities installed,
including
communications,
reference material,
calculators and other
trial e~i~ent
as
agreed.

P~-TRIfi

C~CK

LIST

So many items are involved in

determining readiness for sea trials
that it ia virtually necessary to
Such a list would
use a check list.
include the following as applicable:

1 .10.1

Operability

Check-off

A list of ship s machinery to

be used on the trial should be
prepared and operability of each
item established
and checked off.
Unless dock trials were performed
within two weeks of sea trials it is
advisable to activate the propulsion
plant and check operability of
systems and equipment within 48
hours of departure.
1. 10.2

Instrument Installation
Calibration

and

Instruments to be used for

trial data should be listed,
inspected for dmage
and checked for
proper installation,
and
availability
of calibration data,
water leg data and ,,red line,
settings determined.
1. 10.3

Torsiometer
(a)

Check visually for

proper instal lat ion,
cleanliness of slip
rings, proper engagement
of brushes, and proper
clearance of signal
transfer e~i~ent.

(b)

Make a pre-trial check

of transformer ratio or
gage factor.

(c)

Obtain jacking
aet indicator.

(d)

During dock trial or

pre-trial plant
o~rability
check,
verify o~rability
of
torsiometer.

Document
(a)

Plant operating
instructions
and
checkoff lists.

(c)

Data system operating

instructions.

(d)

Data forms and

calculation
forms.

(e)

Fuel gravity and heat

content re~rt.

(f)

Fuel temperature/gravity
plots or tables.

(9)

Instrument calibration
records and correction
factors.

(h)

Correction
factors for
non-standard
conditions.

(i)

Data

(])

Trial agenda, procedures

and schedules.

(k)

Selected
diagrms.

crew

instruct ions.

Readiness

1. 10.5

zero and

Check

Toreiometer
constant
and SHP fomula.

Sianal

drawings

Svstem

and

ODerabilitX

A pre-departure
check should
be made of the signal system at all
stations including telephones.
1. 10.6

1. 10.4

(b)

Radiometric
~erability

Svstem

A pre-trial check of the

radiometric eyetem including each
element and its standby should be
made using the trial antenna and
Complete the check
ships power.
prior to departure if shore stations
are in range; othemise
perform it
as soon as the ship comes within
range.

1.11

,!
.

BUILDERS<

TRI~S

If builders trials or runs

are to be conducted, they should be
specified.
If data for any portion
of the trial or runs is to be
presented for acceptance, the
owners, acceptance authorities, and
involved regulatory bodies should be
notified in advance.
If builders
trials are not specified, they are
to be at the discretion of the
builder for any purpose, including
- any. of the following:

Checking the operation

machinery installation
trial e~ipment.

of the
and the

Training the operating

trial personnel.

and

Making adjustments
plant to establish
operation.

to the
proper

Determination
of ability to
meet performance re~irements.

2.0

2.1
2. 1.1

PROPULS ION PLANT TRIALS

To determine the rate of fuel

consumption of the plant when
operating at specified shaft
horaepwer
and other specified
operating conditions.

GENE~
Scoue

of This Section

This section contains

recommendations
for conducting stem
turbine, diesel engine and gas
turbine propulsion plant trials with
the ship underway under specified
conditions.
The propulsion plant is
considered to include propulsion
plant machinery, all auxiliaries and
systems repired
for its operation
and other such power-using and heat
apparatus as are specified necessary
for the operation of the ship under
The instructions
trial conditions.
herein are intended to cover testing
of the propulsion plant as an
integrated system underway and do
not cover ship or shop teets of
individual e~ipment
items, dock
trials or dockside teste rewired
by
specifications
or regulatory bodies,
unless prescribed herein as
incidental to the trials.

To detemine
performance
characteristics
of the machinery
plant or compnents
thereof, as
agreed.
To demonstrate satisfactory
operation of propulsion plant
controls from all stations.
To obtain propulsion plant data for
future use in evaluating service
~rfomance.
Note that the power level of the
propulsion plant may be specified in
terms of revolutions per minute when
trial draft or other conditions make
full Fwer
unattainable within ehaft
s~ed
lbitations.
2.1.3

Spcific
re~irements
for
these types of propulsion plants can
be found beginning with paragraph
2.2.
2. 1.2

SXcific

should
res~ct

Objectives

Pre-Trial

Prior to the trials, there

be a clear understanding
with
to the following:

The spcific
trials.

Specific objectives of
propulsion plant trials may be one
or more of the following:

The trial
schedule.

To demonstrate
satisfactory
OFration
of the propulsion plant
for a s~cified
~riod
of time at
specified horsepower, usually
maximum design horsepower.

Agreements

objectives

agenda

of the

and tentative

Conditions and met hods of operation

during the trial.
Correct ions, if any, to be applied
for deviations from apcif ied
conditions or spcif ic standards.

10

Measurement
e~ipment
Trial

methods,
and

te$t

2 .1.5

of each

trial

Fre~ency
of readings
measurements.
Trial

run.

unless otherwise agreed, any

run, which has been interrupted
by
machinery casualties necessitating
slowing down or stopping, should be
entirely rerun.
If the interruption
of a run is due to operating error
or maneuvering
from the bridge due
to traffic or other safety
situation,
only the disrupted
portion of the run need be repeated.

and

Preparations

Calibration
of shafting to determine
modulus of rigidity; if the shaft is
not to be calibrated, then an
agreement on the modulus to be used.
and calibration

2.2
2 .2.1

of

2.2.2

Calibration of special gages and

Records of calibrations
meters.
should be available prior to trials
and carried onboard during trials.
of trial

e~i~ent

Ascertaining
that all machinery
ew iPment iS in propr
working
condition.

PROPULSION

PLANT

ECONOMY

:..

TRIMS

Purpose

The primary purpose of Economy

Trials is the determination
of fuel
consumption.
An ancillary purpose
is to establish an RPM/SHP
relationship under trial condit ions.

Calibration of trial fuel meters.

Where ships meters are used as trial
or trial back-up instrumentation,
they should also be calibrated.

Installation
re~ired.

Duration

Duration of each Propulsion

Plant Trial should be as set forth
in Figures la,
lb,
and 1.c unless
otherwise specified or agreed.

Preparation
for propulsion
plant trials as defined in thie
section should include the
following:

Installation
toraiometer.

Trial

instrumentation.

drafts.

Duration

2. 1.4

temporary

ODeratina

Conditions

Uniform operating conditions

should be maintained
throughout each
trial run.
To establish steady
operating conditions
for economy
measurements,
a period of warming up
or adjustments should be allowed
prior to trial runs.
Steady-state
conditions should be proven prior to
starting economy trials.

as

and

Helm changes should be held to

a minimum and course changes should
be made with no more than 5 degrees
rudder.

Preparation of the trial ballasting

plan to provide the prescribed
submergence of the pro-l ler.

.
2.2.3

Control and records of fuel onboard

to provide for trials a homogeneous,
known, supply.

Freaencv

of Observations

Unless othemise
agreed,
observations
and instrument readings
should be taken at fifteen minute
Readings of tor~e
or
intervals.
shaft horsepower should be taken as
rewired
for producing, as nearly as
is practicable,
a continuous record,

Analysis of the fuel to be burned

including heating value, spcific
gravity, viscosity characteristics
and other pert inent proprt ies.

11

which will be averaged at 15-minute

intervals.
See Figures la,
l.b and
1. c for reading intervals for
important data.
2 .2.4

the use of the measuring e~ipment

to types described therein.
Measurements
of auxiliary
electric power should be made by
ships instruments unless otherwise
agreed.
For major apere
loads,
clmp
meters
should be utilized to
determine loads where meters
are
not fitted.

Sianals

Visual and/or audible signals

should be provided to mark the
beginning and end of runs and to
synchronize data taking.
Lights,
bells or horns should be located in
the machinery space and at the
computing station for easy
observation
by all participants.
signals should be controlled from a
central station:
The ships general
alarm system should not be used for
signaling.

2.2.5

For ships on which hotel loads

are relatively large, provision for
separate measurements
of total
auxiliary machinery loads and hotel
loads is recommended.
(c) Revolutions.
Accurate
and reliable trial shaft counters
suitably interfaced with the trial
signal system or data reduction
system should be installed and
checked out prior to the start of
the sea trials.
For details of
shaft revolution counters, see
Section 5.0, Instrument
and
Apparatus for Ship, s Trials.

Measurements
and
Instrumentation

(a) General.
Trial
observations
should include all
pertinent time intervals, pressures,
tem~ratures,
flow rates, levels,
revolutions,
cofiustion conditions,
and other characteristics
of
o~rat ion, as may be rewired
to
satisfy the trial object ives..

(d) Fuel Measurements.

Meaauremente of fuel ~antity
should
be made by flow rate meters, which
should be calibrated before and
after trials and the calibration
correction applied to the observed
trial data.
For further details on
the installation of trial fuel
meters, refer to section 5.0,
Instruments and Apparatue for Ship 5
Trials.

For information concerning

trial instrumentation,
see Section
5.0,
Instrwents
and Apparatus for
Ships Trials.

-.

For data reprt ing fores

listing recommended trial
obaervat ions, see Section 6.0,
Trial Data and Re~rt.

(e) dther Measurements.

Measurements of pres8ure and
temperature which materially affect
trial results should be obtained
from calibrated te8t gages and
thermometers
installed for the
trial.
Data from ship, s gages,
thermometers and instruments may be
used for trial purpses
provided
these instruments have been
calibrated and set to read correctly
in the o-rating
range.

(b) -.
Method of
determining
shaft horse~wer
should
be as agreed before trials.
Suitable measuring apparatus,
methods of measuring, and methods of
computing shaft horse~wer
are given
in Section 5.0, Instrumentat ion and
Apparatus fOK Ship s Trials, but it
is not intended to limit or restrict

12

Acceptable
instruments for
time measurements
are described in
Section 5.0, Instruments and
Apparatus for Ship s Trials.
Measurements
of water flow,
when rewired,
should be made with
calibrated water meters installed
for this purpose.
Ship s installed
meters may be used if calibrated.
2.2.6

2 .2.7

The fuel rate for all purposes

should be expressed in pounds per
shaft horsepower per hour or other
agreed standard units for each trial
run.
See Figures 22, 23 and 24 for
Data Sheets.
The fuel rate should
be determined
from averages of
readings recorded at fifteen (15)
minute intervals and data obtained
from other sources as indicated in
the following:

(b)

Fue 1 temperature
meter.

(d)

Gravity of fuel related

to spcific
gravity of
water at 60 F.

(e)

Table or plot of
weight /volme
for the
range of metering
temperature expacted,
applicable to the
gravity of fuel being
burned.

(f)

2.2.8

Fuel chemistry,
specified.

if

Trial

Reuort

2.3
PROPULS ION PLANT
ENDU~CE
TRIALS
2.3.1

Data

AHEAD

Purnose

The primary purpose of Ahead

Endurance Trials is to demonstrate
eatiefactory ahead opration
of the
propulsion plant at specified
operating conditions as
contractual ly re~ ired or agreed.
This should include specific shaft
horse~wer
or revolutions
per minute
for a prescribed ~riod
of the.

at the

since satisfactory
operation
and ~rfomance
of the machinery
plant is e~ally
essential
for
endurance and economy trials, they
may be conducted concurrently
when
s~cifications
for both are the sme
for shaft horse~wer,
pariod of run
For Endurance Trials
ttie and fuel.
the emphasis is on attaining and
sustaining the rewired
power level,
and fuel rate is a secondary

Higher heating value of

fuel from laboratory
tests or lower heating
value as agreed or
spacif ied.

13

Fuel Rate Calculation

See Section 6.0, Trial

and Re~rt
and Figure 26.

correct ion
calibration

(c)

(h)

The fuel rate for all purposes

should be expressed in pounds per
shaft horsepower hour or other
agreed standard units for each trial
run.

Fuel meter readings at

start and at end of each
trial interval.
Fuel meter
from meter
curve.

Average shaft horsepower

for each trial interval.

Note:
This should be
determined by post trial
analysis of a thorough mix of
fuel smples
taken at a
minimum of four e~ally
spaced
intervals during the run.

Fuel Rate Data Re aired

(a)

(9)

.,
-.
.

interest.
For Economy Trials the
fuel and power data are the
essentials,
and other data including
auxiliary load levels are used to
explain results to correct for Of fstandard conditions.

(2)

On ships with direct

drive, prime mover
parameters and
conditions, ad
manufacturer 8s shop test
or design data.

Sometimes Endurance Triale are

specified to include a demonstration
of satisfactory
operation of the
propulsion plant under service
conditions during a specified voyage
of the ship.
Such trials and the
details thereof are subject to
agrkement between the parties
involved and are not covered by this
section.

(3)

On ships with electric

drive, electrical input
to the propulsion
motor (s) with
manufacturers
data on
motor efficiency and
power consumption of
shaft-driven
auxiliaries.

2 .3.2

Even when trial power is

determined by use of a torsiometer,
a comparison should be made with
power derived from engine data,
particularly where a torsiometer
is
not to be permanently fitted.

Measurements
and
Instrumental ion

Economy Trial instrumentation

and data systems are generally
When
ade~ate
for Endurance Trials.
both trials are specified, the
re~irements
and discussions of
paragraph 2.2 apply.
When only
Endurance Trials are specified,
paragraph 2.2 is applicable, except
that special fuel meter calibration
may not be rem ired and ~wer
level
may be detemined
without use of a
torsiometer
as discussed below.
However, it is recommended that a
torsiometer
be used for at least
the first ship of a class so that
corrections to the alternative
methods discuseed below can be
developed both for future trials and
for use in checking service
prf omance.
.

2.3.3

Remrt

See Section 6.0, Trial

and Report and Figure 26.

Data

2.4

TRIAL

2.4.1

PROPULSION
Purwse

PLMT

ASTE~

and Procedure

The primary pur~ee

of the
aetern Endurance Trial ie to
demonstrate satisfactory astern
operation of the propulsion plant at
s~cified
oprating
conditions ae
contractually
rewired
or agreed.
This should include specific shaft
horaepwer
or revolutions per minute
for a prescribed pried
of the.
An
ancillary benefit is proving the
ade~acy
of piping eupwrts,
and
ewiwent
under severe vibratory
conditions.

When a torsiometer
is fitted,
pwer
should be derived from the
average tor~e
and mM
for the trial
period as set forth in paragraph
2.2.
However, u~n
agreement or by
SFCifiCatiOn,
torsiometers
may be
omitted and pwer
approximated
from
one or more of the following:
(1)

Trial

Difficulty in obtaining
unifom
pro~ller
loading because of
submergence variations due to ship

PrOpller
revolutions
-r minute with model
test data.

14

pitch, wave impingement or the

uncontrollable
circular track
generally followed when a singlescrew ship is under sternway, often
prevents 5teady propulsion plant
operation.
It is therefore
advisable to establish limits to
astern RPM and prime mover
paraeters.
As a result, the
average indicated shaft horsepower
for the astern run may be more or
less than the target value.

2 .5.1

Measurement
and
Instrumentation

ReDort

See Section 6.0, Trial Data

and Reprt
and Fi~re
26.
2.5

Steam

The test conditions

should
duplicate the spcified
design
conditions of the propulsion
turbine.
Unavoidable
trial
conditions may result in deviations
for the design conditions,
and the
stem
rate correction
factors for
such off-design conditions
should be
supplied by the turbine manufacturer
yr
advance agreement.

Instrument at ion and the data

system should be the sme
as that
When
for Ahead Endurance Trials.
stem
turbinee are the prime mover,
maximum temperatures
should be
monitored carefully.
Trial

Turbine

2.5.1. (b) Procedure.

The stem
rate test should be run for not less
than one hour under steady-state
conditions.
A1l valves and
connections which affect the
propulsion turbine stem
flow should
be listed and their position or
condition specified in advance.
Generally, all turbine extraction,
induction, drain and other valves
affecting measured flow should be
closed.
Means should be provided so
that the status of all valves and
connections can be readily
determined and monitored during the
teat.
Should it be neceesary for
Oprating
reasons to introduce or
extract fluid from the main stem
system or condensate/feed
system in
such a way as to affect turbine
ste=
flow measurements,
then the
~antitiee
should be measured or
calculated pr
advance agreement.

Except as rewired
for astern
steering trials, the rudder should
be held aidshipe
during astern
trials.

2.4.3

Propulsion
Test

2.5.1. (a)
Purpose.
The purpose of
this test is to determine the nonextraction steam rate of the
propulsion turbine at the specified
power.

Some ship specifications

will
limit sternway to that speed where
by maximum rudder movement from
hardover will not result in rudder
tor~e
exceeding the maximum
In such cases the
specified.
maximum astern speed should be
established
during the astern run by
incrementally
advancing propeller
speed until steering engine
pressures indicate the maximum
rudder tor~e
specified.

2 .4.2

Main
Rate

The stem
rate test ~riod
should be preceded by a stabilizing
~riod
of at least one-half hour
during which the
the plant

SPECIAL CONSIDERATIONS
FOR
STEM
PROPULSION PLANT TRIALS

OpratiOn
and the prt inent data
be reviewed and detemined
to be
satisfactory to begin the test.

This eection addresses sea

trial related tests which are
~culiar
to the stem
propulsion
plant.

15

can

.
*

The stem
rate should be
determined
from the averages of data
recorded during the teat period.
The data, which has a direct
influence on the stea
rate
determination,
should be recorded at
10 minute intervals and include but
not be limited to that stated in
steady-state
conditions
Figure 2.
are established
when the
fluctuation
of a reading from the
average for the trial period does
not exceed the values stated in
~igure 2. Satisfactory design
conditions are attained when the
average values for the test period
are within the deviation of
allowance of Figure 2.

Condensate pump flow should be

regulated so as to maintain hotwell
level in the gage glass at a
preselected mark thereon.
The level
should be maintained at the
preselected mark prior to reading
the condensate meter.
The turbine stem
inlet
condition should be determined with
a calibrated test gage and
thermocouple
installed in a section
of the inlet piping away from the
flow effects of valves and turns.
The turbine exhaust pressure
should be determined by absolute
pressure gages or thermocouples
thermometers installed adjacent to
the turbine exhaust flange
connection and either in the turbine
exhaust cylinder or condenser inlet
neck.

2.5.1.(c)
Measurements
and
Instrumentation.
This test rewires
precise measurements
of the shaft
horsepower, propeller speed, stem
flow, and the turbine inlet and
exhaust stem
conditions.
To this
end, the ship s instrumentation
should be au~ented
with
instrumentation
of known accuracy
and calibration.

Other trial measurements

should be determined by ship, s
instrumentation.
2.5.1. (d) ~.
The report
should show the test value and
corrected value of shaft horsepower,
RPM, and stem
rate.
The deviation
of average values from design and
correction factors applied should be
set forth.

The method of measuring power

and RPM should be the sme
as that
rewired
for Economy Trials,
Recomendatione
for SteMl
Propulsion Plant Trials, Figure
la.

Methods of calculating stem

flow and stem
rate from the
observed test data should be
propsed
by the shipbuilder,
endorsed by the turbine
manufacturer,
and agreed to by the
acceptance authority prior to the
teet.
See SN~
Sulletin 3-17,
Recommended Practice for Correcting
Stem
Power Plant Trial
Performance, for methods and
standards.
Methods of calculating
the shaft horsepower should be the
sae
as for economy trials.
See
Section 6.0 for Trial Data and
Report.

stem
flow should be
determined by stew
floweter
or
orifice installed in the turbine
inlet piping, flometer
or orifice
installed. in the condensate line
after the condensate pwp,
or by
first-stage nozzle preeeure
measurements.
Condensate meters,
orifices, or nozzles should be
calibrated and installed as agreed
or s~cified
prior to the test.
The
measured par=eters
and coefficients
of stem
orifices or nozzles should
be established
arid agreed to prior
to the test.

16

2 .5.2

Boiler

Overload

2.5.2.(b)
Measurement
Instrumentation.

Test

2.5.2.(a)
PurDoae and Procedure.
This test is designed to demonstrate
satisfactory
operability
of the
boiler and its auxiliaries at
overload capacity and to locate for
correction any caeing and uptake
leakage which might not appear at
lower rates.
Demonstrations
of the
first make of each manufacturers
boiler is generally sufficient to
determine ade~acy
of the design.
The test should consist of the
operation of the boiler, a8
indicated in Figure la,
at a
prescribed
firing rate calculated to
give the rewired
overload steOutput .

and

(1)

When an economy trial

has not been specified,
it is acceptable
to use
the ship, s fuel
meter (s) , provided that
suitable manufacturer ,s
calibration
curves are
available, to determine
fuel flow to the boiler.

(2)

All ship, s
calibrated
specified,
acceptable
test.

gages,
as agreed
are
for this

t
or

2.5.2.(c)
Trial Data Re mired.
The
fuel rate for each trial run should
be determined from the averages of
readings recorded at 15-minute
intervals and from data obtained
from other sources as indicated in
the following:

In order to expedite the test

it is advisable to convert the
overload firing rate, furnished by
the boiler manufacturer
in terms of
weight/volume
of standard fuel, to
volume of the fuel in use.
This is
done by applying factors for meter
calibration,
fuel gravity at
metering temperature and heat
content.
To allow for any offstandard fuel measurement
condition,
a slight margin should be added to
the calculated
figure to obtain the
target weight /volume.
Feed temperature,
cofiustion
air temperature
and volume, oil
tem~rature
at burners and other
operating condition
which might
affect boiler o-ration
should be
adjusted as closely as possible to
the manu facturer, s recommended
values.
The method of consuming the
stem
generated during the boiler
overload test should be agreed in
advance.
This is particularly
im~rtant
for single boiler ships
where the propulsion plant will not
consume all of the boiler overload
output .

17

(1)

Fuel meter readings at

start and at end of each
data interval.

(2)

Fuel meter correction

multiplier
from meter
calibration
curve.

(3)

Fuel temperature
meter.

(4)

Gravity of fuel referred

to specific gravity of
water at 60 F.
Table or
plot of weight/volume
for the range of
metering temperatures
expcted
applicable to
the gravity of fuel
being burned.

(5)

Higher heating value of

fuel from fuel analysis.

(6)

Boiler feedwater
temperature
to the
boiler.

at the

..

(7)

Air temperature to
forced draft fans or to
fuel oil burners.

(8)

Fuel temperature
burners.

(d)

Power transmission
elements including
gears, couplings,
clutches, etc.

(e)

Waste heat boilers

and/or auxiliary
boilers.

to the

Trial RePort.
See
2.5.2.(d)
Section 6.0, Trial Data and Report
Then select a data
and Figure 26.
sheet format appropriate to data
rewired
by paragraph 2.5.2. (c)
noting the boiler tested.

Special agreements should be

made prior to trials for observing
the performance of the auxiliary
component e mentioned above.

2.6

2.6.2

.
SPECIAL CONSIDERATIONS
FOR
DIESEL PROPULS ION PLANT TRIALS

Sme
as paragraph 2.2 except
for diesel installations
having a
s 1ip type COUP1 ing between the
engine and the shaft; then, both
engine revolutions and shaft
revolutions should be obtained.

This section addressee sea

trial related tests which are
peculiar to the diesel propulsion
plant and aplifies
some areas which
are covered generally in paragraphs
A major
2.2 through 2.4 above.
pur~se
of the Economy and Endurance
trials is to provide base-line
OPrating
data for the entire plant
when using service fuel, and the sea
trials should be planned and carried
out with this in mind.
2.6.1

Auxiliarv

Revolutions

2.6.3

Fuel Measurements

Sme
as paragraph
as follows:
(a)

The fuel consumption of

the main and auxiliary
engines and any other
fuel consuming e~ipent
in operation should be
meaaured separately.

(b)

Syetema that return fuel

to the upstrem
side of
the supply meter should
have the return measured
separately.

Comwnents

The following are exmples

of
auxiliary compnente
which may be
part of a diesel plant:
(a)

Turbochargers,
reciprocating
or gear
t~
blowers, or other
aourcee of cotiustion or
scavenging air pressure.

(b)

Engine-driven
lube oL1,
fuel or cooling fluid
preps .

2.6.4
.

(c)

2.2 except

FueL Rate Data Rem ired

Sme
as paragraph 2.2.
Include return fuel oil Meter
readings with other meter data.
In
addition, fuel rate corrections
for
variations of the following data
from design conditions should be
provided by the engine manufacturer:

Independently driven
generators, pumps or
centrifuges.

18

(a)

Inlet air temperature.

(b)

Inlet

air pressure.

(c)

Inlet air moisture

content.

(d)

Engine

(e)

Exhaust

(f)

Fuel oil heating

the BHP may be computed

with very good results
for slow or intermediate
speed units.
Engine
efficiency
data, other
correlating
data, or
s~ple
correction
curves
are also needed with the
indicator card data to
compute BHP.

RPM.
pressure.
value.

The purpose of these

corrections
is to properly evaluate
Suitable
diesel engine performance.
test devices should be provided on
trials to accurately measure these
variables.
2.6.5

Each of the above methodB may

be used to determine brake
horse~wer.
An agreed allowance
for
gear or coupling los Bes must be
applied to obtain shaft horsepower,
if these elemente are in the power
train.

When torsiometera
are not
rewired
to be fitted, brake
horsepower for diesel engines may be
estimated by the following methods:
(a)

(b)

(c)

When a torsiometer
is fitted,
the correlation
between the SHP
detemined
from the torsiometer
and
the SHP determined
from engine data
should be established
during the
trials.

Rack Position - Brake

horsepower may be
closely approximated by
careful observations of
fuel injection rack
psitions
and comparison
of these with data taken
during shop teets where
output is measured
directly on a water or
electric brake or
e~ivalent.
For max imm
accuracy it is neceseary
that shop tests and
ships trials utilized
comparable fuel.

2.6.6

ShiDs

Overall

Fuel

Rate

If the diesel-powered
ship has
separate fuel consuming auxiliaries,
such as auxiliary engines andjor
boilers, the fuel consumption
for
these auxiliaries
should be
detemined
and corrected to etandird
conditions separately.
If the main
diesel engine and the auxiliaries
use different fuels, consumption
should be separately corrected
for
density and heat value.
The ship s
overall fuel rate may then be
computed by suming
the fuel
consumption of these elements and
the propulsion unit and dividing the
sum by propulsion
shaft horsepwer.

S1 ip Coupling - On
installations using a
slip t~
coupling, the
torqe
transmitted can
be closely approxtiated
by comparing the engine
RPM and shaft RPM with
slip data supplied by
the coupling
manufacturer.
Indicator
Indicator

2.6.7

Trial

Oata

and Rewrt

See Section 6.0, Trial

and Reprt
and Figure 26.

Cards cards or

eqivalent
may be taken
on each cylinder, and
19

Oata

2.7

..

SPECIAL
TURBINE

2 .7.2

CONS IDEATIONS
FOR GAS
PROPULSION PLANT TRIALS

Fuel rate corrections

for
variations of the following from
design values should be provided by
the gas turbine engine manufacturer:

This section covers sea trial

related items which are peculiar to
This
gaB turbine propulsion plants.
guide is written around the basic
gas turbine propulsion unit
consisting of a gas generating
turbo-compressor
and independent
free power turbine; however, it
should not preclude trial
modifications
which future gas
turbine development may dictate.
2 .7.1

Auxiliarv

PrecOOlers,
intercoolers,
coolers.

Inlet air temperature.

(b)

Inlet air moisture

content.

(c)

Power turbine

(d)

Inlet air pressure.

(e)

Exhaust

RPM.

Reheaters, regenerators,
and recuperators.

(c)

Fuel conditioning
em i~ent.

(d)

Inde~ndent
generators

(e)

Control e~i~ent
safety devices.

(f)

Power transmission
elements including
gears, clutch, shaft
brake, coupling,
controllable pitch
pro-l ler, etc.

pressure.

These corrections are reqired

to properly evaluate gas turbine
performance.
Suitable test devices
should be provided on trials to
provide the necessary data.
Barometric pressure and relative
humidity of the outside air should
be recorded to permit evaluation of
air inlet and exhaust duct systems.
However, the shipbuilder is
responsible for designing the air
inlet and exhaust systems to meet
design turbine inlet and exhaust
condition,
and no correction to the
ships overall fuel rate should be
~mitted
for excessive pressure
loss in these systems.

and after

(b)

ly powered
and pumps.
and

2.7.3

(9)

(a)

Component S

The following are ex-pies

of
auxiliary components which may be
part of the gas turbine plant:
(a)

Fuel Rate Data Rew ired

When tors iomet ers are not

fitted, brake horsepwer
for gas
turbine engines may be estimated
from the engine RPM, internal gas
pressures and temperatures
and for
fuel oil flow with sufficient
accuracy for endurance trial
pur~ses.
Smple
reference curves
and correction factors will be very
useful to develop estbatee.

Waste heat or
independent ly fired
boilers.

SPC ial agreements should be

made orior to sea trials for
observing the performance of the
auxiliary components mentioned
above.

When tors iometers

are
rewired
to be fitted, a correlation
should be established during trials

20

between the horsepower determined

from the torsiometer
and the engine
brake horsepower as ascertained by
the engine pressure, RPM, and
temperature
data.
2.7.4

ShiD Is Overall

2 .7.5

Trial

2.a.2

and Reprt

SPECIAL CONSIDEWTIONS
FOR
ELECTRIC DRI~
PROPULS ION PLANT
TRIALS

2.8.3

Electric drive propulsion as

covered in this section consists of
electrical power generating
e~ ipment and propulsion motor(s) .
Drive units associated with the
electric propulsion generator and
motor units such am
stem
turbine, gas turbine and
diesel engines are covered in
paragraphs shove and are not
re~ated
in thie section.
2.8.1

Auxiliarv

Independently
pumps .

(c)

Attached

(d)

COntrOl e~ipment
safety devices.

(e)

Power transmission
elements including
gears, clutches,
shaft
brakes, couplings,
controllable
pitch
propeller, etc.

powered

pumps.
and

Power output from the

propulsion motor can be determined
from the torsiometer
when installed
or from the instruments
if not
installed.
Agreements
should be
made prior to trials regarding
instrwentation
to be used for power
determination
during trials.

See Section 6.0, Trial Data

and Report and Figure 26.
2.8

(b)

units.

Special agreements
should be
made prior to trials for observing
the performance of the auxiliary
components listed above.

shaft horsepower.
Data

Heat exchanger

Fuel Rate

If the gas turbine powered

ship has separately operated fuel
consuming auxiliary components, such
as auxiliary engines and/or boilers,
then the fuel consumption for these
auxiliaries
should be determined and
corrected to standard conditions
separately during trials.
If the
gae turbine and auxiliaries use
different fuels, consumption data
should be separately adjusted for
The
density and heat ing value.
ships overall fuel rate may then be
computed by suming
the fuel
consumed by these units and the
propulsion unit and dividing the sum
by PrOeulsion

(a)

Trial

Data

and Rewrt

See Section 6.0, Trial

and Re~rt
and Fi~re
26.
2.9

2.9.1

CENTRALI ZEO PROPULSION

SYSTEM TEST

Data

CONTROL

Purwse

The pur~se
of the test is to
demonstrate the ability of the
system to control the propulsion
plant in all design modes and to
demonstrate eat iaf actory propu 1s ion
plant resynse
during transient
OpratiOn
at spc if ied rates and
initial and final conditions.

Comwnents

The following are exaples

of
auxiliary com~nents
which may be
part of the electric drive
propulsion plant.

21

2.9.2

Procedure

demonstrated under free route,

maneuvering and emergency conditions
in accordance with the sea trial
agenda agreed to in advance.

Prior to sea trials the

control system and its subsystems,
seneing elements, valve and
evipment
operators, safety devices,
alarms and indicators should have
been tested for proper installation
and operation and should have been
adjusted and timed to the values
predicted to provide smooth and
correct control of the ship at sea.
Cremen
responsible
for operation
should be fully trained in the
capabilities
and operation of the
control system prior to sea trials.
Satisfactory
integrated operation of
the total control system should also
have been demonstrated
to the extent
practicable.

In addition to proper control

in each mode, satisfactory
transition between modes of control
should be demonstrated.
When the
bridge control is demonstrated,
there should be no assistance from
the engine room watch, and when
centralized engine room control is
demonstrated there should be no
assistance from local e~ipment
watchstanders
unless such manual
participation
ie incorporated
in the
design.
Safety features should be
demonstrated at sea, if possible,
without disrupting the adjustment
the control system or setting up
conditions beyond the operating
range of the propulsion system.

At the beginning of sea trials

it is advisable to teat the control
system at reduced powers and make
the indicated adjustments prior to
demonstration
of the full
re~irements.
All rewired
OFratiOnS
of the controls shOuld be

2.9.3

Trial ReWrt

See Section 6.0, Trial

and Reprt
and Figure 20.

22

Data

of

SNAMS GUIDE

FOR SEA TRIALS

Boiler
Overload

Ahead
Endurance

Astern
Endurance

Economy

Steam

OURATION
MWR
LEVEL

4 Hoursn
Max Des igna

30 Minutes
Max Continuous

4 Hoursa
Servicea

CRITICAL
MEASUREMENTS
DATA INTERVAL FOR
CRITICAL MEASURE~NTS

Power

Tor~e/RPM

Power Level &

Fuel Coneump

1 Hour
As obtained
from nozzle
setting
Power & Steam
Flow

1 Hour
As required
to load
boiler
Fuel Consump

15 Minutes
TorWe
RPM
StePress
Stem
Temp
Prop Pitch
PRPLS MOtOr KW
Vacuum
Exh Temp
Plus Mfq 6 Lim
Minus 2%

10 Minutee
Torpe
RPM
StePrees
Stem
Temp
Prop Pitch
PRPLS Motor KW
Vacuum
Exh Press
Plue Mfr, s Lim
Minus 10%

15 Minutes
S-e
ae Ahd Endur
plus :
Fuel
Aux Load

10 Minutes
Torque
RPM
Steam Press
Steam Temp
PRPLS Motor
Vacuum
Exh Temp
Cond Flow

15 Minutes
Fuel F1OW
FO Temp
Steam Press
Steam Temp
Stack Temp
Air Press

Plus 5%
Minus 50

See Text

Plus 5%
Minus O%

PIUS 5a
Minus 5%

PIUB Mfr Os Lim

Minus 2Da

Plus 50
Minus 50

See Text

Plus 50
Minus 5%

Power or RPM

Torpe,
Chest
Astern

Power

POwe r

Fuel Flow

Nozzles

Boiler
Controls

TRIAL

SUPPORTING DATA
(as prtinent )

E
DEVIATION OF CRITICAL
HEASUREMSNT
AVERAGES
FROM LEVEL SPECIFIED
FLUCTUATION OF INOIVIDUAL DATA ITEM FROM
AVERAGE FOR CRITICAL
~AsuREMNT
PLANT CONTROL
PAWTER
~ANS
OF CONTROL

Ahead

Throttle

RPM or
Prees
Throttle

Combustion
Air Temps

or RPM

Nozzles

Rate

a Endurance and Economy Trials may be concurrent

if pwer
level is the same.
If rower levels differ, the duration of the Endurance Trial mav be reduced to two hours
Trial immediately
(alternatively
recommended) .
FIG.
la.
RECO~ENOATIONS
FOR STEAM PROPULS ION PLANT TRIALS

.,

KW

if it fol lows the Economy

.
..

,,

sN~

GUIDE

FOR SEA TRIALS

Ahead
Endurance

Astern
Endurance

DURATION
POWER LEVEL

4 Hoursn
Max Continuous
Rat ing

30 Minutes
Max Astern
Rat ingn

CRITICAL
MEASUREMENTS
INTERVAL FOR
CRITICAL MEASUREMENTS

Power

Tor~e/RPM

15 Minutes

10 Minutes

Toraue
RPM Prop Pitch
PRPLS Motor KW
Rack Position
Max Cylinder Firing
Preesure
Power or RPM

Toraue
RPM
Prop Pitch
PRPLS Motor KW
Rack Position

TRIAL

SUPPORTING DATA
(ae ~rtinent )

PLANT CONTROL

P~TER

TOr~e

Economy

4 Hoursa
Cent inuous
Service Heating

Cent inuous

Power Level &

Fuel ConSump
15 Minutes
Sae
as Ahd Endur
plus : Aux Load
Fue 1

FO Ht Content
Air Intake Temps
Power Or RPM

RPM

a Endurance

and Economy Trials may be concurrent if Fwer

level is the sine.
If rower levels differ. the duration of the Endurance Trial mav be reduced
the Economv Trial immediately
(alternatively
recommended) .
b To be in accordance with Classification
Society requirements.
FIG.

lb.

RECOMMENDATIONS

FOR O IESEL PROPULS ION PLANT

TRIALS

to two hours

if it follows

SNWE
TRIAL

DURATION
PONER LEVEL
CRITICAL
MEASUREMENTS
INTERVAL FOR
CRITICAL MEASUREMENTS
SUPPORTING OATA
(as prtinent
)

LNn

DEVIATION OF CRITICAL
MEASUREWENT
AVBRAGES
FROM LEVEL SPECIFIED
FLUCTUATION
OF
INDIVIDUAL DATA ITEM
FROM AVERAGE FOR
CRITICAL ~ASURS~NT
PLANT CONTROL PARAWETER
MEANS OF CONTROL

GUIDE

FOR SEA TRIALS

Ahead
Endurance

Astern
Endurance

Economy

4 Hoursa
Max Oesigna
Power

30 Minutes
Max Continuous
Torque/RPM

15 Minutes

10 Minutes

4 Hoursa
Service
Power Leve 1 &
Fuel ConSump
15 Minutes

TorWe
RPM
Prop Pitch
PRPLS Motor
Exh Temp

Torque
RPM
Prop Pitch
PRPLS Motor
Exh Press

KW

Same as Ahd Endur

plus:
Aux Load
Fuel
KW
Air Intake
Plus 5%
Minus 5%

Plus Mfg, s Lim

Minus 2%

Plus Mfr)s
Minus 10%

Plus 5%
Minus 59

Plus Mfr, s Lim

Minus 20%

Plus 5%
Minus 5%

Power
Ahead

Torque
Astern

Power
Ahead

or RPM
of Throttle

Lim

RPM
Throttle

and Economy Trials may be concurrent

if power level ie the same.
If rower levels differ, the duration of the Endurance Trial may be reduced
the Economy Trial immediately
(alternatively
recommended ).
b To be in accordance with Claesif ication Society requirements.

Temps

or RPM
Throttle

a Endurance

FIG . 1. C

,,

RECOWNDATIONS

FOR GAS TURBINE

PROPULS ION PLANT

..

to two hours

TRIALS

if it follows

-,

Dev iat ion

of Average
From DeSian
Inlet Stem

Pre SSure

Inlet Stea

Temperature

Exhaust

Pre8eure

- %

- In. Hg. fia.

RPM - 8

Shaft

Horse~wer

10

~ 25

10

~ 0.5

Stem

(Condensate)

10
+2

~5

- 0
Flow - Gal.

ACCEPTABLE

Data
Interval

~3

+ 10
-5

Shaft

FIG. 2.
N

- F

Fluctuation
of Reading
From Averaae

---

OEVIATION AND FLUCTUATION TOLE~NCE

FOR STEM
RATE TEST OATA

10

10
---

AND RBAO ING INTERVALS

3.0

3.1

SELECTION

WE~RING

AND SPECI~

operating regulations or providing

data for future designs.
The
subse~ent
utility of the data
should be the basis for selection.

OF TESTS

This section contains

procedures
for conducting
maneuvering
and other special trials
and tests.
Ships specifications
should include the owners selection
from the following tests:
3.4
3.5
3.6
3.7
3.8
3.9
3.10
3.11
3.12
3.13
3.14
3.15
3.16
3.17
3.18
3.19
3.20
3.21
3.22
3.23

TESTS

When possible, tests should be

conducted to compare the ship, B
actual maneuvering performance with
the designer s estimation.
Maneuvering trials, paragraphs 3.7
through 3.13, provide data which is
applicable to all ships of a class,
unless there has been a change in
draft, rudder or underwater
appendages.
In view of the
increased size of tankers and other
bulk carriers and the conse~ent
greater disparity between their
momentum and the forces available to
change it, together with the
~tential
for catastrophic
~llution
in the event of collision or
grounding, owners should consider
specifying maneuvering tests at
other than the speeds and conditions
than prescribed herein.
The
objective should be to explore the
maneuvering characteristics
of each
new class of ship so as to be able
to provide the bridge with data
aPPlic*le
to all situations liable
to be encountered.

Ahead Steering
Astern Steering
Auxiliary Means of Steering
Turning Circlee
,,2,,Maneuver
Initial Turning
Pullout
Direct Spiral
Reverse Spiral
Thruster
Quick Reversal from Ahead to
Astern
Quick Reversal from Astern to
Ahead
Low Speed Controllability
Maneuvers
Slow Steming
Ability
Anchor Windlass
Distilling Plant
Miscellaneous
Auxiliary
Syetems
Emergency Propul Sion SySteM8
Navigation E~i~ent
Dyn-ic
Positioning System

The test sped

as used in
these yidelines
is defined as the
sped
at which a ship may be
expcted
to navigate in areas where
maneuvers are nomal ly rewired,
and
are not restricted by insufficient
water depth or channel boundaries.

In selecting tests,
cons iderat ion should be given to
their pur~se.
Some are intended to
demonstrate
~rfomance
of vital
machinery and sat isf y re~latory
Some are easent ial to
re~iremente.
verify that the vessel has
satisfactory
basic course keeping
and turning ~alities
while others
are intended to obtain maneuvering
data to be used in establishing

In the case of slow, full form

ships this sped
may be close to
design sea sped.
On the other hand
for fast, fine fom
ships it may be

27

3.4

a much lower proportion of design

speed.
The following formula is
suggested as a guide to selecting
test epeed:
VT=
where:

D
CB

speed

= design

Midships to Hardover Right Hold ten seconds.

Hardover Right to HardOver
Left - Hold ten seconds.
Hardover Left to HardOver
Right - Hold ten seconds.
HardOver Right to Midships Maneuver complete.

speed

= block coefficient
the design draught

at

This formula provides test

speed values for bulk carriers and
dry cargo/container
ship types which
are often used in general practice.
Unless otherwise indicated tests
should be comenced
at the test
speed.
3.2

After ship- s speed has been

reetored, use the other steering
power unit and repeat the above
rudder movements
in opposite
sequence.
For rudder movement rate,
use the average degrees per second
for total time from start to 5
degrees before ordered angle.
Throttle setting for single screw
ships should not be changed during
test.
For multi-screw
ships, the
throttle may be adjusted as
necessary to correct unacceptable
ovarsped
or overtor~e.

PREPARATION

PrOpr
preparation
is
essential to obtain meaningful data
and avoid abort ing mandatory test e.
Detailed instruction for performing
each test, including maneuvering
diagrms
and data sheets where
pert inent, should be prepared in
Test conductors and data
advance.
takers ehould be instructed in their
duties, shown their station, checked
out on instruments and have their
understanding
of the test verified.
3.3

STEERING

With the ship in the trial

ballast condition and proceeding
ahead at maximum trial shaft RPM,
move the rudder at maximum rate as
follows:

CBXVD

VT = test

AHEAO

The following data should be

recorded on Figure 5 during the
test:
(a)

Time of test

(b)

Time re~ired
movement.

(c)

Maxtium

rudder

(d)

Maximum

oil pressure

(e)

Servo pressure, replenishing

pressure and pump stroke at
maxtium demand, if avail tile
from shivs instruments and
indicators.

(f)

Power unit
volts, aps

and base

course.

REPORTS

Reports should present the

data in t~ular
or diagr-atic
fem.
Smple
diagrma
and data
sheets are shown in Section 6.
Reprts
should include, where
pertinent, discussion of the
significance
of findings and an
explanation
of data anomalies.
Re~rted
information should be of
sufficient detail to provide the
data rewired
to prepare the Pilot
Card, Wheelhouse Poster, and
maneuvering
Booklet described in IMO
Resolution A. 601 and the first order
steering ~ality
indices K and T.

28

for each

rudder

anglee.

in use and
and RPM.

on rm.

idle

(9)

Steering gear motor minimum

and maximum volts, mperes,
and RPM for each rudder
movement.

(h)

Propeller shaft RPM at start

and finish of test on each
unit.

(i)

Depth of water, sea condition,

and wind direction.

(])

Steering

(k)

Trial

station

drafts,

movements, the time necessary to

secure normal mode and activate the
auxiliary unit should be recorded.
When the standby unit of a dual
hydraulic steering gear is the
specified auxiliary means of
steering, it is tested under
paragraph 3.4, and the test need not
be re~ated.
3.7

ASTERN

fore and aft.

The essential information to

be obtained from this maneuver
consists of tactical diaeter,
advance and transfer.
Also of
interest are the final ship speed
and yaw rate in the steady state
of the turning circle.
A turning
circle of at least 54o degrees
should be completed to determine the
main parmeters
of the maneuver and
allow correction for any drift
caused by a steady current or wind.

STEERING

With the ship in the trial

ballast condition and moving astern
at maximum astern shaft e~ed,
using
either one of the main power units,
move the rudder at maximum rate as
follows:

With the ship in the trial

ballast condition and proceeding
ahead at the maximum trial shaft
RPM, with either steering power
unit, move the rudder at maximum
rate and ~rform
the following
maneuvers:

Midships to Hardover Right Hold tan aeconde.

HardOver Right to HardOver
Left - Hold ten seconds.
HardOver Left to HardOver
Right - Hold ten seconds.
HardOver Right to Midships Maneuver complete.
Record data as prescribed
paragraph 3.4 dove.
3.6

AUXILIARY

~ANS

CIRCLES

Turning circles should be

performed to both starboard and port
with 35 degrees rudder angle or the
maximum design rudder angle
permissible at the test speed.

in control.

The above test is appropriate

for dual power unit electrohydraulic systems.
If a different
system is installed, suitable
adjustments
to the re~irements
should be made.
3.5

TURNING

Move rudder to HardOver

and hold until ships heading
changed 540 degrees.

in

Resme
a straight
restore sped.

OF STEERING

Where auxiliary pwer

steering
means is specified to control the
rudder at reduced ships sped,
rate, and range of rudder movement,
euch opration
should be
demonstrated
at sea.
In addition to
shaft RPM and the
of rudder

course

Move Rudder to Hardover

and hold until ship s heading
changed 540 degrees.
Resume

a straight

Right
has

and

Left
has

course.

Throttle setting for singlescrew ships should not be changed

29

during the test.

For multi-screw
ships, throttle may be adjusted as
necessary to correct unacceptable
overspeed or overtor~e.
If
throttle adjustment has to be made
during the turn, the maneuver ehould
be repeated at a reduced approach
RPM to determine the maximum speed
at which a hard turn can be made
without throttle adjustment.

(f)

Shaft RPM at beginning

of each circle.

The following data

recorded or derived:

(9)

Depth of water
condition.

and sea

(h)

Wind direction

and velocity.

(i)

Trial

Time

(b)

Rudder

(c)

compass reading to nearest

degree every 10 seconds that
ship is in the turning
maneuver.

(d)

(e)

and end

should be

(a)

of teet,

radiometric e~ipment
is not
installed, ship, s track should
be obtained by radar, shore
station tracking, or visual
observation
of the wake.
Observation
intervals should
coincide with heading data
intervals.

and base course.

angle.
draft

fore and aft.

Circle tests may be specified

at depths, drafts, speeds, and
rudder angles other than those
given, if ship s maneuvering
characteristics
re~ire
further
exploration.

Time elapsed, and advance from

start of rudder movement and
clearing base course if
radiometric data is
available.
To detemine
advance-to-c lear-base-course
and time-to-clear-base-course,
plot ships heading at each
~sition
determination
pint
using a line scaled to ships
length to indicate ship s
heading.
The 1ine
representing
the ship should
cross the track line at the
pint
corres~nding
to the
location of the receiving
antenna for the radiometric
device.
The pint
at which
the stern end of the line
representing
the ship clears
the line of the base course
should be indicated, and the
advance to this pint
scaled
from the plot.
Corresponding
time can be detemined
from a
plot of time against heading.

At the completion of each of

the turning circle tests a pullout
test may be prfomed
to provide
information on the ship e dynaic
stability.
For further information
see paragraph 3.10.
Turning circlee should be
plotted and tactical dimensions
re~rted
as illustrated
in Section
6 and Ap~ndix
A to
6. See Fi~re
Chapter 6 when precise tracking is
available.
See Figure 7 when
precise tracking is not available.

The Z Maneuver may be

identified as the zig-zag Maneuver
or the Kempf Maneuver.

With the ship in trial ballast

condition and proceeding ahead into
the wind at the maxtim
trial shaft
RPM, with either steering pwer
unit, move the rudder at maximum
rate and ~rfom
the following
maneuvers:

Ship s psition
at suitable
intervala from radiometric
eqipent,
if installed.
If

30

Move the rudder from center to

10 degrees right - hold until ship s
heading is 10 degrees to the right
of the original course.

The essential information to

be obtained for the ,~Z,,Maneuver is
the initial turning time, time to
second execute, the time to check
yaw, and the angle of overshoot.
In
addition an analysis of the Z,,
Maneuver furnishes values of the
steering indices K (gain constant )
and T (time constant) associated
with linearized steering theory.
See Analysis of Kempf s Standard
Maneuver and Proposed Steer ing
Quality Indices , First Smposium
on
Shin Maneuverability,
David Taylor
Model Basin Report 146, 1960 by K.
Nomoto.

Move the rudder from 10

degrees right to 10 degrees left hold until ships heading is 10
degrees to the left of the original
course.
Move the rudder from 10
degrees left to 10 degrees right hold until the ship s heading is 10
degrees to the right of the original
course.

The following data

recorded or derived:

Move the rudder from 10

degrees right to 10 degrees left hold until original heading is
Steady on original
restored.
course.
In some cases it may be
desirable to modify the test so as
to include a fifth rudder movement
in order to collect additional data
A pullout test
for other analysis.
may aleo be performed u~n
completion of the Z Maneuver.
The standard type Z
ManeuverS are the 10/10; which is
10 rudder change, 10 change of
heading at next rudder execute; and
20/20 tests.
At least one standard typ
Z
Maneuver should be ~rfomed
at the
test speed.
The 10/10 test is
preferred, as it provides btter
discrimination
between ship
The 20/200 test
characteristics.
should also be included to provide a
comparison with data availsble from
For stiilar rea80ns
earlier tests.
of comparison the 20/10 test may
The
be taken into cons iderat ion.
20/10 tests are fre~ently
perfomed
in long towing basins, in
narrow waters, and for reasons of
special analysis.

31

should

be

(a)

Time of test and base course.

(b)

Time of shift rudder, start

and etop of actual rudder
mot ion.

(c)

Time rudder
position.

(d)

Compass reading to the nearest

degree every 10 seconds that
the ship is in the Z
Maneuver.

(e)

Shaft RPM at beginning

of test.

(f)

Wind velocity

(9)

Oepth of water
condition.

(h)

Trial drafts,

(i.)

Ships track from radiometric

data, if e~ipment
is
installed.

is held at each

and end

and direction.
and sea

fore and aft.

Prepare a plot of rudder

posit ion and ship, s heading changes
during the maneuver.
Indicate the
tactical dimensions as illustrated
in Section 6, specifically
Figure 8.

(3)
(4)
(5)

Tests may be specified at

different ship speeds, depths of
water, ballast conditions, and
rudder angles if more data is
rewired.
3.9

INITIAL

TU~ING

(b)

3.10

Lay the rudder over to the

specified setting and hold until the
turning becmes
steady.

Before
(1)
(2)

starting

Rudder angle.
Gyro compass reading
every 10 seconds to the
smallest fraction of
degree readable.

PULLOUT

TESTS

The pullout test gives a

simple indication of a ship, s
dynaic
stability on a straight
course.
The ship is first made to
turn with a certain rate of turn in
either direction, upon which the
rudder is returned to midship.
If
the ship is stable, then the rate of
turn will decay to zero for turns to
both ~rt
and starboard. If the ship
is unstable, then the rate of turn
will reduce to some residual rate of
turn.
The pullout tests must be
per fomed
to both ~rt
and starboard
to chow ~esible
ae~etry.
Normally, pullout teats are
~rfomed
at the end of the turning
circle tests, Z Maneuver, and
initial turning tests, but they may
be carried out separately.

With the ship in the s~cified

trial conditions and proceeding
ahead at the designated speed and on
a steady course, conduct the
maneuver as follows for two separate
tests, one at a rudder angle of 10
degrees and one at a rudder angle of
20 degrees.

(a)

the test:

Both heading and rate of

change of headings should be plotted
for each rudder position.

The initial turning te5t S

provide information on the transient
heading condition between steady
state approach and change of heading
after application of the rudder.
These tests should be performed with
rudder angles of 10 degrees and 20
degrees.
The time history of
heading and yaw rate should be
plotted.
These tests may be
performed in conjunction with
turning circle tests and partially
with Z Maneuvers, which are
described in Sectione 3.7 and 3.8,
res~ctively.

The following data

recorded on Fi~re
9.

During
(1)
(2)

TESTS

Wind velocity and

direction.
Depth of water and sea
condition.
Trial draft.

Each test consists of a prt

and starboard run as follows:

should be
Attain a eteady turning rate
with a fixed rudder angle of
approximately
15 degrees to 35
degrees.
The engine control
settings are kept constant.

the test:

Time of teat and base

course.
Ship aped
and
corres~nding
RPM.

Return rudder to midships

psition,
and record time.

32

Move

Record heading, ship speed,

and pro~ller
RPM at 10 second
These recordings
intervals.
should be continued for 12
readings, i.e. , 120 seconds,
past the interval in which
steady state, i.e. , a constant
rate of turn, is obtained.
The results should
as shown on Figure
.3.11

THE DI~CT

SPI=

be reported
10.

the rudder to the

following setting and hold
at each setting until a
steady turning rate* in
degrees is obtained:
20R,
15R, 10R, 5R, 3R, 1X, O,
lL, 3L, 5L, 10L, 15L, 20L,
15L, 10L, 5L, 3L, IL, O,
lR, 3R, 5R, 10R, 15R, 20R.

A eteady turning rate is the

difference between succeaeive ship
headings and should be noted as the
test progresses.
When these
differences are reasonably constant
for at lea8t six consecutive
readings, the rudder is ordered to
the next setting.

TEST

The direct spiral test is an

orderly se~ence
of turning circle
tests to obtain a steady turning
rate versue rudder angle relation.

The
recorded:

In case there are reasons to

expect the ship to be dyntiically
unstable, or only marginally stable,
a direct spiral test will give
This is a
additional
information.
time consuming test to perfom,
especially
for large and slow ships.
The test is very sensitive to
Also a
weather conditions.
significant mount
of time and care
is needed for the ship to obtain a
steady rate of change of heading
after each rudder angle change.

(a)

following

Before
(1)
(2)
(3)
(4)
(5)

Ships s~eds
most unfavorable
to directional
stability at trial
draft should be esttiated and
Since this
s~cified
for the test.
test may be adversely affected by
the elements, it should be conducted
only in relatively calm seas, i.e. ,
sea state 3 or less, and winds of
less than 10 hots.

(b)

During
(1)
(2)

data

starting

should

be

the test:

Time of test and base

course.
Ship awed
and
corres~nding
RPM.
Wind velocity and
direction.
Depth of water and sea
condition.
Trial draft.
the test:
Rudder angle.
Gyro Compase reading
every 10 seconds to the
8mallemt fraction of
degree readable.

Rate of change of headings

should be plotted for each rudder
@sition.

With the ship in the spcified

trial ballast condition and
proceeding ahead at the designated
sped
and on a steady course, u~ing
either steering ~wer
unit, conduct
the maneuver ae follows:

In cases where the ship is

dynamically unstable it will appear
that it is still turning stead:ly in
the original direction although the
rudder is now 81 ight ly deflected to
the oppsite
eide.
At a certain
stage the yaw rate will abruptly

Lay the rudder 20 degrees to

starboard and hold until
the turning rate becomes
steady.

33

The ship

change to the other side and the yaw

rate versus rudder angle relation
will not be defined by a separate
curve.
Upon completion of the test
the results will display the
-hysteresis loop . See Figure
n(b) , Unstable Ship.
3.12

THE REVERSE

SPI~

TEST

The reverse spiral test may

provide a more rapid procedure than
the direct spiral test to define the
instability loop as well as the
unstable branch of the yaw rate
versus rudder angle relationship.
In the reverse spiral test the
ship is steered at a constant rate
of turn and the mean rudder angle
rewired
to produce this yaw rate is
measured.

to approach

The test should be performed

at the following steady rates
of turn in degrees per second:
I.OR, 0.8R, 0.6R, 0.4R, 0.2R,
O.lR, O, O.lL, 0.2L, 0.4L,
0.6L, 0.8L, l.oL.

The necessary e~ipment

is a
properly calibrated rate of the turn
indicator and an accurate rudder
Accuracy can be
angle indicator.
improved if a continuous recording
of the rate of turn and the rudder
angle are available for analysis.
In certain cases the test may be
performed with the automatic
steering devices available onboard.
Prior to the conduct of the test,
the rate of turn indicator
calibration may be checked by timing
turns using the gyrocompass.

The
recorded:
(a)

(2)
(3)
(4)
(5)
(b)

Points on the curve of yaw

rate versus rudder angle may be
recorded in any order using the
reverse spiral test techni~e.

following

Before
(1)

If manual steering is ueed,

the instantaneous
rate of turn
should be visually displayed to the
helmsman, either on a recorder or on
a rate of turn indicator.

The procedure for obtaining

pint
of the curve should be ae
follows:

is made

the desired rate Of turn, by

apelyin9 a moderate rudder
angle.
As soon as the desired
rate of turn is obtained, the
rudder is actuated such as to
maintain this rate of turn as
precisely as possible, using
progressively
decreasing
rudder motions until steady
values of epeed and rate of
turn have been obtained.
Steady rate of turn should
usually be obtained fairly
rapidly since rate-steering
is
easier to perform than normal
compass steering.

data

starting

should

be

the test:

Time of test and base

course
Ship sped
and
corresponding
RPM
Wind velocity and
direction
Depth of water and eea
condition
Trial drafts

The average rudder angle

associated with each
associated steady state turn
rate measurement
pint.

This procedure should be

repated
for a range of yaw rates
until a complete yaw rate versus
rudder angle relationship
is
established,
e.g. , between 20
degrees ~rt
to 20 degrees starboard
rudders.

34

The results of the spiral

teste should be presented in
accordance with the diagras
provided in Figure 12. h pronounced
S shape on Figure 12 illustrates a
ship with instability, and this
instability provides a hysteresis
loop like that illustrated in Fiwre
n(b) , Unstable Ship, for the rate
of change of heading.
3.13
i

3: 13.1

THRUSTER

(2)

3 .13.2

TESTS

Bow Thruster

Compass
nearest
seconds

readings to
degree every

(3)

Depth of water
condition

(4)

Wind

(5)

Trial

Other

speed

10

and sea

and direction

drafts

Thrust

Devices

Other thrust devices such as

stern thrusters and active rudder~
may be tested similarly to the
descriptions
in paragraph 3.13.1.
The data sheets provided in Section
6, Figure 13 are suitable.

Tests

In addition to the performance

test data of flow thrusters obtained
during dock trials, tests of bow
thrusters at sea demonstrate
thruster effectiveness
in turning
the chip.

3. 13.3

special

Thruster

Tests

With the ship in trial

ballast condition, conduct the
It ehould be noted
maneuvers below.
that reduced thrust may result
unless submergence of the thruster
axis of at least 0.S times the
thruster dimeter
is provided.

For tankerB or other similarly

configured ships where deep trial
drafts are ~sBible,
additional
spcial
tests may be conducted to
better define the effectiveness
of
thKuBterS when the Bhip haB forward
mot ion.

Bow thruster tests for dry

cargo ships in the trial ballast
condition are severely influenced by
sea and wind and Bhould be conducted
only in protected areaa or in the
o~n
sea when sea conditions are
exceptionally
smooth.

The following tests

conducted and data ehould
recorded:
(1)

With the ship dead-in-water

and heading into the wind, o~rate
the bow thruster at full thruet for
10 minutes or the the
it takes to
change the ships heading 30 degrees
to left of the original heading,
whichever occurs firet.
Reverse the
bow thruster and re~at.
The following data should be
recorded on Figure 13 during the
test:
(1)

Time of test and base

course

35

may be
be

Ship moving ahead at

shaft RPM corresponding
to 3 hots:
(a)

With the ship

moving into the
wind, use the
thruster and full
rudder to change
the ship e heading
30 degrees
to the
left of the
original heading.

(b)

Use the thruster

and full rudder to
swing the ship

(c)

(2)

from left 30
degrees to the
right of the
original heading.

(c)

RPM, tor~e,
and significant
prime mover par-eters
at
freqent
intervals during the
maneuver.

Repeat (1 ) (a) and

(b) above, using
full rudder
without the
thruster.

(d)

Time of issuing

(e)

Time when propeller

prior to reversal.

(f)

Time shaft starte astern or

the propeller pitch is
positioned for astern way.

(9)

Time to stop
in-Water .

(h)

Time to reach re~ired

astern shaft RPM.

(i)

Ship-s position at suitable

intervals from radiometric
ewi~ent,
if installed, so
that a diagrm
of the reversal
maneuver showing track and
heading may be plotted.
If
radiometric e~ipment
is not
installed, take Dutch log
data.

(])

Nutier of markers dropped and

time and distance interval
with corresponding
ahead
reach, when Outch log method
io ueed.

(k)

Oepth of water
condition.

and

(1)

Wind

and velocity.

(m)

Ships

Ship moving ahead at

shaft RPM corresponding
to 6 knots:
Re~at
maneuvers in (1 )
(a ) through (c ) above.

(3)

Ship speeds
knots:

above

Repeat maneuvers
(1 ) (a)
through (c ) above in
increments of 3 knots
above 6 knots unt i1 the
thruster is no longer
effective.
3.14

QUICK RSWRS~
FROM WEAO
ASTERN (STOPPING TESTS)

TO

With the ship at trial drafts

and proceeding ahead at maxtium
trial shaft RPM and nomal
machinery
0Fratin9
condition,
signal FU1l
Astern while maintaining the rudder
in the -idships
position.
Reverse
the throttle at m=imum
allowable
rate or move the automatic control
lever in one motion to the full
astern ~sition.
See paragraph 2.9
for the centralized control test.
When the ship gains sternway,
continue with the scheduled tests.

Time

of test

(b)

Prime mover parmeters

immediately prior to Full
Astern signal.

ship

direction

order.

stops

Dead-

maximum

sea

drafte.

For the pur~se

of obtaining
o~rat ing data, additional
etopping
tests may be conducted from other
initial speds
and using other
stopping aids such as rudder
cycling, as agreed.

The following data should be

recorded on data sheets like Fi~re
14 during the test:
(a)

aster

and base course.

36

3.15

QUICK
AWEAD

RS~RSAL

FROM ASTERN

3.16

TO

NOTE :

With the ship in the trial

ballast condition and moving astern
at maximum specified RPM, signal
-Full Ahead while maintaining
rudder in the aidship s position.
Reverse throttle at maximum
When the ship has
allowable rate.
gained headway, continue with
scheduled tests.
.

Time

(b)

Prime mover paraeters

immediately prior to Full
Ahead, signal.
Monitor
maximum excursions of RPM and
tor~e,
if available, during
the maneuver.

of test and base course.

(c)

Time

(d)

Time to stop ship

Dead- in-Water.

(e)

Ship, s ~sition
at suitable
intervals from radiometric
e~i~ent,
if installed, so
that a diagrm
of the reversal
maneuver may be plotted.

shaft

starts

ahead.

(f)

Time tO come to ful 1 ahead

shaft RPM.

(9)

Depth of water
condition.

and sea

(h)

Wind

and velocity.

NOTE:

direction

When scheduling this

maneuver for a stem
plant, avoid placing it
immediately after the
astern endurance run, to
reduce the severity of
thermal shock.

With the ship in the trial

ballast condition and proceeding
into the wind on a steady course at
6 knots ahead, conduct the following
maneuvers:

The following data should be

(See
recorded during the test:
Figure 14 for data sheets. )
(a)

LOW SPEED CONTROLLABILITY

MANEWRS

(a)

Lay the rudder to 10 degrees

and hold for 30 seconds.

(b)

Move the rudder to 10 degrees

L and hold for 30 seconds.

(c)

Move the rudder to O degrees

and hold for 30 seconds.

(d)

Return
adjust
rudder

(e)

Lay the rudder to 35 degrees

and hold for 30 seconds.

(f)

Move the rudder to 35 degrees

L and hold for 30 seconds.

(9)

Move the rudder to O degrees

and hold for 30 seconds.

(h)

Return
adjust

to the base course and

eped
to 6 knots with
at O.

to base course
to next sped.

and

Repat
the maneuver with speed
decreased at 1 knot intervals until
the s~ed
at which the ship does not
res~nd
to the helm is detemined.

Attempts to detemine
stern reach from Dutch
Log Oata is not advised
due to the erratic track
of the ship when going
astern and the effects
of the pro~ller
wash.

The following data

recorded on Figure 15:
(a)

Before
(1)

37

starting

should

be

the test:

Time of test and base

course.

(b)

3.17

(2)

Ship speed and

corresponding
RPM.

(3)

Wind velocity
direction.

(4)

Depth of water
condition.

(5)

Trial
aft.

During

draft,

(a)
Test procedure
windlass:

and

(1)

and sea
NOTE

1,

If specified or if
rewired
by
regulatory
bodies
to demonstrate
the
ability to drop
from the hawse
pipe under control
of the handbrake,
and sea conditions
permit it, this
step may be
omitted.

NOTE

2.

If sea conditions
are such that
there is a risk of
contact between
the anchor and the
bow of the ship,
unlock the wildcat
and drop the
anchor from the
stowed position
stopping on the
brake just below
the hawse pipe and
locking-in before
proceeding with
step (l).

test:
Time to shift rudder,
i.e. , start and stop of
actual rudder motion.

(2)

Time
each

(3)

Max imum heading change

from base course.

rudder is held at
position.

SLOW STEWING

ABILITY

The ability to proceed at

steady slow swed
can be determined
from the ship s speed associated
with the lowest ~ssible
engine
revolutions
per minute in calm
weather conditions.
This is only
intended to address engine
conditions and not steering control.
See Figure 16 for a data sheet.
3.18

ANCHOR

Lower one anchor to just

below the waters edge
under control of the
windlass.

fore and

(1)

wINDLASS

A maximum limit to the depth

of water in which the test may be
conducted should be h~aed
in the
If the ability
interest of safety.
of the bandbrake to stop the runout
of the anchor and chain was a
certainty there, then would be no
need for this test.
If the test is
conducted with the ship in a depth
of water which exceeds the length of
the anchor chain, then the
conse~ences
of handbrake failure is
pullout of the chain bitter end with
the attendant dmage
to the ship and
a hazard to personnel.

3s

for forward

(2)

Set handbrake and

disengage wildcat.

(3)

Lower the anchor under

control of the handbrake
stopping approximately
every 15 fathoms unt i1
design handbrake
requirements
are met.

(4)

Repat
steps
and (3 ) with
anchor.

(l), (2),
other

(5)

Lock-in one anchor and

hoist at maximum design
speed to 5 fathoms
above the Pint
where
the design re~irement
for simultaneously
hoisting both anchors
begins.
Place this
anchor on the handbrake.

(6)

Repeat step (5 ) fOr

other anchor, except
leave wildcat engaged.

(7)

Lock-In first anchor

hoisted and while
lowering both anchors
simultaneously
at
maximum speed, push
stop-button to interrupt
power and observe
ability of motor brake
to stop and hold the
windlaes.
NOTE :

Restore power and adjust

to maximum dual hoist
paition.

(9)

Hoist both anchors

simultaneously
to just
below the waters edge at
maximum design sped.

(b)

See Figure

(2)

Windlaee motor volts and

m~res
or etea
supply
and exhauet preseurea.

(3)

Length of chain in water

at brake stops, and
verification
that anchor
did not bottom.

for stern

The installation test outlined

in Section 4 .24.2 of Technical
and Research Bulletin 3-39,
Guide for Shop and
Installation Tests-1985,
should suffice for test of the
etern windlaee.
3.19

DISTILLING

PLANT

The distilling plant should be

operated with sea water feed to
demonstrate the specified
capacities.
Operation in
conjunction with propulsion trials
should be ae rewired
by the ships
specifications.
The ability of the
distilling plant to produce the
max bum want ity and rewired
~ality
distillate for a period of
not less than six hours should be
demonstrated
in its normal underway
mode of o~ration.
See Figure 18
for a data sheet.
3.20

MISCELLANEOUS
SYSTEMS

AUXILIARY

Dockside conditions are often

not suited for testing certain
habitability and other auxiliary
systems.
When sea trial conditions
are neceaeary or more favorable,
these systms
should be operated at
sea aa spcified
or agreed and
sufficient data taken or
observations made to determine that
the opration
ia satisfactory or to
identify problems.
The following
eWiWent,
systems and surveys often
are in this category:

Data to be recorded:
Chain

occurrence.

17 for a data

(c)
Test procedures
windlass:

House anchora
individually and secure.

(1)

Any unusual

sheet.

This step does

not apply to
stem
windlasses.

(8)

(lo)

(4)

sped.

Airborne Noise Survey

Refrigeration
E~i~ent
Galley E~ipant

39

Air Conditioning
System
Water Treatment Systems
Auxiliary Propulsion Unit
Ventilation
and Heating System
Ventilation
Draft Survey
Tank Cleaning system
Countermeasures
Washdown
Ballasting and Deballasting
Systems
Fog Fom
System
Smoke Abatement System
Sewage Dispoeal System
Photometric Survey
Communication
E~ipment
Elevators and Dutiwaiters
Stabilization
Systems
Hull Vibration
Machinery Vibration
Automatic Pilot

trials . Where calibration

or
adjustments at sea are necessary,
it
is generally advantageous
to have
the services of the manufacturer, s
representative.
3.23

DYNAMIC

(a)

Dynaic
positioning
systems
feature microprocessor-based
control of the
ship, s
poeition and movement.
These
systems typically accept
inputs from a variety of
sensors and maintain the
ship s speed, heading, and
position in automatic and for
manual modes by calculating
and allocating comand
signals
to selected maneuvering
functions.
The sensors may
include the following:

Provision of greater than

natural loads or operation of
e~iPMent9
under abnormal conditions
An example
should not be rewired.
is operating the heaters in the
ventilation
system in the sumer.
3.21

E~RGEN:Y

NAVIGATION

SYSTEM

(1)

Navigational
inputs
as LON
and SATNAV
Global Positioning
System (GPS ) .

(2)

Gyrocompass.

(3)

Wind speed
direction.

(4)

Doppler

such

PROPULS ION SYSTEMS

Demonstration
of emergency
modes of main plant operation and of
separate take home propulsion
systems should take place at the
dock.
Demonstration
at sea is not
regired
unless dockside operation
is im~ssible
or it is desired to
check speed or maneuverability
under
emergency propulsion.
3.22

POSITIONING

(b)

and

speed

log.

The maneuvering
functions
include the following:

may

(1)

Shaft

RPM.

(2)

Pro~ller

(3)

Rudder

(4)

Maneuvering
thruster (s)
force magnitude
and
direction.

(5)

Clutch

EQUIP~NT

Ship, s e~i~ent
will nomally
be req ired for navigation during
sea trials.
@rVility
of this
e~ipent
should be proven dockside
prior to departure and any
additional calibration or
adjuetmentB
neceseary, prfomed
during the initial phases of the sea

40

pitch.

angle.

engage-disengage.

(c)

Other features may include

incorporation
of autopilot and
joystick modules allowing
operation in modes Buch as the
following:
(1)

.
(2)

(3)

(4)

(d)

With automatic ship

speed control, at varied
headings and speeds.
Without automatic ship
speed control, at varied
headings and epeeda.

Autopilot - Automatic
control of the ships
heading, with and
without automatic ship
speed control, and with
and without active wind
compensation.

With automatic tracking,

with and without
automatic ship speed
control, at varied
speeds and headings
(crab angles) .

Joystick, manual Manual control of the

ships heading,
position, and speed in a
3-axis configuration.
Joystick, automatic
heading - Manual control
of the ships psition
and speed in a 2-axis
configuration
with
automatic control of any
operator-selected
heading.
Autotracking
- Automatic
control of Operatorselectable ship heading
and trackline (crab
angle) with and without
automat ic Bhip epeed
control.

The dynaic
~sitioning
system
should be tested during sea
trials.
All features of the
dynmic
psit ioning system
should be demonstrated.
See
Figure 19 for a Data Sheet.
As an exmple,
the following
teets should be conducted,
depnding
on the particular
options of the eyatem:
(1)

-rat
ion in autopilot
mode for 15 minutes in
each of the following
conf igurat ions:

(e)

41

(2)

Operation in automatic
maneuver ing mode
(station-keeping)
with
and without automatic
wind compensation
at
varied headings for 1
hour.

(3)

Operation in joystick
manual mode for 30
minutee with various
cotiinations of
machinery plant
controlled functions
on and off.

(4)

Owration
in joystick
automatic heading mode
for 30 minutes with
various cotiinations
of
machinery plant
controlled functions
on and off.

(5)

O-ration
of all
features of each remote
joystick control unit,
such as may be fitted at
bridge wing conning
stations, should be
demonstrated
in each
mode.

Detail te8t procedures should

be prepared by the
manufacturer or shipbuilder
and approved by the purchaser.

4.0

4.1

STANDARDIZATION

4. 3.1

PURPOSE

Standardization
trials
comprise a systematic eeries of runs
over a measured distance to
establish the relationship between
the speed, shaft horsepwer,
and
shaft RPM of a ship at designated
drafts.
These relationships
are
re~ired
for one or more of the
following purposes:
(a)

To fulfill contractual
obligations.

(b)

To obtain ~rformance
data on
full-eize ships to be used in
the design of subee~ent
veesels.

(c)

GENE-

4. 3.2

for

P~

4.3.3

Radiometric

Ranaes

Deuth of Water

The point at which depth of

water affects a ships sped
is
dependent on its speed, draft and
length.
Minimum recommended depth
for standardization
rune is given in
Section 1.0.
4.4

TRIM

Ranaes

The develowent
of radio
position systems makes it possible
to standardize offshore.
Satisfactory accuracy can be
obtained over a considerable
area
limited only by the range and
~sition
of the fixed stations.
This pmita
trial area 8eleCt10n
solely on the basis of depth and
accessibility.

The general plan fOr

conducting standardization
trials
provides for several consecutive
runs at each selected s~ed
pint
alternating
in direction over a
measured distance at substantially
The
constant shaft horsepower.
observed s~eda,
~wera,
and RPM are
averaged for each sped
point.
4.3

Fixed

If distance is to be measured
from lantiarks, the trial area is
usually limited to one or two
locations baeed on depth of water
and accessibility.
If there is a
choice, the probability of freedom
from traffic interference and fog
should govern.
Fixed range runs may
be initiated and terminated by
observation of shore stations from
the ship or via telemetry by
observation of the ship from shore
stations.

To determine the relationship

between ships speed and shaft
RPM to be used by the owner as
an aid to navigation after
aPPIYing the corrections
service condition.

4.2

TRI~S

WIND AND SEA

-A
The effect of wind on
standardization
can be very serious
and should be considered carefully
The effect
in conducting a trial.
of wind varies widely with the wind

Considerations
in selecting
the trial area for sped
runs are
method of distance measuraent,
depth of water and accessibility to
builder s shipyard.

42

4.5

direction and duration, the type of

ship, its speed, and other
conditions.
It is greatest fOr
comparatively
slow vessels having
high bulky superstructures
relative
For
to the underwater body.
exmple,
a high-sided shallow draft
ship will be more affected by wind
than a deeply laden seagoing tanker.

Although the effects of wind

described above may be largely
eliminated by analysis, the
calculation
is only approximate and
therefore the correction should not
be allowed to become too great, if
accurate trial results are rewired.

4.6

Furthermore,
many ships
reqire
helm to counteract the
aerodynamic
effect of the wind.
This causes increased drag which
cannot be eliminated by any of the
customary methods of analysis.

COURSE

SELECTION

The courses for fixed ranges

are established by navigation
charts
of the trial area.

allows

The use of radiometric

a choice of courses.

ranges
The

tYP
and range of radiometric
e~ipent
and location of fixed
stations are factors in selecting
the courses.
If only one shore
station is employed, the course
should be dead on or off its
peition.
If two stations are
avail sble, course can be modified to
take account of sea and wind
conditions if necessary.
If sea or
wind are considerable,
they should
be taken on the ~arter.

Max imum True

Wind s~ed
ship
chip

POINTS

The selection of the courses

for standardization
runs depends on
of measuring
ranges used.
the t~

In view of the foregoing

uncertainties,
standardization
data
should not be considered valid
unless true wind speda
are less
than the following:

High Power, hea~

Large, passenger
Smaller ships

OF SPEED

If complete curves of SHP and

RPM versus speed are to be obtained,
measurements
should be made at not
less than four speeds covering the
range from one-half speed to maximum
speed.
Below half speed calculated
values are sufficiently
accurate.
If a wide speed range is to be
covered, as for high-speed
ships,
more than four speed points should
be used.
Likewise, if the ship
versus speed curves may be expected
to have definite humps and hollows,
sufficient additional points should
be taken to develop this region.
When the ship is fitted with a
controllable pitch propeller,
it may
be desired to define the
speed/RPM/SHP
relationship
for more
than one pitch.
In any case, tie
points to be measured should be
stipulated in ship s specif icat ions
to permit optimum echedul ing.

The direction of the wind

course is also an
relative to the
The lightest
important factor.
resistance occurs when the relative
wind is about 25 degrees off the bow
but remains relatively high from O
to 45 degrees.
The wind resistance
becomes zero when the relative wind
is slightly abaft the hem.

TvDe of ShiD

NUMBER

25 Knots
20 roots
15 Knots

43

For radiometric
ranges, if the
first run at a speed point is
aborted, another run may be
immediately
initiated on the sae
Whether using fixed ranges
heading.
or radiometric
ranges, alternate
runs should be over the a-e water.
4.6.1

Lenath

of Runs

The length of the runs for

fixed ranges is established by the
location of the markers and is
generally about one mile.
The length of runs for
radiometric
ranges are limited only
: by the type of e~ipment
being used;
however, runs of approximately
one
mile in length are recommended.
The
beginning and end of runs should be
on integral readouts of the
instrument.
4.6.2

Nutier

of Runs

No less than two consecutive

runs in opposite directions should
be used to determine a speed pint.
Three rune should be conducted when
currents are known to be variable or
when fixed ranges are used.
4.7

OPE~TION

OF T~

SHIP

The o-rat ing procedure, both

on the bridge and in the engine
room, should be directed toward
maintaining
essentially constant
shaft horse~wer
while on the
measured course.
The meaeured

course must be approached on a

straight run having the same heading
as the course and should be long
enough to permit accelerating
the
vessel substantially
to the speed
corresponding
to the shaft
horsepower applied, prior to
reaching the meaeured course.
This
acceleration
is reqired
to regain
the speed lost in turning and to
increase the speed between points.
The length of the approach run to
accomplish this is a function of the
ships displacement,
the ship s
resistance characteristics,
the
speed range over which the ship must
be accelerated, and the manner in
which the machinery is operated.
Three and one-half miles is a
nominal value which will be found
acceptable for moBt ships.
Turns at ends of the runs
should be made with not more than 10
degrees rudder, if practicable,
to
avoid excessive deceleration.
During the approach run, the ship
should be kept on course with
minimum rudder to retard the ship as
little as pssible.
If practicable,
the run over the measured course
should be made with the rudder held
stationary at the minimum angle
necessary to maintain a straight
couree.
Careful steering during the
aPPrOach run should make this
~aaible.
It is better to allow the
ship to swing slightly off the exact
compaee course rather than to steer
constantly.
Figure 3 shows a
typical standardization
course.

R1OH1

I , ,,,

TURN

R1OH1 TURN
USINO 10.
RuDDER

+
3 + ,LES

RuDDER
- HEAOING CHANGE SHOULO BE A0JU81ED
TO SUIT TuRNING CHARACTER 19T1CS
VITH 10. RuDDER

FIG. 3, TYPIC-

STAND~IZATION

COURSE

It is essential that the shaft

RPM be steadied prior to entering
Throttle and
the measured course.
machinery operating conditions
should not be adjusted during the
run.
However, to shorten the
aPProach run at low speeds it is
permissible
to increase the power on
the turns provided the Wwer
is
decreased promptly when the ship has
When radiometr ic
straightened
away.
ranges are used, added pwer
on
turns is facilitated by the fact
that this e~ipent
can detemine
when acceleration
approaches zero
and the chip a speed is steady.
When increasing to a higher speed
point, power should be increased
when the turn is begun.
When
reducing to a lower eped
pint,
power should be held until the turn
is complete.

(c)

Average propeller tor~e

if
torsiometer
ie installed; if
not, see Section 2.0 for means
for determining
shaft
horsepower.

(d)

Sufficient data to determine

the displacement
and trim of
the ship.

(e)

Clock time at start of each

run over the measured distance
to identify run and for use in
the trial analysis.

(f)

Ships heading for each run

over the measured distance.

(9)

A record of any unusually

large rudder angles used on
the measured distance or on
the straight approach to it.

4.8

(h)

The approximate
side and
direction of waves on each
run.

(i)

Wind sped
each run.

(j)

Current conditions from

current tables or from other
obaervatione
euch as buoy
~sitione,
for each run.

(k)

Depth

(1)

Temperature and density of

water in the Standardization
Area.

DATA RSQUIRSWNTS
See Figure

21 for a Data

Sheet.
The following data should
recorded during standardization
trials:

be

(a)

Elapsed ttie for each run over

the measured distance to
detemine
speed and RPM.

(b)

Total shaft revolutions for

each run over the measured
dietance.

and direction

of water

for each

for

run.

4.9

ORGANIZATION

OF OBSER~RS

The organization
personnel involved in
standardization
trials
(a)

(d)

Drafts should be taken in a

sheltered location prior to
the standardization
trials
which is generally at the
builders yard.
It may be
helpful to those persons
obtaining draft mark readings
to make observations
from a
The density of
small boat.
the water in which the ship is
floating should be measured to
convert these drafts to
Obtaining
displacement.
measurements
of the density of
the water is usually not
imperative.
See paragraph
4.14.
All Significant changes
of loading taking place
between the time of this
determinant ion and the
standardization
runs should be
applied to determine true
displacement
for each run.

(e).

The bridge clock should be

used as the official time of
day for standardization
runs.
All ships and trial s clocks
should be synchronized before
the start of the trial.

(f)

Ship e heading should be taken

from the bridge compass.

(9)

The size and direction of the

waves for each run should be
obtained from an expr ienced
bridge observer.

(h)

Wind spsed and direction

should be obtained with an
anemometer and wind direct ion
indicator.

Bhould:

Provide for simultaneous

recording of data.
Provide for prompt correlation
and analysis of data at the
end of each run.

(c)

Provide for duplicate

measurements
to insure that an
error or failure of one
observer or instrument will
not reBult in the 1088 of a
run.

(d)

Provide for clearly defined

responsibilities
with a single
person in charge of run
select ion and acceptance.

4.10

INSTRU~NTATION
sTAND~
IZATION

FOR
DATA

The following paragraphs

recomend
the methods for obtaining
the data rewired
in paragraph 4.8.
Details of instrumentation
installation,
calibration and
operation are covered in Section 5
of this guide.

(b)

Average propeller tOrque

should be determined from a
torsiometer.
If a torsionmeter is not installed, see
Section 2.0 for means of
determining shaft horsepower.

of the

(b)

(a)

(c)

Elapsed time for each run ie

to be taken by at least two
independent obeervero using
separate time devices.
For
radiometric
ranges, the thing
devices may be actuated from a
Bingle source.
Total shaft revolutions fOr
the runs are to be obtained by
total izing countere.
A
specially installed trials
counter should be ueed for the
primary source of revolution
and the ship e counter may be
used as a backup.

46

(i)

4.11

4.12

Depth of water over the

measured distance may be
obtained from the ship s
sounding e~ipment
or may be
taken from published data.
COORDINATION

AND LIMITS

The acceptable tolerances

and
limits for standardization
trials
are provided by Figure 4.

PROCEDURE

(a)

check that RPM is correct and

propulsion plant is steady.

(b)

Check that course is correct

and area is free of traffic.

(c)

Check

tor~e

(d)

Check for zero acceleration

radiometric device is being
used.

(e)

Give

(f)

Give mark
the run.

(9)

Monitor data
deviation.

(h)

Give

(i)

Give mark
run ...

(])

Evaluate results of the run

and announce the next run.

(k)

Alter
turn.

(1)

Make turn to reciprocal

course.

standby

is steady.

heading

0.25%

Difference in tOtal
revolutions from
separate revolution
counters for a run

0.20%

Differerice in RPM fOr

each run from mean for
each speed PO int

2.0 %

Difference in RPM of
any shaft of a multiscrew ship from the
mean for a run
provided the rated
RPM for all shafts
is the sme

2.0 0

4.13

of

DATA WDUCTION

During the trial, running

plots of RPM, SHP and speed should
be made to check the accuracy and
completeness of the data and proper
functioning of the instruments.
If
plots are not smooth, prtinent
logs
and records should be exmined
critically.

signals.

signal

Difference in time by
separate timing devices
for a run

FIG. 4, STANDARDIZATION
TRIAL
TOLEWCES
AND LIMITS

to start

for evidence

standby

if

signals.

signal

Tolerance
or Limit

The following procedures may

be used as a guide to give
satisfactory
coordination of a
For this
standardization
run.
se~ence
it is aeeumed that the ship
is in the standardization
area and
on the approach leg for a
standardization
run:

that

TOLERANCES

to end the

for leg toward

Data from separate

observations
should be plotted
separately.
I f variance exceeds
limits prescribed
above, the values
which plot smoothly with prediction
may be retained and the miefit
values discarded.

47

After the trials are

completed, the data should be
averaged, instrumentation
corrections
applied, and the results
The RPM, SHP
tabulated and plotted.
and speed for each speed point
should be obtained by averaging the
data from the two runs in opposite
If three runs are used,
directions.
the run in one direction should be
double, weighted when averaged with
the two runs in the other direction.
For Trial Data and Report, see
Section 6.0.
4.14

If recommended trial
conditions cannot be met de to
limited depth of water or ind
conditions in the trial area, then
corrections should be applied to the
trial results and included in the
trial report.
Corrections
for water
temperature and density are normally
of a minor magnitude and normally
need not be included in the trial
report.
corrections to standardization
resulte and methods of analysis are
included in the Principles of Naval
Architecture, Vol. II, published by
The Society of Naval Architects and
Marine Engineers, 1988.

CO-CTIONS

When standardization
trial
conditions are within the limits
recommended
in this section,
corrections
to trial data are not
considered necessary and trial
results may be reported as obtained.

48

5.0

5.1
5. 1.1

INSTRU~NTS

ANO APPARATUS

FOR SHIP S TRIALS

peculiar to sea trials, a more

extensive coverage is provided.

GENERAL
Introduction

5.1.2
The type and condition of the
instruments and apparatus which
provide data for evaluating the
performance of a ship system are
essential in determining
instrument
The instrument type,
acceptability.
precision and the sea trial
instrument plan beyond the ships
instrumentation
should be specified
Instruments should
in the contract.
be selected on the basis of ship
system performance
re~irements
and
on the basis of the conse~ential
coot for departures from ship
If the
systems target performance.
contract and specifications
are
silent, it is essential that the
shipbuilder prepare a suitable sea
trial instrumentation
proposal and
It is
calibration procedure.
important to obtain the owners
concurrence
at an early date eo that
the necessary provisions can be
incorporated
in the original design
and other long lead time actions can
be initiated as rewired.

References

The Werican
Society of
Mechanical Engineers has published
Performance Test Codes (PTC) for
testing of land plants, and has
published Supplements on Instruments
and Apparatus which describe each
tYPe Of instrument and the
capabilities and limitations of
each.
See references (a) and (b )
for additional information.
In most
publications the inherent precision,
calibration procedures and
installation instructions are
included.
The Naval Ship
Engineering Center has published
standards which provide details on
the installation of sensing
connections and other information
pertinent to shipboard measurements.
These documents are listed below and
are referenced in the pertinent
portions of the text of this
section.

This section states the types

of instruments available for
measurement
of each physical
~antity
pertinent to ships
machinery and systems.
Characteristics
of each ty~
of
instrument, which affects its
applicability
to ship se, ie
discussed briefly, leaving the
general characteristics
and
installation methods to be discussed
by reference to existing
publication.
Where such material
is not avail~le
or where
instruments or techni~es
are

49

(a)

General Instructions,
Performance Test Code,
Fairfield, N.J. , The
tierican Society 0 f
Mechanical Engineers,
PTC 1 - 1986

(b)

code on Definitions and

Values, Performance Test
Code, Fairfield,
N.J. ,
The Werican
Society of
Mechanical Engineers,
PTC 2 - 1980
(R1985)

(c)

Temperature Measurement
Performance Test Code,
Fairfield, N.J. , The

Werican
Society of
Mechanical Engineers,
PTC 19.3 - 1974 (R1986)
(d)

Guidance for Evaluation

of Measurement
Uncertainty
in
Performance
Tests of
stem
Turbines,
Performance Teat Code,
Fairfield, N. J., The
~erican
Society of
Mechanical Engineers,
PTC 6 Report - 1985

(e)

Lempa, M.S. , editor,

Instrument Standards,
Naval Ship Engineering
Center, Philadelphia
Division

(f)

Pressure Measurement
Performance Test Code,
Fairfield, N.J. , The
tierican Society of
Mechanical Engineers,
PTC 19.2 - 1964

(9)

Application,
Part II of
Fluid Meters: Interti
Supplement on Instrment
and Apparatus,
Fairfield, N.J. , The
herican
Society of
Mechanical Engineers,
PTC 19.5 - 1972

(h)

(i)

Sean, Howard S. , Fluid

Meters - Their Theory
and Application,
6th
edit ion, New York, The
tierican Society of
Mechanical Engineers,
1971
Miller, R. W., F1OW
Measurement
Engineering
Handbook, New York,
McGraw-Hill
Book Co. ,
1983

50

(])

Stein,
Peter K. ,
Measurement
Engineering,
Phoenix, AZ, Stein
Engineering
Service
Inc. , 1964

(k)

Electrical Measurements
in Power Circuits, Part
6, Performance
Test
Code, Fairfield, N.J. ,
The tierican Society of
Mechanical
Engineers,
PTC 19.6 - 1955

(1)

Measurement
of Indicated
Power, Performance
Test
Code, Fairfield,
N.J. ,
The herican
Society of
Mechanical
Engineers,
PTC 19.8 - 1970 (R1985)

(m)

Gas Turbine Power

Plants, Performance
Test
Code, Fairfield, N.J, ,
The tierican Society of
Mechanical
Engineers,
PTc 22 - 1985

(n)

Stem
Turbines,
Performance
Test Code,
Fairfield, N.J. , The
tierican Society of
Mechanical Engineers,
PTC 6 - 1976

(0)

ApPndix
A to Test Code
for Stea
Turbines,
Performance
Test Code,
Fairfield, N.J. , The
tierican Society of
Mechanical
Engineers,
PTC 6A - 1982

(P)

Measurement
of Shaft
Power, Performance
Test
Code, Fairfield,
N.J. ,
The tierican Society of
Mechanical
Engineers,
PTC 19.7 - 19S0

(q)

Measurement of Rotary
Speed, Performance Test
code, Fairfield, N.J. ,
The ~erican
Society of
Mechanical Engineers,
PTC 19.13 - 1961

(r)

Code for Shipboard

Vibration Measurements,
Jersey City, N.J. , The
Society of Naval
Architects and Marine
Engineers, 1975, Book
No. C-1

(w)

Measurement of
Industrial Sound,
Performance Test Code,
Fairfield, N. J., The
~erican
Society of
Mechanical Engineers,
PTC 36 - 1985

(x)

Boilerwater/Feedwater
Test and Treatment,
Naval Ships Technical
Manual S90B6-GX-STM-02,
Chapter 220v2, 15
Oecefier 1987

(s)

Machinery Vibration
Measurements,
Jersey
City, N.J. , The Society
of Naval Architects and
Marine Engineers, 1976,
Book No. C-4

(Y)

Design of DissolvedOxygen Testing Cabinet,

U.S. Naval Engineering
Experiment Station,
February 29, 1940,
Re~rt
No. B-1158

(t)

Acceptable Vibration of
Marine Stem
and Gas
Turbine Main and
Auxiliary Machinery
Plants, Jersey City,
N. J., The Society of
Naval Architects and
Marine Engineers, 1976,
Book No. C-5

(z)

White, Alfred H. , The

Determination
of
Dissolved Oxygen in
Boiler Feedwater, Joint
Research Comittee
on
Boiler Feedwater
Studies, October 1967,
Project No. 767

(aa)
(u)

Ship Vibration and Noise

Guidelines,
Jersey City,
N. J., The Society of
Naval Architects and
Marine Engineers, 1980,
Book No. 2-25

Standard Test Methods

for Dissolved Oxygen in
Water, Philadelphia,
PA,
herican
Society for
Testing and Materials,
ASTM Designation DB8B-B7

(v)

Guidelines for the Use

of Vibration Monitoring
for Preventive
Maintenance,
Jersey
City, N.J. , The Society
of Naval Architects and
Marine Engineers, 1987,
Book No. 3-42

(ab)

Density Determination
of
Solids and LiWids,
Performance Test Code,
Fairfield, N.J. , The
Merican
Society of .
Mechanical Engineers,
PTC 19.16 - 1965

51

(at)

Determining the
Concentration
of
Particulate Matter in a
Gas Strem,
Performance
Test Code, Fairfield,
N. J., The Werican
Society of Mechanical
Engineers, PTC 38 - 1980
(R1985)

Naval publications
are available
from the Comanding
Officer, Naval
Publications
and Forms center, Attn:
Code 106, 5801 Tabor Avenue,
Philadelphia,
PA 19120-5009.
ASTM
publications
are available
from The
herican
Society for Testing and
Materials, 1916 Race Street,
Philadelphia,
PA
19103.

(ad)

Flue and Exhaust Gas

Analysis, Performance
Test Code, Fairfield,
N. J., The berican
Society of Mechanical
Engineers, PTC 19.10 1981

5.2

(se)

(af)

5.2.1

Water and Stem

in the
Power Cycle (Purity and
Quality, Leak Oetection
and Measurement ),
Performance Test Code,
Fairfield, N.J. , The
~erican
Society of
Mechanical Engineere,
PTC 19.11 - 1970
Oeterminat ion of the
Viscosity of Lipids,
Performance
Test Code,
Fairfield, N.J. , The
Werican
Society of
Mechanical Engineers,
PTC 19.17 - 1965
Measurement
of Time,
Performance Test Code,
Fairfield, N.J. , The
~erican
Society of
Mechanical Engineers,
PTC 19.12 - 1958

NOTE : ASME Publications

are
available from The Merican
Society
of Mechanical Engineers, Marketing
Department,
22 Law Orive, Box 2350,
SNAMS
Fairfield, N.J. 07007-2350.
Publications
are available from the
Publ icat ions Department, The Society
of Naval Architects and Marine
Engineers, 601 Povonia Avenue,
Jersey City, NJ 07306.
Various

TvDes

MEASUREMENTS

of Instruments

Five types of instruments

comonly
used for temperature
measurement.
These are:

are

(a)

Thermocouples

(b)

Li~id-in-glass
thermometers

(c)

Oistant-reading
vapor
pressure thermometers

(d)

Resistance

thermometers

(e)

Bimetallic

thermometers

All typs
are readily
available from reliable makers.
For
descriptions,
characteristics
and
application,
refer to reference
(c ).
5. 2.2

(&g)

TEMPERATURE

Thermowells
and TemDorary
Installations

Most permanent installations

have the temperature
measuring
devices installed in a thermowell
which is hersed
in the fluid whose
Due
te,m~rature
is to be measured.
to coat, temyrary
installations
such as for sea trials, do not
always warrant the installation
of a
tem~rary
themowell
during the
vessel, s design stage.
Li~id
or
bimetallic t hemometers
strapped on,
or distant reading the nutiers with
sensing elemente secured to the
surface to be measured have been
used with some success when rapid

52

fluctuations
are not involved and
Securing
precision is not rewired.
the thermocouple
shorted ends to the
fluid container at the point to be
measured by drilling a shallow small
hole in the surface and peening-in
the thermocouple
wire has been
successful where rapid fluid
temperature changes are not
The recommended procedure
involved.
for the installation of tem~rary
thermocouples
or li~id
thermometers
,-.
. is to remove an existing ships
thermometer and insert the sea trial
measuring device in the ame
t hermowe 11. The thermocouple should
be in solid contact with the bottom
of the thermowell and for high
temperatures
should be packed with a
A thermocouple
suitable material.
installed in this manner will sense
changes in temperature rapidly
enough for sea trial re~irements.
To insure precision of fluid
temperature measurement,
consideration
must be given in
locating the sensing element to
sense an average smple
of the
Where high preseures are
fluid.
involved, a thermowell is the safest
installation.
5.2.3

AdaDters

for Seneina

5 .2.5

Instrument

and Sea Trials

It is recommended that the

ship, s temperature instrumentation
intended for use in obtaining sea
trial data and all sea trial
temperature instrumentation
be
calibrated in the shop or on the
ship where practical within a two
week period prior to sea trials.
It
is further recommended that the
means for verifying the accuracy of
imprtant
thermometers be avai lab le
during sea trials.
5.2.6

SDecial

TherMOCOuDleS

Special thermocouples
may be
made to suit retirements.
Instructions and material for the
fabrication of thermocouples
are
outlined in the Instruments
standards publication referenced in
reference (d) . A pressure test of
these thermocouples
is essential for
safety.

5.3.1

TYPes of Instruments

Pressure measuring instruments

generally are constructed to measure
the difference between the ~ient
atmospheric pressure and the
pressure in a pipe or a pressure
veseel.
Indicating gages for
preaaure measurement are visually of
the elastic tw,
i.e. , Bourdon
For
tube, bellows or diaphram.
these, pressure is transmitted to an
elastic me~er
and the resultant
motion displayed using a suitable
scale.

Elements

If pressure, velocity and

temperature
are moderate, the
temperature
sensing element of the
measuring device can be introduced
through a pressure gage teSt
connection and held in place by an
adapter.
The adapter must be
designed as a pressure boundary.
5.2.4

Calibration

Compatibility

Temperature MeaSuring
instrumentation
should be compatible
with the pressure and tem~rature
in
the system in which it ie to be
used.

The following ty~s

are
readily avail~le
from reliable
makers:
(a)

53

Bourdon typ
gages - The
most comon
preseure
measuring devices for
vacuum, low, medium and
high pressure.

(b)

Transducers - Convert
pressure into pneumatic
or electrical signals.
They are utilized for
remote eensing,
particularly
on
automated ships.

(c)

Bellows gages - Utilized

for mea9uring low
pressure differentials
up to 50 PSI.

(d)

Diaphra~
gages Utilized for pressure
O-1 inch HG to 200 PSIG
range and are adaptable
for use with corrosive
fluids of high
temperature and high
viscosity.

(e)

Deadweight gages Installed for trials

where great accuracy is
re~ired.
They can be
used only for systems
without major pressure
fluctuations.

loop seals to establish a known

water leg.
Means of venting gage
lines should be provided adjacent to
the gage or other euitable place.
Gages should be connected to stem
lines with a loop seal in the
sensing line near the gage to
protect the Bourdon tube from high
temperature.
Bourdon type gages should be
protected from shock, violent
preesure pulsation,
and high
The gage should be
temperature.
located in a zone of normal room
temperature, protected
from direct
radiation and hot surfaces, and
carefully mounted to avoid
distortion or warping of the gage
case.
5.3.3

(f)

5.3.2

for Elevation

Pressure gages installed in

li~id
and stem
systems for test
data should be zero adjusted for
difference
in elevation between the
gages and their sensing points,
where the adjustment exceeds the
precision tolerance specified for
the gage.
The gage tolerance ehould
not be greater than k one smallest
scale division of the gage.
Li~id
gage sensing lines ehould be vented
of gases to ensure that they are
full of li~id.
stem
gage sensing
lines should be full of water when
zeroing the gages, either from
prebilling or from service
condeneat ion.
Steps should be taken
to ensure that vacuum gage sensing
lines are empty.
When ships
instrumentation
is used for trial
pur~aes,
the correction
for
elevation dif ferencee between the
gage and the sensing line connection
to the ship system should be noted
This information
on the data sheet.
should be so noted at the gage also.
For installation and procedural
steps to avoid water-leg error see
reference (e) .

Li@id
column gages
(Manometers) - Utilize a
variety of li~ids
in
various hollow tube
configurations
and are
used to measure gage,
differential,
atmospheric,
vacuum, or
absolute pressure.

Proner Connections
PrOtectiOq

Zero Adiust

and

Careful consideration
ehould
be given to the location and
installation
of the gages, pressure
sensing connect ions to the ship
eymtem and pressure gage sensing
lines configuration
to maintain the
gage sensing lines empty or full of
li~id.
Vacuum 1ines should be
self-draining
or be provided with

54

5. 3.4

Calibration

and Sea Trials

Li~ids
of different specific
gravities may be uBed, the most
comon
are: oils of various specific
gravities, mercury and water.
It is
important that the een Bing fluid be
distinguishable
from and compatible
but not miscible with the fluid
being sensed.
Fluids must be clean
to avoid accumulation of dirt at the
interface or on the glass tubing
which would obscure readings.

It 1S recommended that the

ship qs pressure instrumentation
intended for use in obtaining sea
trial data and all sea trial
pressure instrumentation
be
calibrated
in place within a two
week period prior to sea trials.
It
is further recommended that the
means for calibration of imprtant
..
gages be available during sea
trials.
5.3.5

COIUMnS should be mounted

vertically.
The u8e of inclined
gages at sea is not advised as they
are affected
too much by the motion
of the ship.

Barometers

Barometers measure atmospheric

preseure, and this information is
rewired
for determining absolute
pressures from readings on Bourdon
gages, deadweight gages, and
open-end oil, mercury or water
columns.
Barometers are of two
kindB, aneroid, i.e. , bellowB type,
Either type, if
and mercury column.
properly designed, manufactured
and
calibrated,
and carefully handled,
will be satisfactory.
The barometer
should be located in the Bme
compartment
as the instruments
rewiring
correction to absolute
values.
Barometers can be
calibrated by a U. S. Weather Bureau
When an absolute pressure
Station.
gage is used, no barometer
correction is necessary.
See
paragraph 5.3.9.
5.3.6

Mercury filled gages should

not be used on systems containing
cop-r
or its alloys; if the mercury
escapee into the system, these
materialB are degraded by
malgmation.
Manometers installed on a
high-pressure
line should be
provided with cutoff valves and a
valved croBB-connection
to make it
possible to avoid blowing out the
li~id
when putting the gage on the
line.
They must be carefully
deeigned and constructed to
withstand their rated operating
preesures, which should not be
exceeded for safety reasons.
5.3.7
Manometers
Measurement

Manometers

Manometers,
also bom
as Utube ty~
gages, are livid
col~n
gages that are widely used for
measuring relatively small
differences
in gas pressure, viz,
differences between a gas pressure
and the atmosphere, or other
pressure differential.
They have an
indication Bcale stated in inches,
generally, which is attached beBide
the li~id
colmn.

For Flow

ManOmeterB,
for measuring
differentials across flow nozzles or
orifices at high pressure, may be
purchased from makers of such
e~i~ent.
5.3.8

Liaid

Columns

LiWid
columns for use at or
near atmospheric preesure are simple
to design and inetall, and the use
of rubber or synthetic hose of a

55

good grade is satisfactory

for
making connections
to ordinary glass
or plastic tubing.
Generally, no
indicating scale is provided with a
li~id
column.
It is important to
provide enough column height to
avoid a blowout of the sensing fluid
in either direction or add float
check valve5 for that purpose.
5.3.9

Zimerli

the installation,
and calibration
procedures for each.
5.4
5 .4.1

Absolute

Gaae

Pressure

5.4.2

Gaaes

Further

Positive
~

Displacement

Flow

(a)

Meters should be mounted

in the horizontal
psition.

(b)

Dirt or other foreign

matter should be kept
out of the meter during
installation
and use.
A
strainer installed
upstrem
of a sea trial
water meter is
desirable.

(c)

Meters should be
installed and back
pressure maintained
that they will be kept
filled with li~id
at
all times.
This is

From

When measuring a hydraulic

system pressure subject to severe
pulsation, dapning
ehould be
provided either by installation of
snubbers or judicious throttling of
the gage cutout valve.
5.3.12

of Instruments

A positive displacement
flow
meter may be of either the rotating
Prior to
disk or piston type.
installation
for sea trials, meters
involved in determining
propulsion
plant performance
should be
calibrated over the expected flow
range using a fluid at the sme
viscosity and temperature
as
expected to be measured during sea
Unless specified, post sea
trials.
trial calibrations
of meters should
not be rewired
if trial results are
as predicted.
The following
instructions should be followed
during the installation
and use of
~sitive
displacement
trial meters:

These gages are special

mercury columns with one end
evacuated and sealed, so that the
gage may be used directly to measure
See reference
absolute pressure.
(f). They are very useful for
measuring condenser preesures and
may replace an opn-end
mercury
column and barometer.
5.3.11
Gaae Protection
Pressure Pulsation

Tvpee

During sea trials, flow may be

measured by positive displacement
meters, turbine meters, variable
area meters, metering flow nozzles,
orifices or venturi tubes.

The Zimerli
gage is a
dependable manometer which has all
the desirable features of a
manometer but none of its
disadvantages.
It is easily and
rapidly filled, and boiling of the
mercury to remove air is totally
unnecessary.
The Zimerli
gage is
always in working condition, since
any air which may have entered the
reference lifi can ~ickly
be
removed without disconnecting
the
gage.
The glass will not be broken
by a sudden release of the vacuum.
5.3.10

FLOW WASU~~NTS

Information

Reference
(f ) provides a
complete description
of the t~s
of
pressure measuring
instrumental ion,

56

particularly
important
when measuring hot
fluids where pressure
changes close to the
meter can cause the
fluid to flash into
vapor.
Air or vapor
passing through a meter
will produce an error in
the reading and may
d-age
the meter.
.

(d)

determination.
This
reqires
precise
temperature measurement
of the fluid in the line
connected to the meter.
Upstrem
fluid
temperature
is
preferred.

Meters should be located

on the discharge side of
the pump and preferably
on the inlet side of
heaters.
Pressure drop
across the meter at
maximum expected flow
should be determined ad
included in the system
design.

(e)

If a control valve is
used, it is preferable
to locate it on the
discharge side of the
meter.

(f)

Meter should be used to

measure only the limids
for which it was
designed.

(9)

The meter size should be

chosen so that it will
operate as near ite
rated capacity as
~ssible.
When
precision is rewired
readings belw
10
prcent
of the rated
meter capacity should be
avoided.

(h)

Since these meters are

essentially volume-flow
measurement devices, the
density of the fluid
passing through the
meter must be known, for
masm-flow rate

(i)

Meters of this type are

usually designed for and
made of material having
specific temperature
limits, which should not
be exceeded.
The
operating temperature
range for any meter will
be provided by the
manufacturer.

(])

The precision of these

meters is degraded by
fluid densities errors,
wear, corrosion, dirt
deposits, and friction.
Care should be exercised
to eliminate these
causes of errors insofar
as possible.

(k)

Systems should be
thoroughly flushed
before the installation
of meters.
Pre-Sea
Trial operation of the
system should be
perfomed
without meters
unless checking meter
operability.
This will
help prevent meter
mal funct ion during
trials due to dirt
accumu lat ion.

5.4.3
Meter Installation
Prec i8e Measurement 8

For

For precise li~id

measurements, e.g. , fuel or water
rates for guarantee purpses,
two
identical peitive
displacement
flow
meters installed in series are

57

it is necessary to know the absolute

pressure upstream of the device, the
fluid temperature,
the size and type
of orifice or nozzle, the ineide
di-eter
of the pipe, and the flow
coefficient of the orifice or
nozzle.
References
(h,), (i) and (j )
will be helpful for this
determination.

recommended
to insure no loss of
data due to failure of a meter, and
to provide a check measurement.
If
meter bypasses are installed, each
should be fitted with two block
valves and a vent beteen them so
that absolute closure can be
verified.
A preferred arrangement
is to provide individual bypass
lineS fOK each meter with the meter
isolating valve and differential
pressure gage connected to
the meter inlet and outlet to
indicate when the meter is sticking.
A smpling
connection should be
provided in the active line upstrea
of the meter.
5.4.4

5.5

5. 5.1

HorseDower
Indirectly

Determined

Shaft horsepower
is the
primary performance
parmeter
for
ship propulsion plants.
It may be
determined by measuring shaft RPM
and mean indicated pressure of a
piston engine, the electrical
input
to a propulsion motor, or the flow
and qality
of steto a propulsion
turbine.
However, these methods
lack precision and are dependent on
dimensional and/or efficiency data
or estimates furnished by the
manufacturer
of the machinery being
tested.

Orifice Plate, Flow Nozzle.

and Venturi Tube

Fluid flow measurement may

also be accomplished
by differential
pressure measurement
across an
accurately designed orifice plate,
flow nozzle or venturi tube.
Reference
(g) provides a complete
description
of orifice, flow nozzle
and venturi flow measurement design
and installation
procedures
including differential
pressure
indication secondary element
identification.
See the meter
manufacturer s information for
specifics about the accuracy and
installation
re~irements.
5.4.5

TORQUE AND HORSEPO~R

~ASURS~NTS

For methods of determining

horsepower which do not involve
direct measurement
of tor~e,
consult references
(k) , (1) , (m) ,
(n), (o) and (p).

Indicating and Recordinq

Mechanism
for Orifice Plate.
Flow Nozzle, and Venturi Tube

5.5.2

HorseDower Determined
From Tor~ e Measurements

Propulsion horsepower derived

from propel ler shaft tor~e
and
revolutions over a measured time
interval ia more exact and provides
the desired inde~ndence.
Some ship
installed systems have horsepower
measurement and indicator syetems
which electronically
integrate
Such
tor~e
and RPM signals.
systems are valuable for trend
studies of ship operation but can
lack precision, convenient
cal ibrat ion and zero setting

Comercial
flow meters of the
orifice or nozzle t~
ueually
include an indicating and recording
mechanism.
The errors in this
mechanism, due to friction and pa-r
displacement,
may be detemined
by
connecting a suitable li~id
colum
differential
pressure gage in
parallel with the indicator or
recorder to obtain a direct reading
of the differential.
To convert
this reading to a mass flow value,

58

features.
However, comercial
torsiometers
are available with
sufficient precieion and
reliability
for use during sea
trials.
The calibration of ship
installed systems may need to be
accomplished
using a sea trial
torsiometer.

observed in making a selection of

trial meters to provide data for
demonstration of power or fuel rate
contractual requirements:

Torsiometer
installation,
calibration,
and checkout for use on
sea trials, should be supervised by
competent personnel, preferably by
those who have had actual
installation,
calibration,
and
operating experience with the type
of meter selected or have been
specially trained for these tasks.
Installation,
calibration, and
operating instructions are provided
by the e~ipment
manufacturer,
and
they should be followed explicitly.
5. 5.3

Shaft

(a)

Inherent accuracy should

be better than design
margins.

(b)

Zero tor~e
meter
readings should be
determinable
during
shaft calibration and at
sea.

(c)

Meter should be suitable

for taking shaft
calibration readings.

(d)

All components should be

sufficiently
rugged and
provided with sufficient
protection to operate
indefinitely in the
adverse environment
usual for ship
installations.

(e)

Meter should be capable

of operating on the
~ality
of electrical
pwer
available on
ships.

Torsiometers

A shaft torsiometer
is an
instrument for measuring the
torsional deflection of a shaft,
over a known portion of its length,
while the shaft transmits power from
the engine to the propeller.
Since
torsional deflection is proportional
to the transmitted tor~e,
it can be
cotiined with measured shaft
revolutions
per minute and Buit able
calibration
and physical constants
to calculate shaft horsepwer.

The output of tor~e

measuring
devices have been integrated with
shaft RPM and designed to read power
directly as a ~manently
installed
system on ships.
Secondary
instrwent
errors may contribute to
overall inaccuracy of these systems
and make their use for sea trials
unsuitable except as a check
instrument.
There are benefit e to
having these meters as a backup to
The
the sea trial torsiometers.
shipboard meter may be used as the
sea trial meter when the owner and
contractor agree during their sea
See reference (p) .
trial planning.

Torsiometers
differ chiefly
in the method of gaging torsional
deflection.
The following typs
are
available:
Variable mutual- inductance
gages
Resistance-wire
strain gages
Acoustic-wire
strain gages
Phase-shift gages
Permeability-magnet ic
Technical

endorsement

of any

tYPe Or make of torsiometer

is
contrary to Society Wlicy;
however,
the following guidelines should be

59

5.7
5.7.1

SHAFT

THRUST~TERS

Purpose

Any of these types can be designed

to suit the range of thrust expected
and the configuration
of the ship, s
propulsion and provide satisfactory
data.
If a thrust meter is
specified, the type and design must
be established
in the early design
stages of the power train.
Accordingly,
instrument
manufacturers
must be consulted at
that time, and all details of
configuration
and operation obtained
from them.
Accordingly,
no attempt
will be made here to provide such
information.

of Thrustmeter

A thrustmeter
is an instrument
for ensuring the thrust developed by
the propeller in the axial direction
By cotiining the
of the shafting.
thrust with the measured speed of
the ship, the thrust horsepower can
be calculated and compared with
model test data.
5. 7.2

Useful

Installations

Although the thrustmeter is

not a re~ired
instrument for
acceptance trials, it may be desired
to install such an instrument on
first of a class ships having an
innovative propeller design or a
stern configuration
where an
evaluation of the design propulsion
factors is deBired.
Thrustmeter
data in conjunction with other
standardization
sea trial data
afford the only practicable means of
breaking down the propulsive
efficiency
into its various
components;
it is the only means of
evaluating the performance of a
full-sized propeller and of
determining
the resistance of the
ship as a check against model scale
factors.
5.1.3

TvDes

5.8
5 .8.1

(b)

Hydraulic
cells.

(c)

Strain

pressure

gage

Propeller

~ASURE~NTS
Revolution

Counters

Electric countere located in

the computing room, shifted either
locally or from range observation
stations, can be used to obtain
When
total revolutions
for a run.
standardizing
a ship, an observer at
a range station operates the
shift-switch at the beginning and
end of a run.
The counter in use is
read and reset to zero by the
computer room observer before the
When not at andardiz ing,
next run.
the electric counter may be shifted
The
by the trial signal system.
ships counter should also be read
on the sme
interval as the electric
counter to obtain accurate backup
data.

All thrust-measuring
devices
which have been employed in recent
years for shipboard testing belong
to one of ..three general typs.
They
may be described as those in which
the thrust is measured by:
Defamation
of an
elastic meber.

SPEED

Preferably,
propeller shaft
speed should be obtained from dual
propeller revolution counters which
can be shifted electrically
on a
signal.
Counters may be actuated by
electrical impulses initiated by
interrupter slip rings located on
the main shaft, or by micro switches,
or by selsyn units driven by any
element in the main propulsion
train.
Care must be taken to have
slip rings clean, smooth, and round
to avoid false counts.

of Instrument@

(a)

SHAFT

in

load cells.

60

When totally enclosed

machinery is used it may be
difficult or sometimes impossible to
reach the shaft with the ordinary
tyPe Of tachometer, and in such
cases the vibrating-reed
frevency
indicator may be used.
Care must be
taken to avoid reading harmonics of
the fundamental speed.

For trials that do not include

standardization
or accurate fuel
rate and water rate measurement, the
installation
of special counters is
not essential . Sufficient accuracy
is available from the permanently
installed revolution counters read
on the same established time
interval as the sea trial signal
system.
.

The stroboscopic
speed-measuring
instrument may be
useful for measuring fre~ency
of
motion of any moving part which is
visible but where a mechanical
tachometer is not suitable.
These
instruments operate on the
principles of interrupting vision at
the sme
fre~ency
as the motion,
whereby the moving part appears to
stand still.
The instrument has a
fre~ency
indicator to determine the
fre~ency
at which mot ion stops.
Stroboscopes will also stop motion
when they are set at any multiple of
the speed of the machine.
The
operator should preset the
stroboscope at the expected
fundamental speed to avoid errors.

Ship s shaft speed indicators

- .in the engine room and on the bridge
should be adjusted for minimum error
over the operating range prior to
sea trials.
This rewires
detachment
from the sensing point
and driving the transmitter through
the operating speed range at known
RPM . All receivers which will be
simultaneously
operative should be
actuated when calibrating.
During sea trials, accuracy of
shaft speed indicators should be
checked by comparison with counters.
The accuracy of the shaft
revolution signal is particularly
important when it is used as a
control element.
5.8.2

Portable Tachometers
SDeed Indicators

5.8.3

and

Additional

Information

For further details about

tywe
Of instruments and precautions
for their use to measure shaft speed
see reference (q) .

Portable tachometers and speed

indicatOrB are used to obtain
rotating speeds of auxiliary
machinery during sea trials and are
not subject to the precimion and
reliability
rewired
of pro~ller
revolution measuring e~iwent.

5.9
5.9.1

VIBRATION
Oerview
AnalvBis

~ASU~~NTS
of Measurement

and

Vibration measurement
and
SpCtrum
analySiS Syetems vary with
They
their functional application.
may be adapted for measurement of
hull structure, of pints
selected
from observing and exploring
vibration patterns or of pints
of
interest in the propulsion plant and
auxiliaries.
Data may be directly
recorded in visual fore, or be
recorded on magnetic tap,
or in a

When instantaneous
speds
are
necessary to evaluate transient
conditions,
s~ed
recorders should
be used.
Recorders may be actuated
by calibrated tachometer generators
or electromagnetic
pickups driven by
the unit to be obeerved.
Somet ties
the signal for the installed
tachometer can be utilized to drive
the recorder.

..
01

future interest has many advantages.

It permits one team to collect more
data in a limited time; it permits
data analysis under laboratory
conditions on return to port with
laboratory instruments or personal
computers.
If the results of data
analysis are not needed at sea, the
saved data can be translated
and
analyzed off site under more
favorable condit ions.

portable computer data base for

later translation
and presentation.
Transducers
applied to the surface
to be measured may be sensitive to
velocity or acceleration,
and may be
held by hand, by adhesive or by
straps.
Electronic circuitry may
~Plify
and differentiate
Or
integrate the signal to provide an
output proportional
to displacement,
velocity or acceleration,
as
The total output may be
selected.
graphically
recorded at selected
chart speeds, or an analyzer may be
interposed with filter circuits to
separate the signal into its
proportionate
fre~ency
bands.
The
Bands may be wide or narrow.
selection of these features is
dependent on contractual
re~irements,
the e~ipment
available, and the circumstances
The time and personnel
encountered.
available must be considered.
Portability of e~ipment
is also a
major consideration.
5.9.2

Emipment

5 .9.4

5.9.5

Vibration

Data Collection

Good practices for obtaining

vibration measurements
include the
following:

For Sea Trials

appears excessive to the physical

senses; however, vibration which
seems excessive to the physical
senses is often found not so when
measured with sophisticated
e~ipment.
Accordingly,
unless the
contract is to the contrary, it is
an acceptable practice to carry a
full range of calibrated vibration
and spectr~
analyzing e~i~ent
on
sea trials to be used if a vibration
problem is suspected.
If the
establishment
of a vibration
baseline is spcified
in the
contract then the e~i~ent
will be
carried on sea trials.
StOrina

Em iument

Vibration pickups, mplif iers,

and data analysis and readout
eviPment
are available in
compatible configurations
from
reliable manufacturers.
Reliable
information as to capabilities,
calibrat ion, and operation
is
readily available from manufacturers
and will not be described
in this
guide.

In general, electronic data

and analyeis thereof is not reqired
unless the vibration encountered

5.9.3

Compatible

Data

The practice of magnetic

taping vibration signals or filing
them in a data base for pssible

62

(1)

Calibrate all components

on a prescribed
schedule
and apply calibration
factors to reported test
data values.

(2)

Record and apply gain

settings to all data
taken.

(3)

Label each vibration

data record with ship, s
rime, trial nutier,
date, time of day,
e~i~ent
n-e,
unit
no. , plant RPM and
maneuver or operating
condition, orientation
and location of the
pickup, type of pickup
installed, instrument
serial nutiers, and any
other matters ~rtinent

networks which selectively modify

the signal to provide a fre~ency
reeponse approximating
the
sensitivity pattern of the human
ear.
Others divide the signal into
octave bands and measure the energy
of each as well as the total.
It is
important to use instruments which
provide data to meet shipbuilding
contract re~irementa.

to understanding
and
interpreting the data.
(4)

5.9.6

Mark the event rime, RPM

signals, time, and
calibration
lines traced
on the charts to
correlate vibration data
with interpretive
information.

Additional

Information

5 .10.3

Storina

Airborne

Noise Data

For further information on

vibration measurement
techni~e,
e~ipment
and analysis, conelt
references
(r), (s), (t), (u) and
(v) and the manufacturers
literature.

Varioue methods can be

utilized to save data for later
analysis as described above for
vibration measurements.

5.10

The good practices recommended

for vibration measurement
are also
pertinent to sound measurement.

AIRBORNE

5. 10.1
Purw
Measurements

5 .10.4

NOISE ~ASURE~NTS
se of Sea Trial

5 .10.5
Airborne noise measurements
need to be per fomed
during eea
trials to pro~rly
evaluate the
ship, s airborne noiee levels.
Airborne noise measurements
of all
ship spaces while there are
machinery and eyeteme o~rating
without the propulsion plant
operating can be per fomed
best
during dockside operation prior to
sea trials.
However, there is no
substitute for an overview noise
measurement
survey of all ship
spaces measured prior to sea trials
plus a complete survey of the
propulsion plant spaces and
neighboring
spaces while oprat ing
at various ship s~eds
during the
conduct of sea trials.
5. 10.2

Measurement

Data Collection

Additional

Information

Manufacturers
instructions
are ade~ate
for operating the
e~ipment.
Criteria for performance
and selection of acoustical
instruments can be found in the
publications of the Werican
National Standards Institute, Inc.
(ANSI ) which have been prepared
under the direction of the
Acoustical Society of herica.
Alpha-numeric designators of
standards prt inent to acouet ics,
vibration, mechanical shock and
sound recording, begin with the
letter S.
See references
(u) and
(w) for additional information.
5.11
5. 11.1

E~iment

FEEOWATER

TESTING

Dissolved

OxYaen

Low oxygen content in

feedwatar is an indication of proper
functioning of the deaerating feed
heater.
The mount
of dissolved
oxygen in the feedwater should be
measured and recorded in the

Sound level measurement and

analysis e~i~ent
is avail+le
with
suitsble ~ality
and capacity to
take measurements
rewired
by ships
apcif icationa.
Some sound level
meters are integrally e~ippd
with

63

appropriate
5. 11.2

data

sheet

Measurement
~

in section

6.

also sufficiently
accurate for
checking salinity indicators in
evaporator distillate,
boiler feed,
and condensate systems here
readings of 0.25 grain of chloride
per gallon or less may be obtained.

of Dissolved

The oxvaen
content of
. .
feedwater is usually determined by
the Winkler Method as this test is
the most convenient and meet likely
The
to give the accuracy desired.

5.12

5.13
5. 13.1

Continuous monitoring of
feedwater oxygen content may be
performed using an electronic
These instruments are
instrument.
commercially
available, and more
detailed information concerning
capabilities
may be obtained from
manufacturers.

LEMGE

MEASUREMENTS

Measurina

Gases

Air and noncondensable

gases
drawn from the condenser by the air
ejector may be measured by means of
an air meter or indicator installed
in the air ejector vent.
Three
t~a
of this instrument are
described below.
5. 13.2

Rotometer

Salinity
One type, a rotometer,
omrates
by the flow of gas
vertically through a glass tube
which has an increasing cross
section area with a volume flow rate
scale beside it and by a float
which, while suspnded
by gas flow,
settles in a psition
in the glass
tube at a place indicating the
volwe
flow rate on
the scale.

Low salinity in the condensate

and feedwater is an indication of a
tight syetem, i.e. , free from
Salinity
in-leakage of sea water.
should be read at various Pints
in
these systems and recorded in the
aPPrOPr iate data

5.11.4

MEASUREMENTS

Density of fuel oil and sea

water can be determined
satisfactorily
with suitable
hydrometers except for low API
bunker fuels which solidify at room
temperature.
For details see
reference (ab) .

smple
must be cooled to a
temperature below 70 degrees F if
accurate results are to be obtained.
A special cooler or cooling coil is
usually provided with the ships
feedwater system for this purpose.
Detailed information on how to take
smples
and on the test for oxygen
may be found in references
(x) , (y) ,
(z) and (aa).

5. 11.3

DENSITY

sheet

Measurement

in Section

6.

of Salinity

5.13.3

Sal inity readings may be taken

from the ship e salinity indicator.
The salinity indicators should be
checked occasionally
against
prepared saples
of hewn
salinity.
The mercuric nitrate method of
determining
salinity described in
the latest edition of reference (x)
is aatiefactory
for the analysis of
water from steming
boilers and is

Orif ice-Rotometer

A second t~,
an orificerotometer aaeetily o~rates
by a
parallel, une~al,
split flow of gas
through an orifice and a rotometer.
The inlet of the rotometer is
connected to the gas flow pipe
upstrea
of the orifice plate and
the outlet of the rotometer may be

64

connected to the gas flow pipe

downstreu
of the orifice plate or
may be vented to atmosphere.
The
orifice-rotometer
assetily is
designed, sized and calibrated as a
unit for the specific ship system
installation.
The scale located
beside the rotometer tube is
calibrated
in units of volume flow
rate for the sum of the gas flows
through the orifice and the
rotometer.
5.13.4

5 .13.6

5.14
5. 14.1

FLUE AND EX~UST-GAS

ANALYSES

OrSat Analvzer

For trial purposes,

historically a fre~ently
used
instrument for flue-gas analysis is
the Orsat.
Basically, all Orsats
are identical in principle; that is,
they all have a nutier of pipettes
containing chemical reagents which
absorb the respective gas
constituent from the smple.
The
major difference in the various
commercially available Orsats is in
the design of the pipettes.
Some
Orsats have the contact type of
pipette while others use the
bubbling type of pipette.

Orif ice-Manometer

Ultrasonic

Information

More details of various models

and their uses may be obtained from
epipment
manufacturers.

A third type, an orificemonometer assetily, operated by the

flow of gas through in orifice.
The
high pressure connection on the
monometer is connected to the gas
flow pipe upstrem
of the orifice
plate and the low pressure
connect ion on the monometer may be
connected to the gas flow pipe
downstrea
of the orifice plate or
may be vented to atmosphere.
The
orifice-monometer
assetily is
designed, sized and calibrated as a
unit for the specific ship system
installation.
The scale located
beside the monometer tube is
calibrated in units of volume flow
rate.
5. 13.5

Additional

A contact type of pipette

usually is filled with many small
diaeter
glass tubes, rods, or in
some instances, with a fibrous type
of material.
The purpose of the
tubes, or rods, is to supply a
maximum of exposed surface to which
the rewired
chemical reagent can
adhere.
A8 the gas saple
enters
the top portion of the pipette, the
reagent is driven from the pipette
into a reservoir.
The gas, as it
proceeds to occupy the entire volume
of the pi~tte,
passes over the
wetted surface provided by the
filler material.

Detector

An ultrasonic
leakage
detect ion system has been developd
to locate preeeure and vacuum leaks.
Low pressure as well as high
pressure minute leakage can be
detected readily.
This system is
sensitive to ultrasonic energy
generated by molecular collisions as
gas escaps
from or enters a emall
orifice.
Tbe directional probe is
sensitive only to the ultrasonic
fre~ency
spctrum
by eliminating
audible background noises.
The
detectors electronically
convert the
probe output into audible sound in
the attached earphones and drives a
~inter
on a meter.

In the bubbling type of

pi~tte,
the gas smple
enters the
bottom of the piwtte
and the saple
bubbles up through the chemical
Filler material for
reagent.
providing exposed absorption surf ace
is not rewired
and, conse~ently,
a
volume of the reagent e~al
to the
unabsorbed volme
of the smple
is
The displaced
displaced by the gas.

65

analysis.
There is no single
correct method of s~pling
which is
One
applicable in all cases.
method, which results in obtaining
an approximately
true smple,
rewires
the taking of a nutier of
simultaneous
individual smples
at
different ~ints
in a given plane of
a gas cavity or duct.

reagent flows into a reservoir and

remains there until the gas Smple
is returned to the collecting
burette.
A comon
type of OrSat is
provided with a measuring burette
and, usually, three pipettes.
These
are interconnected
by a capillary
manifold and appropriate stopcocks
for routing the gas sample through
the apparatus, The pipettes, when
filled with the proper chemical
reagent, will absorb volumes of
carbon dioxide (C02 ), oxygen (02)
and carbon monozide (CO) .

Where high-temperature
gas
s-pies
must be taken it is
customary to use a water-cooled
smpler.
This sapler
is generally
constructed from materials
eimilar
to the ordinary open-end tube,
usually of brass or stainless steel,
used for sapling
cool gases, but it
is fitted with a water-cooled
jacket.
Water-cooled
sapler
tubes
are superior to refractory tubes
since there is less gas composition
change due to chemical reactions.
Further, refractory tubes are often
brittle and subject to breakage if
impro~rly
handled.
Thus ,
refractory tubes are usually
in feriOr fOr service and functional
reasons.

The following absorbing

reagents are used in the pipettes
C02 pipette - Potassium hydroxide
solution
02 Pipette - Alkaline solution of
pyrogallic acid
CO pipette - Acid solution of
Cuprous chloride
The best results are obtained
when these solutione are prepared
Full
immediately prior to testing.
descriptions
of the methode for
preparing the solutions are stated
in reference
(ad) .

A continuous gas saple

is
most desirable as it eliminates
the
need for purging the smpling
lines
of the residue from a smple
taken
previously.
For this purpose, an
air aspirator generally
is used.
For sea trials, continuous temporary
lines should be run from each uptake
through a valved manifold to an air
aepirator powered by the ships
compressed air system.
The
arrangement of valves should allow a
new ample
to be pulled from either
uptake to the Orsat e~iwent
for
each saple
reading.
Two smpling
1inee are necessary when
regenerative ty~
air heaters are
installed; one is connected upstrea
and one downmtrem
of the air
heater.
Both are needed to
detemine
air leakage across the air
heater.
The comparative
readings
can be used to compute the corrected
stack tem~rature.

To process a gas saple

to
obtain an analysis, a known volume
of flue gas is drawn into the
graduated burette.
In successive
operations the gas smple
is forced
into the C02, 02, and CO absorbin9
pi~ttes.
Before the saple
is
allowed to pass from one pi~tte
to
the next it is returned to the
graduated burette.
The meaeured
difference
in volume, after each
individual gas has been fully
absorbed, is considered as the
mount
of that particular gas
present in the flue gas.
The difficulty
in obtaining
represent at ive saple
from a
stratified gas strea
is the
greatest cause of error in gas

66

Lead, glass, or gum-rubber

piping should be used to cOnneCt the
sapling
tube to the gas analyzer.
Copper or brass piping also is
satisfactory,
but in no case should
ferrous materials be used.
5. 14.2

5.15

Manual and Automatic TvDes

of Flue Gas Analvzer9

5.16

VISCOSITY

~ASUREMENTS

The measurement of viscosity

is not comonly
rewired
during sea
trials.
The viscosity of fuels for
the propulsion plant or auxiliaries,
or for cargo may be necessary to
resolve problems during sea trials.
For measurement information see
reference (af) .
5.17

some automatic ty~s

of gas
analyzers will indicate percent
oxygen, ~rcent
carbon dioxide, net
stack temperature,
percent excess
air, carbon monoxide concentration,
particulate matter in the flue gas,
and the percent co~ust ion
Instrument
efficiency.
manufacturers
need to be consulted
for details regarding gas. s-pling
re~irements
and measurement data
available on various instruments for
the epecific flue gasee exhausting
from the ship.

5 .17.1

ELECTRICAL

~ASU~MENTS

Measurina

Oevices

For ships with alternating

current, a portable analyzer
e~ipped
with an weter,
voltmeter,
power-factor
indicator meter and
kilowatt meter will be useful.
Isolated usage of the meters is also
~seible.
For most A.C. motor
installations the input current is
sufficiently reliable for indicating
the motor load.
A ~rtable
tong-type meter
will be found
satisfactory for measuring the motor
current.
Since this meter clmps
around the cable one phase at a time
and does not have to be ineerted in
the circuit, it is more convenient
to use than the analyzer for this
application.
A prtable
poly-phase
watt-meter may be installed to
aseure accurate measurement
of
generator loads.

The shipbuilder and owner may

agree to use ship installed flue and
exhaust gas analyzers to collect
e~i~ent
PKfO~anCe
data during
the conduct of sea trials.
The sea
trial plan should s~cify
the
analyzers to be used, when they are
to be used, and the approved methods
for analyzer calibration.
Additional

AND PURITY

Measurement of entrained water

droplets (qality ) and entrained
solids (purity) in stem
is not
comonly
rewired
during sea trials.
However, sapling
techni~es
and
measurement devices are discussed in
reference (ae) .

There are a variety of manual

and automatic types of gas analyzers
available as portable or ship
These kinds of
installed e~ipment.
instrumentation
are valuable for
determining
e~ipment
performance
and the content of exhaust gases
which enEer the environment.
see
reference
(ac ) for further
information about measuring
particulate matter in a gas strem.

5 .14.3

STEW
QUALITY
~ASU~~NTS

Information
5.17.2

For more in fomat ion see

reference (ad) and contact
manufacturers
of e~i~ent.

Calibration

Recently calibrated shipboard

electrical instruments ehould be
sufficiently accurate for all uses

67

except special performance tests.

Before sea trials they should be
carefully inspected for signs of
dmage,
and the due dates for the
next calibration
should be following
the completion of eea triale.
5 .17.3

Additional

5. 18.3

5. 18.1

WIND SPEED
~ASURSMNTS

Information

AND DIRSCTION

CUD Anemometer

Wind speed is measured usually

by a cup anemometer which gives
aPParent or relative wind speed.
Apparent wind speed occurs by
cotiining ship, s velocity and true
wind velocity.
Any instrument which
measures wind speed may be used to
measure apparent wind speed.

Care should be taken to ensure

that the motor bearings are kept
clean and free from lint, dirt, or
grease, because a lack of
cleanliness will cauee friction or
drag and seriously affect the
accuracy of the readings.
5. 18.4

5. 18.2

Anemometer

The Sirm
type of anemometer
has a register which records linear
feet when a gear train is engaged.
The register can be zeroed after
reading it.
Velocity in feet per
minute is obtained by dividing the
register reading by the elapsed time
in minutes.
Each instrument
rewires
individual calibration.
It
is important that the anemometer
face s~arely
into the air strem
and that average readings are
obtained.
For best results, the
dimeter
of the air strem
should be
several times the diaeter
of the
anemometer.

Electrical measuring
instruments and testing apparatus
are covered in detail by reference
(k).
5.18

Sir=

Oirect-Readina

Anemometer

Indicators
The direct-reading
anemometer
has a varied rotor and a dial which
reads in feet per minute.
The Sme
precautions stated above for the
Bira
typ,
apply to the directreading anemometer.

One type of indicator flashes

a light every time one-sixtieth of a
nautical mile of wind passes the
transmitter.
The ntier
of flashes
per minute is the apparent wind
speed in knote.
An electric counter
can be connected in the flasher
circuit and controlled by an
observer on the bridge to state the
distance traveled during
standardization
runs. .The average
aPParent wind spsed is obtained by
dividing the counter reading by the
elapsed time across the course.
Another ty~
of instrment
indicates
aPParent wind roped instantaneously
and continuously
and re~ires
no
timing.
This type of indicator is
recommended because of the
convenience
in obtaining readings
from it.

5. 18.5

Deflecting-Vane

Anemometer

The deflecting-vane
type of
anemometer indicates air velocity
directly in feet per minute.
This
type of instr~ent
is very useful in
studying air currents in staterooms
and meaauring pak
velocities.
Other ty~e
of instruments,
such as
the heated thermocouple,
the
velometer, and the hot-wire
anemometer may be ueed where the
accuracy of such instruments
is
sufficient.
They rewire
fre~ent

68

calibration
and are of little use as
a wind speed measuring instrument
for standardization
trials.

basic principle of meaeuring

phase delay of to signals.
5 .19.2

5. 18.6

Wind

Direction

Indicator

Combination

Indicators

Cofiination wind indicators

They cotiine
are available.
readings of direction and speed, and
they are more convenient for sea
trial purposes than the separate
They utilize a contact
indicators.
type synchro transmitter to transmit
wind speed and direction to a dial
readout.
5.18. a

The position of the ship can

be determined mathematically
at any
time using the two shore radio wave
transmitters and the ship to form a
triangular relationship to one
another.
A1l three distances are
inputted into a mathematical
fomula,
and the ship s location is
the solution.
The dietance between
the shore located transmitters
is
constant during the sea trials.
The
changing lane count between the ship
and the two transmitters
is inputted
to the mathematical
formula at any
instant in time that one wishes to
know the ships location.

Locat ina Sensors

The sensors for all wind

direction and velocity measuring
e~ iPment should be located high
enough above the ships etructure so
it will receive an unobstructed wind
flow and not be subject to wind
currents and eddies from any nearby
object.
5.19
5. 19.1

RADIO~TRIC
Tvues

T~CKING

Half

A typical system consists of

two portable transmitters,
located a
known distance apart on shore, and a
shipboard receiving station.
Included in the shipboard station is
the lane counter which indicates
the lane count, i.e. , the number of
half wave lengths from each shore
station to the ship.
By knowing the
distance between lanes which is
calculated for the frequencies in
use and based on the empirically
accepted velocity of propagation,
the lane counter readings can be
converted to distancee.

A wind-direction
indicating
system, which continuously
indicates
the apparent wind direction relative
to the ship, is recommended for sea
This system will consist of
trials.
a remote transmitter and an
indicating unit.
5. 18.7

PrinciDle of Measrinq
Wave Lenuths

the

SYSTEMS

of Devices

In addition to the lane

counter read-out, the typical
shipboard inst rumentat ion may
include additional e~i~ent
such as
a strip chart recorder from which
fractional parts of a lane can be
derived at a given instant, and a
plotter which records the path of a
ship during maneuvers.

A nutier of electronic
position location systems are
available commercially
for
use in
conducting standardization
and
maneuvering trials.
hong
these
systems are:
Raydist, LORAN, Decca,
and Cubic.
These eysteme, with the
exception of Cubic, o~rate
on the
basic principle of measuring the
half wave lengths of two continuous
radio waves transmitted at different
fre~enc iea.
Cubic oprates
on the

If the absolute ~sition

is
rewired,
the lane counters must be
set by means of premeasured range
marks or by flyover of an airplane

69

ewipped
with a duplicate of the
Also,
ship, s radiometric
e~ipment.
lane counters must be thus reset if
the lane count is loet by power or
e~ipment
failure, maloperation or a
HOweveS,
severe electrical
storm.
even without a correct lane count,
these system5 are able to detemine
distance and direction traveled
during selected time intervals, for
speed determination
or for plotting
the ships path during maneuvering
tests.
5. 19.3

Principle
~

of Measurina

5 .20.1

Siahtina

of Instruments

The following types of timing

instruments may be used for trial
data:
(a)

Ships

Clocke

(b)

Stop Watches

(c)

Electric
Clocks

(d)

Chronographs

Timers

and

Phase

The Cubic Autotape system

operates on the principle that a
modulated electromagnetic
wave
propagated through space undergoes a
phase shift that is proportional to
both the distance traveled and the
modulation
fre~ency.
The system
consists of a two-range interrogator
inetalled on the ship and two
portable respnders
located a known
distance apart on shore.
It
computes range by measuring the
phaee delay experienced by the
modulation
signal during its travel
from the interrogator
to the
responder and back.
The
interrogator
automatically
displays
the ranges between the ship and the
shore stations simultaneously
at one
second intervals.
I f a prmanent
record is desired, a printer can be
connected to the read-out
instrument.
5. 19.4

TvDes

A detailed description
of each
of the above instruments
is stated
in reference (ag) .
5. 20.2

Svnchronizina

Clocks

Ships clocks may be used to

time events.
Prior to departure,
the master clock should be 8et to
the correct time and secondary units
synchronized with the master.
Time
pieces furnished for trials should
be synchronized with the ship s
system to avoid disagreement
in
report ing events.
5.20.3

StoD Watches

Stop watches most suitable for

sea trial data are electronic
watches and ttiers.
These watches
and timers are battery pwered.
All
stop watches ehould be checked
against a time piece of known
accuracy before the trials begin.
The cotiined stop watch and time
piece ehould be adjusted and
re~lated
so that it does not gain
or lose more than thirty seconds
over a twenty-four
hours period.

Land Fixes

During sea trial planning the

customer and the shipbuilder may
determine that radiometric syateme
are not necessary or sufficiently
convenient.
The met hod of sighting
preplanned land fixes during the
conduct of maneuvering
and
standardization
trials continues to
be an acceptable practice for come
sea trials.

5.20.4

Electric

Timers

and Clocks

Electric ttiers may have a

synchronous motor drive and depend
upan the ship- s ~wer
fre~ency
fOr

70

timers may replace electric timers

to maintain standard item, if
shipboard power frequency is not
constant or is uncertain.

accuracy.
Electric stop clocks with
accuracy controlled by quartz
crystals are available with dials
readable to one one-hundredth
of a
second.
Special timers may be
designed and used where desirable.
They may have a master clock with
accuracy controlled by a qartz
When electric time
crystal design.
measuring devices dependent on
ships power are used for sea
trials, caution should be exercised
to maintain ships generator
fre~ency
at 60 CPS.
Electronic

5 .20.5

Recorders

Recording instruments should

be inspected regularly to see that
the paper-driving
mechanism and
paper marking device operate
properly to provide correct time
indications.

71

6.0

6.1

TRIAL

DATA AND ~PORT

Similarly, data sheets list

all data pertinent to the test or
trial of a typical plant or system
or e~ipment.
A particular
ship may
not have an instrument or gage to
provide a data item, or might not be
designed to include the component or
aPPaKatu S to which the data
pertains.
Guide data sheets, thus,
should be taken as a recommendation
rather than an absolute re~irement,
and data not included on the data
sheets but available and pertinent
should be included in the report.
Also, the presence of a data item
does not constitute a retirement
to
install special instrumentation
to
provide it. Such re~irements
are
imposed by the section of the guide
rewiring
the test or trial.
Critical data as defined by Figures
la,
I.b, and 1.c should be
instrumented to the extent re~ired
to provide confidence in the
results.

GENEW

A trial report should be

prepared by the shipbuilder and
delivered to the owner and others as
specified or within sixty days after
The
the completion of trials.
reprt
should present the trial
results, relate them to
re~irements,
and should contain all
data and information needed to
evaluate the results rewrted.
This section provides smple
formats for identifying the ship and
its major characteristics
and
reporting data for the tests and
trials covered in Sections 2, 3 and
4.
In some cases the data are
reported directly as taken, in
others one or more
reductions are
re~ired
to reach the value to be
reported in either tabular or
Copies of raw data
graphic forms.
sheets, if legible and
interpretable,
may be used for
Raw data
directly reprted
data.
need not be supplied for values
reprted
in reduced fore, but
supprting
data for such values
should be retained and held
available for the owners or
other acceptance authorities for the
life of the contract.

6.2

DATA Pm

Since the Guide is for general

application it cannot COVer
with
precision the particular contractual
or technical circumstances
of a
particular ship or clase of ship.
It is imprtant
therefore, as set
forth in Section 1, for the
shipbuilder to study the guide, the
contract, and the ship s apcifications, and prepare a data plan.
Thie plan should include data fores
suited to the location and function
of the instruments to be read, a
system for transmitting
raw
~rfomance
data to a central
computing station for processing and

Data fores are included for

all trials and tests for which
procedures are provided by the wide
regardless of contract re~irement
for such a trial or test.
Inclusion
of the data sheet should not be
conetrued to rewire
that a teat or
trial be performed.

72

the report.
Such plots are
indicative rather than definitive of
the ship, s turning characteristics
and need not be corrected for drift.

a Pr0ce9s fOr making data available

to authorized parties aboardship.
Data forms should distinguish
between data from special sea trial
instruments and data from ships
instruments.

6.5
6.3

DATA C~W

MANE~RING
TESTS

TRIALS

Figure 21 has bee developed

to assist the shipbuilder
in
reporting results pertinent to
standardization
trials.
A1l of the
data requirements
of the trial event
are included therein.

AS Section 1 states in general

terns, the data crew should be
trained in advance of trials in the
use and location of the instruments
to be read, the corrections to be
applied, and the calculations to be
made.
Training should include
familiarization
with the data forms
so that entries will be made in the
correct column, and the instrumentation for data items which ehould
be read on the mark of the data
interval.
The mark is provided by
the sea trial signal system.
6.4

STANDARDIZATION

TRAINING

TRIALS

6.6

FUEL ECONOMY, ENDUNCE

, BOILER
O~RLOAD
AND STEM
RATE TESTS

Figures 22, 23 and 24 have

been developed to assist the
shipbuilder in reporting results
pertinent to main propulsion
fuel
economy tests.
The figures
presented are representative
of a
tYPiCal stem
Pwered
ship, diesel
~wered
ship, and turbine powered
ship.
Other types of main
propulsion plants and variations of
plant e~ipment
and systems will
rewire
appropriate modifications.

AND SPECIAL

Figures 5 through 19 have been

developd
to assist the shipbuilder
in preparing data t abulat ion sheets
and in reporting results prtinent
to maneuvering
trials and s~cial
tests.
All of the data re~irements
of the various trial events are
provided by the figures.
Plots of
the data associated with Fi~res
5
through 13 should be provided to
indicate smoothness of data.

Figure 25 has been developed

to assist the shipbuilder
in
report ing results ~rt inent to the
main propulsion turbine stem
rate
test.
6.7

Results of the Z Maneuver

and epiral maneuver tests ehould be
plotted.
If radiometric eyipent
is used during the trials, the
resultant plots of the ships track
during turning circle tests and
wick
engine reversals should be
included in the trial reprt.
Plots
of turning circles should be
corrected for drift by the method
explained in Appendix A to Chapter
6.0.
When precise tracking is not
avail sble, plote of the radar wake
return may be made and included in

PROPULSION

PLANT TRIMS

Performance data is reprted

to supprt
the results of the
propulsion plant trials, to assist
in interpreting these resulte, and
to provide baseline reference data
for oprating
praonnel
once the
ship enters service.
If specific
data is ~rtinent
but not available,
a note to this effect should be
included on the applicable data
sheets.
Recorded data for the test
runs should be averaged, with

73

obviously erroneous readings

If recalibration
of
re jetted.
ship, s instrumentation
is
accomplished
prior to ship delivery,
note of such recalibration
should be
included on the applicable data
eheets.

(6)
(7)
(8)
(9)

Figure 26 reflects the

recommended content for reporting
operating data for a typical stea
turbine powered ship and main
..propulsion diesel and gas turbine
Resulte of the boiler
installation.
overload test should be performed as
indicated in the boiler section.

(lo)
(11)

(12)

(13)
6,8

TRI=

~PORT

The contractor should prepare

a trial report with recommended
content as follows:
6. 8.1

(14)

Introduct ion
(c)

The introduction
should
include the contract nutier, hull
nutier, omer
designation,
ship s
rime, principal dates, contractual
parties and construction
contract
references, preceded by a photograph
of the ship or a sister ship
underway, if rewired
by the
contract.
6.8.2
(a)

(b)

Displacement
at full
load draft
Gross tonnage
(approximate)
Net tonnage
(approximate)
Draft, maximum ballast
provided by ship system
Horse~wer
Sustained sea speed at
full load draft and
registered horsepower
Estimated fuel
consumption at sea (bbls
per day) at registered
horsepower
Estimated fuel
consumption in port
(bbls per day)
Endurance in nautical
miles at sustained sea
speed with a record of
fuel consumed.

(1)
(2)
(d)

Type of ship
Exaple:
Single- 6crew,
stem-turbine
driven,
cotiinat ion bulk
and general cargo
ship.

(e)

(1)
(2)

Characteristics

(3)
(4)
(5)

Length overal 1
Length between
pr~ndiculars
Be a, maximum molded
Depth to main deck at
e ide, minimum molded
Draft, full load, molded

(4)

74

and displacement*

Light ship
Fuel oil
Fresh water
General cargo
Refrigerated
cargo
Liw id cargo
Total cargo deadweight
Tot al deadweight at ful 1
load draft

Capacit ice*

(3)
(1)
(2)

Officers and crew

Passengers

Deadweight
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)

Shim s Characteristics

Principal

Complement

General cargo bale cubic

Refrigerated
cargo net
cubic
Convert ible 1i~ id cargo
net cubic
Non-convertible
li~id
cargo net cubic
May req ire additional
breakdown dependent on
ty~
of cargo carried.

(f)

Hull

characteristics

(1)
(2)
(3)

(4)
(5)
(9)

Rudder
(1)
(2)

(h)

Prismatic coefficient
Midship coefficient
Bulk as percent of
underwater profile area
at full load draft
Type of bow
Type of stern

(2)
(3)
(4)
(5)

(6)

Principal personnel present on

trials, including
representatives
of the owner,
acceptance authorities,
regulator bodies and
shipbuilder.

(c)

Trial

ballast

(d)

Trial

results:

(1)

Maneuvering
trials and
special tests.
See
Figures 5 through 20.
Standardization
trials.
See Figure 21.
Fuel economy tests.
See
Figures 22, 23, and 24.
Stem
rate test.
See
Figure 25.
Propulsion plant data.
See Figure 26.

Nutier and type

Rudder aB ~rcent
of
underwater lateral
profile area at full
load draft

(2)
(3)

characteristics*

(4)

TY@
including direction
of ahead rotation and
nutier of blades
Dimeter
Pitch
Expanded area ratio
RPM at full load draft
and registered
horsepower
Des ign submergence

(5)

Include data
propeller

6.S.4

for each

EW i~ent
(1)
(2 )
(3)

6.B.3
(a)

Trial

identification

Other

Data

(a)

Nufier of days between

trials and meet recent
drydocking.

(b)

Wind

(c)

Sea

6.8.5
(i)

schedule.

characteristics

Propeller
(1)

(b)

direction

sea

and velocity.

etate.

ADDendices

- As Elected

data

Main propulsion
machinery
Imprtant
auxiliaries
Other e~ipent
as
s~cif ied.
It iS
recommended that, as a
general rule, s~cial
andjor uni~e
e~i~ent
be listed with
identification
data.

(a)

Design heat balance

diagrms.

(b)

Fuel oil analysis

(c)

Flometer

(d)

Fuel and stem

curves.

(e)

General arrangement
plans if
they are availsble in reduced
size on a single sheet.

(f)

Other available
information
prtinent
to trials.

Data

Log of evente.

75

system

re~rt.

calibration
rate

curves.
correction


Astern

Sh tip

&head

N.me

Triel

[P

Date

Tlma

O(

Baea

Course

Depth
Sea

of

unit
or

s]

Unit
[P.,

l$.

7
rq

Steerlnq
(If

Dem -

ons Lra

s)

Ledl

Wa tar
n

Wind

Direction

Wind

Velocity

Trial

Dr art

Tr]ul

Draft

[F. dl
(Aft)

P.opel!e.
(B. qinnlnq

RPM
I

Propeller

RPM

St09rlnq
Control

Station

Rudd..
,)

(End)
in

Movement
b

Maximum

Tim.

Rudder

Aqles

Max.

(P

SI

Ax,

Steerlnq

Test

COnditl.

(s,.

Unit
or

Steering

Steady

Motor

O-R

O -L

O -R

R-L

L -R

R -L

L -R

R -L

L -R

R -o

L -O

R -O

O -R

O -L

O -R

R -L

L -R

R -L

L -R

R -L

L -R

O -R

O -L

o -R

R -L

L -R

R-L

L -R

R -L

L -R

R -O

L -O

R-o

Amps

Maximum

Ram

Preeaure

Max.
SOrv O Preee.
(If
Avoilabl.1
Ma. . Repl en.
Press.
(If
Available)
Max.
Pump
Stroke
(If
Available)
Idle

Volta

Idl@

Amps

Idlo

RPM

Minimum

>
b

Motor

R.ddar
no. mal
Time

Volta

a.qlas
otearlnq

from

start

and
.dd..
mods
and
to

mov. msnt
to
activate

d.grees

FIG. s

tlmem
a.
dmmonstrat.
emerqancg
unit

b. fare

Steering

76

orderad

Tests

anqle

d.
also

to

lime
be

to
s.. ..
recorded.

... UtPARl

RE FRU .ASE

1K6CK

,AC71C, L 0,..ETER

OF MEAOINQ

lN1ll

FINAL

o] Auslsn

AIE

,.,
,,,..
,,.,,,,
...
z

,,,,

..

as ..*,.,.
,.a, ,.,,,.,..
I*I...1 ..di...
h.h. .*..
. . . . . . . ., ,,..,,,

,.,.,.,

OP..

.s,,,
M.,. ! ,!.,

,.,,,,.

,..,

,,

. . .

d.

b.

.,,,

.,

,,,,.

CO

.0,,.,.,,,.

.,

, . .....,
,.,,.,

.
.,. .
..,...,...

1000

500
-

SC4LE IN FEE1
!..

1s..

H.. d,q <...

B...
C.. ?,.

ship

N,..

T.. t

D.t.

11..

T., t

S.9.

B,, * c.,,,
R.dd.

? A*I*

Ehaft

RPM 10. qlnnlq

Eh, rt

RPM [End I

D,Pth

,1

e.,

W,t.

C.4L %1..

wind 01,. cti.

Vina

NOIE: R. Pr.,, t.ll.

.1
.h. uld b. , 11.. .c. l.d
.P1. nt. d 1.
:::hb:h~:L:,:~

lqP.

.I

th, .hl P
1 I.eib,

.nd I..,l.
d . tb.
y.: ,.lO.,.
CO i,..

Tra.ki.q

V.l. clt

1,1.1

O.afl

1.1.1

0.. ?1 [UT)

U.,..

(Fvol

D.,lt

C. . . ..l

..

.1.010
k

01.1,

8*.1..:

u,. . O,p,,

Drlrt C.rr.

Radiometric

tvr,

FIG . ~ Turning Circle Test

or Other Precise Tracking Available

77

f...

ct lo:

8,..
:fi:ct

c.....
le._

01.

r
,AC,

,CAL

.,*.E,

F_

TRANSFER
i

IeO CHAUOE

OF HEADINO
:
:
:

FINAL DIAGIER

Sae
-

1080

SCALE IN FEE1

m
Vld

Direct

V1nd

V.locltu

T,lal

O-aft

1,1.1

Draft

lAFT1

to

Chang.

Adva...
T.an.

Radiometric

f,r

]..

{FVD1

i.

Tactl.

al

Flal

Dlamel,

Cheng.

Hdq.

Hd9.

90
90

D1. m.t,,
r

FIG. 1 Turning Circle Test

or Other Precise Tracking Not Available

78

WIND

BASE COURSE
(5)
,

\
~OU

i..

-. . . .

COURSE

..

Em.

Tent Beq.n

Base co...

>

Rudder tigle
Shaft RPM (Beginning)
Shaft RPM (End)

m
Oe,th of Woter

PE

10

Elapsed fima

(s..)

----~.-(-z

~:

../-,

---

10

15

OECRCES
Lf n

Rtider
Mwment

RCfl

Elap-d mm
(w)

H
(1) Stud 10R
Aft.in 10R

..(2)

Stofi

10L

Main

10L

(3) stad
e

10R
10R

(4) Stan

IOL

(5) Attain O

FIG. ~

Z Maneuver

79

Test

Hdq.

Sea

Condition

Wind

Trial

Di.ectfo

Draft

[Fwdl

raorari

Aft)

Time

?udder

Anqle

lapsed

Time

[See)

Time

FIG. ~

Initial

80

~rning

Test

ieadlnq

STABLE

SHIP

RDDER RETuRNED
TO MIDSHIPS

Im

1
UNSTABLE

SHIP

FIG. ~

Pullout

81

Test

(s.0)

..dlg
t,.m
h..
co,,.

Svad

(K!.)

RPM

(
Ship

Rdde.
STARBOARD

PORT
RUDDER

ANGLE

I
la)

.
0

STABLE

SHIP

<

Anqle
RPM

(Beqln.

Shaft

RPM

[End)

DeDLh

of

I
t

Sheft

Sea

Name

ing)

water

Condlt!on

Wind

Oiroct

[on

Wind

Veloci

Lu

1. 1.1

Ora Ft

[Fwd)

T,lal

Or aft

(Aft]

*-

+1
I

PORT

SIARBOARO
Qdder
Aqle

?@R
lSR
18R
5R
3R
lR
0

Oata

for

Time
(s..
.)

Step

No.

Ship
Headinq

Rddar

Angle

Change
]
Ship
Headinq

Constant
6 Conaec.
Roadlnqs

for
tive

Notes:
A total
of
6 reading8
or
constant
rate
of
heading
change
1s ne. ded
to
cal..
lata
average
rate
in Deq. /Sec.
Thiu
calculation
18 done
for
each
stop.

FIG. Q

Spiral Test

B2

::
5L
lBL
15L
28L
ISL
18L
5L
3L
lL
e
::
5R
10R
15R
2@R

Conslant
Rate
of
Chanqe
!.
Ship
Ho bdinq
(0. q ./see
.1

I Ship
/----

,,

. . . .

Tent

0.1.

Tim,

1..1

B.,,

course

B,q,

STABLE
SHIP

(
~.
~.
. .
\

D.plh

i
.<_u

--

S,a

NsT4BLE
SHIP

----

I Wind

-e. @ -

Wld

*
I

ea

)0

PORT

STEP

Ill
10

0
RuDDER ANOLC

YAV

RATE

OEQ/SEC

1.9R

a .BR

e ,6R

0 .4R

0 .*R

e.l K

0 ,OR

8,1L

0 .EL

10

0 .4L

II

0 ,6L

Ie

9.BL

!3

1.@L

ea
STARBOARD

Reverse

Wal,,

condition

,1?..1,..

V.lo.

]t

TFlal

Or, fl

Trial

Oralt (4f11

RuDDER ANQLE

FIG. u

of

Spiral Test

{F. d)

Shl P Name

1,1*

Time

O{

W]d

01? 8.11..

Ease

Course

Wind

Velocitg

Water

Trial

Draft

[F. dl

Trial

Draft

[Aft]

Depth

Test

of

sea

Condltl.

Thr.

et,.

Date

Name

,. .,,,.
s... .,. S.,
. . .... . ..3
.,,
. . ,----Iap,
[Ml

ad

0 Knot,

Time

8 Sec )

Th, ,ter
&
Full
Rudder

Thruster
Onlq
Hdq

Ch. nq.
1. Hdg

Hdg

Knot.
Rdde.

Chang.
in Hdq

Hdq

Th, eter
&
Full
Rudder

Only
Change

I.

Knots

Hd q

Hdg

Change

Hdg

Rudde.

Hdg

Onlq
Ch. nqa

Hdq

00

00

10
20
,3B

3@0

3a0

Left

30

Left

Le<t

~o

38

30

Lar L

L,<! 1

NOTES :
1,
2,
3.

Reve.8e

Ship

1s

10

1; .Iapnad
h.adiq.
If
Thru8ter
at 3-knot

Thru8ta.

b.

headlnq

Into

the

wind

.1

time

tha

b.qinninq

of

each

1..1.

reaches
10 minutes
prior
to 30
change
1. ship
t.rminat.
the
test
at this
point.
IS .ffective
at 6 knots.
ahlp
8P.. d 1s Lo b.
increased
Intervals
until
thrate.
18 no longer
effective.

.ndler

Shift

FIG. u

Rudder

Thruster

g4

Test

Ahead

to Aster
Trial

Ship

Name

Time

to

Ease

Co. ree

Test

Shaft

RPM

IBeginnlngl

Depth

of

Sea

Condltlon

Wind

Direction

Wind

Velocity

Trial

Draft

[Fwd)

Trial

Draft

(Aft)

Flal

Heading

to

Start

Shaft

Time

to

Ordered

Time

to

Stop

Aster.

RPM

Astern

Ship

Reach

NOTE :
Also
to
be
,nclded
are
max Lmum excursions
of
RPM,
torque,
steam
spplq,
turbine
Interal
and
exhegt
pressures
and
temperatures,
or
equivalent
data
for
diesel
o.
qas
Lrbine
plants,
at
?requent
intervals
drlnq
maneuver.

Elapsed
[Mln
and

I
2
3
4

Time

Ahead

Water

Marker

Date

Substitute
use.

Timo
See)

Distance
Traveled
Between
Markers
[Feet)

plot

of

ship8

track

if

Cmlatlve
Traveled

radlometrlc

equipment

I
Astern
Time

of

Bass

Course

Ahead

Test

Shaft

RPM

Oepth

of

Sea

to

{Bag

innlngl

Water

Condltlon

Trial

Oraft

[Fwdl

Trial

Oraft

[Aft]

Final

Heading

Time

to

Start

Time

to

Ordernd

to

Stop

Ship

RPM

AhOad

Wind

Oirectlon

Time

Wind

Valoclty

Maximum
Torque

FIG. ~

Quick

Reversal

B5

(If

Test

Shaft
RPM

Available)

Ahead
Ahead

Distance
[Feet)
is

in

Name

Trial

Date
Start

Time

or

6K

5K

19R

leBt
Attain

Sha?t

Eldp%ed

Ruddev
Anqle

Ship

RPM

10R

16K)
Start

10L

[SK )
Attain

10La

14K)
Star

[3K)
Attdln
Dep Lh

OF

eb

Water
Start

Sea

35R

Condition
Attain

Wld

Direction

Wld

Veloc!ty

Trial

Draft

(Fw6)

Trial

Draft

(Af L)

35Ra

Start

35L

At Lain
Stat

Max,

Rudder
Angle

Depar

10R

t..

I
I

Attain

$rom

Ease

4K

SK

6K

35La

course
3K

35R

t -m

10L
35L

a.

Rudder

angle
is
to
be held
for
30 seconds
before
next
rudder
movemmnt.
la
to
be rneiored
prior
to
eta.
ti.
q tho
Shig
speed
35
rudder
movoments.
Teat
1s to
be cant lnuod
1.
dacrea.
ing
l-knot
ln tervale
until
the
rudder
1s no longer
effective.

starting

b:
c.

FIG. ~

Low Speed Controllability

86

Maneuver

Tests

Time
4K

(Ssc)
3K

1.
I SIIIP

Name

Time

of

Sea

Trial!

Uate

Test

Condition

Wind

Dlrnct

I Trial

[on

Draft

I Minimum

(FWD)

Steady

Shaft

RPM

FIG. ~

Trial

Ship

Name

Time
The

to
holut
raq
ired

each
initial

chain

speed

Averaqe

anchor
depth
In

separately

feet

Time
to
ho let
slmultaneoualy
from
the
required
Initial
posltlon
to
water
edge

Averaae

Chain
depths

Slow Steaming

chain

speed

8 topped
by
[fathoms]

In

per

Date

Time

Began

frOM

minute

both
anchors
dual
hoist

feet

hand

Ability

brake

per

minute

at

following

I
Maximum

Readings

as

Peri

inant

volts

Water

Depth

(fathoms)

Required
(one

Initial
anchor)

Required
(two

Inttal
anchors)

Depth

Amps

Steam

or
NOTE:

Hyd.

Depth

Pres8
Unusual

occurrences.

FIG. ~

hchor

if

any,

Windlass

are

Tests

to

be

reco?

dad.

DISTILLING

PLANT TESTS

Users
should develop their Own format for reporting the results of this
However, the following
test, depending upon the e~ipment
available.
information should be recorded from the ships instruments for each distilling
plant.

Prior to demonstrating
control devices including:

distilling

plant

performance

check

safety

and

Operation of Alarms
Operation of Dump Valves
Operation of Bromination System or
other chemical treatment system
The following data should be recorded every 1/4 hour or 1/2 hour as
determined by the customer with the shipbuilder when demonstrating
the
performance of each distilling plant:

Stem
source (Live Stem/Bleed)
Distiller Stea
Supply PreS8ure
Air
Ejection
Stem
Supply Pressure
Salt Water
Water
Injection
Temperature and Preseure
Feed Temperature
and Pressure
Feed Heater
Shell
Temperature
and Pressure
Feed Pump Discharge Preesure
Brine Pump Discharge Pressure
Chemical Proportioning
Pmp
Discharge Pressure
Salt

Distillate
Distillate Temperature
Salinities from Installed Sensors
Gallons of AcceptAle
Distillate
Capacity (GPD)
Design
Test
Duration of Test
Distillate Pmp
Discharge Pressure
Condenser Shell TW~rature
and Vacum
Distiller Stage(s) Temperature(s)
and. Pressure(s)
NOTE S :
1.
2.

The above data list should be adapted for the typ

of distilling
plant installed.
The data from the tiove list for a 4 or 6 hour period should be
evaluated by the customer and the shipbuilder to detemine
whether
the distilling plant ~rfomance
was satisfactory.
FIG. ~

Distilling
88

Plant Tests

Ship

Name

Mode

of

lT.ial

Date

Positioning

Up Oration

Time

Start

Time

Complete

Ship

Location

Oepth
Sea

of

Water

Conditfon

W1d

D1. ectio

Wld

Velocity

Tide/

Cr.

Tldo

/Currant

II

ent

Voloclty

Ship6

Headlg

Shlpe

Speed

Shaft

RPM

PPo Deller
Rudder

O1rectio.

Aqla
Force

Thruster(s)

D1. eetio

of

Fe at.,.,

Pitch

Thrster{el

Loq

Operations
Oemostratod

and

FIG. B

Dyn-ic

Positioning

89

Sy6tm

Tests

SR, P

sea

N...

Tr,

stat,

Stop
.an.

control

U.ne.

0.1.

SL.

AI.

H.edig

Shl PS

centralized

al

vers

to Maxlmm
Ahead
[etopplq
.evlnq
@peed p.8it101

.1

Po,

Tempe.

rt

alre

OF/

Shari

llio

O.de.

11..

Respona.
[s..

ed

RPM
11..
)

each

I
uaxlmm
mane

Ahead
ve.

to Slop
(slop
pinq
Epeod posit
ionl

lnq

al

each

1
I

9top

1.

mane.

Maximum

vo.

!nq

r.

Amt.

8Pe4d

lstopping

posit

.1

each

lonl
I

I
Ou!ck
Revocsal
f...
Marlmm
A. Lern

Maximum

Ahead

O.lck
R.ver8al
Maxlmm
Ahead

Maxim.

Aate.

Ma.
O1h.

lm. m Ah.,
r

Maev.,

f,..

to
s

1.

Stop
(as

to

i
soaclfl.

dl

.,, s ,
,.,..
1,

e.
3.
4.
S.

6.

Po.lt
l..
ordered
may be 1. ie. m. .<
RPM .ath.
r than
Lel. qraph
posltlo.
Rep. rt
.nq
actati.
n o< .1.,
.
and safetg
d.v ice.,
R.o. rt
. . . burner
f!om..
ut.
and . . ..11.
<..1...
comb. et ion
control
p-erformanca.
Rmport
axe. ralona
in plant
condlt
lone
ech
aa bollar
water
Iev, l, stream P.*saure.
sleam
dump lnq.
.1. .
Th.
shaft
RPM r.. pen..
tire.
{S..1
data
.. 1..
i.
..1
eitebl.
r.r
a ship
flttod
With
a Constanl
qp.. d. controllable
pitch
P.. P* II...
The destqn
of this
form
end the
data
c.ll.
ctl.
n sqatem
should
b.
Lail...
d 1.
p.ovld.
m.anlngt.
l Lnto.
mail.
n baaed
on th.
P.rf.
the

rmenc.
Lyp,
of

FIG. Q

SP. ciflcat
P, OPUI.1O.

ions
.q,l.

Centralized

for
m

th.
ln,l.

Control

90

tqp.
tl, d.

of

System

control

Tests

.q.

t.m

and

Dat.

w,, ,,

T.mp,.

1,,.1

0,.(1

(F.

8.1..

D..,

1,1.1

0,,(<

[Afll

1.,.1

dl

S1ANDARD1ZA11ON
6,,,
d
P., .,

~u

A;~pa

~,v;

:::;

at...
ttq

RE5u LTS

o,

,s::.4

:!::

Rpu

K..,,

I
1

2
h g
1

11

e
A. q
1

COND[11ONS
. .

TRIAL

.. .. .. .. ..

Ti.,
.1
1.*L

R..

P., nt

V!nd
. . . ,,

H*ad1n9

-..

[E.,,
1

Ill
1

NOIES:

.,..

!qht

01.

[E,,,.

Et,

CUrr.

v,!.

t.dsi

nt

V. L,.
O.pth

DIP.

[F...

~@bl*.

I
I

I
I

I
I

I
I

111

.t,

!w,.,
. )M. ,

1. R.co.6
e,

.p..

4ai.
f..
.ddlt,.
n.l
d Pelni
h.
aoplloab

:::::

/~.;::.:

TYP.

.f

3.
r..9*

n:n69**d/RPM
_F1/n..
u*. d

FIG. ~

.v..6
l*.
.r**

PO1l.
*ho
ti.,

a.

Id 8. app. nd. d t.
1 .11. .

Standardization

91

.ddltioal

Trials

run.
Lhla

.
fig..,

ql..

Ship Nom.

1,;.! Dtia

fire.

-blent

d,

Relative

H.mitily

of Teat

Duration of T=(

1.mP.

~
Sholt Hwsep.w.r

A..,w

(SHP)

fuel Consumptrnn
M,.sur,d
SP={NC

Flo. O(G.l. /Hr.)

C,.vity

0 60

Fuel %1 Tempr.ture
Specific
r..)

Fb

at Meter

C,ovity at Meter

0,1 D.sity

(w.uNV.flOL,)

Fuel Cons.mptim

(w, UNIT. /Hr.)

Fuel Rate (W. UN~./SHP-Hr.

fuel

Rat.

tigher

Corr=tion
H.tii~

at M.1.,

for Fwl

)
U.d

vo#ue-Hwb(m.w.uNm]

C.;recti..

Fac*Or (or Heat Avo!loble

Co;r.cl.d

Fwl

Rot.

(W. UNV/SH? -Hr.)

FIG. 2

stem

Propulsion

92

Plant Economy

Test

5,,[0

..,;;.

--

---T
;,;:;;-

firlamp.

T;me 0, ,.,,

mb;.nt

Our*ion

R. Lativ. ..midlty

.1 1..1

~
Avwoge Shofi H. MPOWO, (SHP)

Fuel consumption

Fud 0!1 D.n*ily

F.I

(w. UNIT.flOL)

cm..mpfi..

FU.I Rat.

F.* I Rot.
High.r

(w.uNI1 ./H,.)

(n.uNfl./sHp-H,.)

br,.clrn
H.oflng

Cov..tio.

for r..l

V.1.-HW

FU.I R.t.

Fuel Rob

C.m,Ction,

&P. fl.ms

tr.m

(W.uN17/sHp-Hr.

1.,

mm.

D.s19n Codftlonsc

T,* I

Desig.

rtif.

Fa.lor

Correctbn

tic Tempwatur. ( F)

mbrnnt #r Pr.-.re
%dt

u-d

b (B~.W.UNn)

Factor 1.7 Hem Available

c.rr.ct.d

hbl.nt

.1 M.t.r

sped

t,HG)

(RPM)

Eqine sp~d

(RpM)

Cenemlor L~d (W)

D1.tilllq P1..t L.ti

[CPD)

Ship Semi.. St-m

1.1.1 mm=kl~

FIG. ~

Diesel

Propulsion

23

Plant Economy

Test

] Oroti.
.1 Test

u.. c.red
Specific

FI..

0 600

Fb

at Mete,

Specific

Cr.vity

at Met.,

Fuel al

O.n,tiy

(m.uNr,fiOL.

F.1 consumption

) mt M,ter

(M.uNIT. /Hr.)

~el Rote (M,uNT,/SHP-H,.

R.(9

Corrmlio.

Higher or L..er
(8Tu,w.uNm)
tirrectbn

F=f.c

Swd

Ttiin.

HW b or w

Avoiloble

r)

(-HC)

(RPM)

(RW)

@mPmsr

(RPM)

&wrtio,

bd

ti.tilh.g

Pknt

sip

value

for Hwt

Al, Pr..sure

Sbft

for Fuel U,.d c

H.otlng

hti.ntS, r.m~u,.
hbi.t

S.tic.

(KW)
hd

(WO)

Strom

I
101.1

H.miditv

o (GOI./Hr, )

Cravily

ruel 0,1 l.m~roluro

fuel

Relative

C.mation

FIG. ~

Gas Turbine

Plant Economy

94

Test

Ship

Name

Time

of

Date

Test

Duration

Trial

of

Test

Test

Design

Deviation

P~
Average
Shaft
Steam/Condensate

Horsepower
Flow

ISHPI
/

(Lbs. /Hr, l

Flowa

Moa8u

red

Flow

Adjstmentsb

\
Adjstnd

Flow

ILbs ./Hr .)

(Lbs. /Hr.)

Pres6re

Correction

1. 1.1 Steam

Temperature

Temperature

Correction

1Fl

Exhdus L Preesure

lHg A)

Exhaust

Correct Ion

Pressure

Shaft

Speed

Spead

Correction

Total

Correction

Corrected

[RPM)

Steam

Factor
Rate

a.

[f condensate
condensate

b.

Flow adjustments
qland
leakage

NOTE:

~\\

,/>

Flo. Rate (Lbs. /SHP-Hr. )

Plant Condltlon
Corrections
Inlet Steam Pres8ure
IPSIGI

Make

(L bs,

/S HP-Hr.1

GPM 1s measured,
temperature
should

8eparate

FIG. ~

meter
corroctlon
be considered.

Include
allowance
fOr
and alr ejmctor
drain.

evaluation

Main Propulsion

sheet

for

Turbine

95

Valva

test

Stem

should

stem

at

Plant

be

leakage.

each

Test

applied

and

turbine

specif!ed

power.

PROPULS 10N PLANT DATA

Data which typically pertain to propulsion systems are set forth below.
These data should be recorded as pertinent and available subject to the
class if icat ion described below for economy trials, ahead endurance trials, and
astern endurance trials, in addition to that called for elsewhere.
In cases where
Average values for the trial period should be reported.
more than one instrument is installed to read the sae
datum, the instrument
of greatest inherent precision should be reported.
If precision and ~ality
of calibration are e-al,
their average should be used.
As noted in 6.1 and 6.2 hereof, the preBence of an instrument to read it
Yet, data for basic design parmeters
are necessary to
must be provided.
evaluate performance
and should be provided in suitable precision regardless
of presence or @ality
of ships instrumental ion. To a lesser degree
ancillary parmeters
which are applied as correction factors to the basic
determination
should also be provided commensurate with the effect on the
basic performance
determination.

items

It is helpful
as follows:

in providing

an appropriate

data plan to categorize

data

Class

A:

Oata items for which a trial instrument is rewired

to
provide precision or redundancy regardless of the presence
of a ship s instrument, or its qality.

Class

B:

Data items for which a ships instrument of suitable

precision can be used if specifically calibrated.
(A trial
instrument should be supplied if there is no ship s
instrument. )

Class

c:

Data items for which ships instruments with standard

calibration can be used.
(If there is no ship e instrument,
a trial instrument need not be installed. )

When formulating a data plan, data items should be listed and

categorized
as illustrated by the listings below.
Data obtained from test
instruments should be suitably indicated both in the data plan and the reprt.

Note:

This Fi~re
includes
through 105.

10 Data Sheets which

FIG. ~

Propulsion

96

are provided

Plant Data

on pages

96

Ship Nme
Trial

Date

Trial:

Economy,

Shaft

Horsepower

Shaft

Speed

Ahead

Time and Duration

Endurance,

Astern

Endurance,

Boiler

Overload

of Run

Users should develop their own format for reporting the results of this
test depending upon the e~ipment
available.
However, the following
information should be recorded.
Note that the information
is divided into the
following categories:
Stem Turbine Plant, Electric Drive, Diesel Propulsion
Plant and Gas Turbine Plant.

STEW

TURBINE

PLANT

Boilers
Boiler

ClaBs
ClasB

B
A

Class

ClaBB

Promr

Drum Pressure P/s

Superheater Outlet Pressure P/s
Superheater tit let Temperature P/ Sa
Reheater Inlet PreBsure P/Sb
Reheater titlet Pressure P/Sb
Reheater Inlet Temperature P/Sb
Reheater titlet Tem~rature
P/Sb
Desuprheater
titlet Pressure P/s
Desuprheater
~tlet
Temperature P/S
COfiuetiOn
Pertinent
Cotiustion

Control
cotiustion

control

data to be reprted

Air

Air Temperature to Air Heater PJS

Air Temperature
from Air Heater P/s
stem
Temperature to Air Heater PfS
Stem
Pressure to Air Heater P/S
Air Heater Drain Temperature P/S
F. D. Fan Speed P/S
F. D. Fan Discharge Pressure P/s
Fig. ~

Propulsion

Plant Data
97

(Sheet

1)

STEM

TURBINE

PLANT

(continued)

Cotistion

Windbox
Furnace
Uptake
outlet
Uptake
Uptake
Uptake
Uptake
Fuel

Class
Clase

B
B

Class

Main

( continued)

Air

Pressure P/S
Pressure P/S
Preesure P/Sc
Pressure P/Sc
Temperature P/Sd
Percent C02 P/S
Percent 02 P/S
Percent CO P/S

Oil

F. O.
F. O.
P. O.
F. O.
F. O.
F. O.
F. O.
F. O.
F O.
Nutier
F. O.
F. O.
Stem
F. O.
F. O.
F. O.
F. O.
Nu~er
Burner
F. O.
F. O.
F. O.

Settling Tank Temperature

Service Pump in OperatlOn
Settling Tank in Use
Service Pump Discharg~ PreSSUre
Meter Reading (Final)
Meter Reading (Initial )d
Meter Differences
Meter F1OW (GPH)d
Meter TemFrature
of F. O. Heaters in Operation
Temperature to Heaters
d
Temperature from Heaters
Temperature to Heaters
Heater Drain Temxrature
Temperature at Burners PIS
Pres8ure at Burners P/S
Pressure from Burners P/Se
of Burners in Use P/S
Tip Size
Viscosityc
Specific Gravity as Metered
Heat Content Btu/lb.

Stea

Atomization

stem

Pressure

to Burnere

PrOuuleiOn
Main Turbines

Class
Class

B
B

Nutier of Nozzles -n
Main Stem
Pressure at Throttle
Main SteTem~rature
at Throttlea
H. P. Turbine Cheat Pressure
H. P. Turbine Chest Temperature
H. P. Turbine 1st Stage Pressure

Fig. ~

Propulsion

Plant Data
98

(Sheet 2 )

STEW

TURBINE

PWT

(continued)

Main Turbines

(continued)

H. P. Turbine 1st Stage Temperature

Croesover StePressure
Crossover Stem
Temperature
Exhaust Temperature
f
Extraction Steo
Pressures
Extraction Stem
Temperaturesf
Gland

Seal

Gland

Seal Stea

Pressure

Lube Oil
L. O. Pressure to Suction Strainer
L. O. Pressure from Suction Strainer
L. O. Service Pump in Operation
L. O. Service PUmp Discharge PreBSuKe
L. O. Pressure to Discharge Strainer
L. O. Pressure frOM Discharge Strainer
L. O. Pressure to Main Turbines and Gears
Nufier of L. O. Coolers in Operation
L. O. Temwrature
to Coolers
d
L. O. TemXrature
from Coolere
Coo 1ing Water Tem~rature
to COOlerS
d
Cool ing Water Temperature from Coolere
d
L. O. Temperatures
at Main Turbine and Gear Bearings
Turbine Governor Oil PK08SUre
Temperature
at Thrust and LineShaft Bearings, and Other
Main

Condensing,

Condensate

and Feed Svstem

Main Condenser

Class

Exhaust Tem~rature
Vacuume
Engine Room Barometric Pressure
Condensate Taperature
from Main Condenser
Cool ing Water Pressure to Main Condenser
cool ing Water Temperature to Main condenser
Cooling Water Temperature from Main Condenser
Condensate
Condensate Pump Discharge PreBsure
Condensate Tem~rature
to Main Air Ejector
Condensate Tem~rature
from Main Air Ejector
Stem
Pressure to Main Air Ejector
Main Air Ejector Suction Preesure
Condensate Flowc
Fig. ~

Propulsion

Plant Data
99

(Sheet

3)

Shaft

Aux.

STEM

TURBINE

PLAWT

(continued)

Condensate

(continued )

Condensate Meter Temperature

Condensate Salinityc
Condensate Temperature to 1st Stage Heater
Condensate Temperature
from 1st Stage Heater
First Stage Heater Shell Pressure
First Stage Heater Drain Temperature
Deaerating Feed Heater Shell Pressure
Drain Temperature

Main Feed Pump Suction Pressure

Main Feed Pump Discharge PreBsure
Data for High Pressure Feed Heaterse
Main Feed Pump Suction Temperature
Stea
Pressure to Main Feed Pump
Exhaust Preseure from Main Feed Pump
Main Feed Tem~rature
to Economizer P/s
Main Feed TemXrature
from Economizer PIS
Main Feed Pressure to Boiler P/S
Remote Main Feed Pressuree
Auxiliarv

Electric

Plant

Generator

Class

Generator in 0p2at10n
Type (AC or DC)
Driving Unit (Stem
Turbine,
Voltage
Current
Power Factor
Power titput
Loadg

Diesel,

etC. )

Turbine
Oata available

from Ships

Auxil iarv Condensing

and Condensate

Condenser Vacuum
Cool ing Water Pre9SuKe tO
Cool ing Water Temperature
cool ing Water Temperature
Condensate Pump Discharge
Condensate Temperature to

Fig. X

Instruments

Propulsion

Svstem

CDnden8er
from COndenBer
to Condenser
Pressure
Auxiliary Air Ejector

Plant Data
100

(Sheet 4 )

STEAW

P~T

TURBINE

(continued)

Auxiliary

Condensing

and Condensate

Svatem d

(continued)

Condensate Temperature
from Auxiliary Air Ejector
Auxiliary Air Ejector Suction Pressure
Condensate Salinity
Other

Data

The data for the following other systems as mutually

for inclusion in the trial report:
also recommended

agreed

upon,

are

Position of Ste=
Pump and Makeup Valves
Distilling Plant
Auxiliary stem
Systems
Contaminated
Stem
Systems
Other Salt Water Systems
Fresh Water Systems
Air Systems
Sewage Systeme
Refrigeration
and Air Conditioning Systems
Drain systems
ELECTRIC

DRIVE

Where electric main propulsion drive is installed,

The following
should be recorded during the trial runs.
to alternating-current,
synchronous motor installations.
electric drive will rewire
data adjustments

additional data
relates specifically
Other types of

Prime Mover
See appropriate
PCOPU

Class

Power

1s ion

data

sheets

for turbine,

diesel

or gas turbine

Generator

~tput

Teminal
Voltage, Field Excitation
Current, Field Excitation
RPM
Cool ing Air Tm~rature
Stator Winding Tem~ratures

Voltage,

Class

Prouuls ion Motor

Power Input
Current Input
Voltage, Field
Current, Field

Fig. ~

Excitation
Excitation

Propulsion

Plant Data
101

(Sheet

5)

plants.

STEM

TURBINE

PLANT

(continued)

ProDu 1s ion MOtOr

Class

DIESEL

(continued)

RPM
Cool ing Air Temperature
Stator Winding Temperature
PROPULSION
Main

B
(As
pertinent
to pwer
determintion)

PLANT
Enaines

Class

Barometer
Engine Room Temperature
h
Air to Engine Pressure
Air to Engine Temperatureh
Air Pressure at Blower Discharge
Air Temperature at Blower Discharge
Air Temperature Leaving Intercooler (If any)
Air Pressure in Air Box or Manifold
Exhaust Temperature Each Cylinder
Exhaust Temperature Entering Turbocharger
Exhaust Pressure Leaving Turbocharger
Exhaust Temperature Entering Silencer
Exhaust Pressure Leaving Silencer
Exhaust Temperature Leaving Silencer
Exhaust Temperature Entering Waste Heat Boiler
Exhaust Pressure Leaving Waste Heat Boiler
Exhaust Temperature Leaving Waste Heat Boiler
Crankcase Pressure
Fuel OQ

Class

Engine(s)
Fuel Meter Tyw
Main Engine(s) Fuel Meter Reading
Propertied of Fuel Used
Main Engine Rack Position
F. O. Settler Tem~rature
F. O. Service Tank Tem~rature
F. O. Booster Pmp
Discharge PreSSure
F. O. Heater In and tit Temperatures
F. O. Heater In and at
PreSSuKe8
Other Pertinent Tem~ratures
as Applicable (Purifiers,
Filters, etc. )
Other Pertinent Preseures as Applicable (Purifiers,
Filters, etc. )

Main

Lube Oil
L. O. Pump Discharge PreSSuKeS
Main Engine(s) L. O. In and ~t
Temperatures
Main Engine(s) L. O. In and tit Pree8ures
Fig. ~

Propulsion

Plant Data
102

(Sheet 6)

DIESEL

PROPULSION

PLANT

Lube Oil

(Continued)

(continued)

Gears and Couplings L. O. In and Out Temperatures

Gears and Couplings L. O. In and Out Pressures
L. O. Cooler In and Out Temperatures
L. O. CoOler In and Out Pre9surea
Other Pertinent Temperatures
as Applicable
(Purifiers,
Filters, etC. )
Other Pertinent Pressures as Applicable
(Purifiers,
Filters, etc. )
COOlina

Water

Sea Temperature
Salt Water Pump Discharge Pressures
C. W. Pump Discharge Pressures
Heat Exchanger In and Out Pressures (Salt Water)
Heat Exchanger In and Out Temperatures
(Salt Water)
Heat Exchanger In and Out Pressures (C. W. )
Heat Exchanger In and Out Temperature
(C. W. )
C. W. Temperature to Engine
C. W. Temperature
from Engine

Starting Air Pressure

Control Air Pressure
Diesel

Auxiliarv

Electric

Plant

Generator

Class

Generator in Opsrat ion

TyP
(AC or DC)
Voltage
Current
Power Factor
Power Wtput
Loadg
Diesel

Ena~

F. O. Consmpt ion and T~

and Proprt
Other Pertinent Data as Applicable
Boiler

ies of Fuel Used

Svstems
Waste-Heat

Boilers

Nutier in Oprat
Feed Preesure
Fig. M

ion

Propulsion, Plant Data

103

(sheet

7)

DIESEL

PROPULSION
Boiler

PLANT

Systems

(continued)

(continued)

Waste-Heat

Boilers

(continued)

Feed Temperature
Stem
Pres Bure
Stea
Temperature
Feed Flowc
Auxiliarv

Oil-Fired

Boilers

Nutier in OpeSatiOn
Uptake Gas Temperature
Feed Pressure
Feed Temperature
Stem
Preeeure
Stem
Temperature
Feed Flowc
Fuel Flow, Type and Properties
Other

Data

should

The data for the following other syetems

be included in the trial report:
Distilling Plant
Auxiliary Stem
SySteMS
Other Salt Water systems
Other Fresh Water Systems
Other Air Systems
Sewage Syetems
Refrigeration
and Air Conditioning

as mutually

agreed

upon,

Syeteme

slip COUD lina Data

Where geared diesel drive with slip couplings between engines and
gears is installed, additional data should be recorded during the trial
runs as followe:
Engine S~ed
Pinion Shaft Sped
S1 ip Sped
Shaft Sped
Shaft Horse~wer
Coupling Excitation Current (Electromagnetic)
Coupling Oil Temperatures In and ~t
(Hydraulic)
Electric

Drive

Fig. ~

See Sheet

Propulsion

Plant Data
104

(Sheet 8)

GAS

TURBINE

Main

PLANT
Propulsion
Main

Class

Class
Class
Class

B
B
B

(Each

Engine)

Enaines

and
Compressor Speeds
Instrumented Points of Pressure and Temperature
in the
Gas Strem
Water Temperature,
Barometer and Humidity
Engine Air Inlet Pressure and Temperature
Exhaust Flange Gas Pressure and Temperature
Critical ~ient
Temperatures Around Mounted Auxiliaries
and Instruments
Lubricating Oil Supply Pressure and Temperature
Lubricating Oil Return Temperature
Vibration Monitor Readings
Gas Tem~ratures
and Pressures In and Out of Intercoolers
and Regenerators
Turbine

Reduction

Gear

and Clutch

Clutch Fluid Pressures, Air or Hydraulic

Lubricating Oil Supply Pressure and Temperature
Lubricating Oil Temperatures
frOM Bearings
Controllable

Pitch Propellers

Hydraulic Operating
Blade Poeition

Pressures

and Temperatures

Fuel Oil
F.
F.
F.
F.
F.
F.
F.
F.

O.
O.
O.
O.
O.
O.
O.
O.

Consumption
Pump Discharge Pressure
Pressure to Engine
Pressure from Engine
Temperature at Meter
Settler Temperature
Temperature to Engine
~
and Proprt ies

Lube Oil
L. O. Strainer In and at
PreSBureS
L. O. Cooler In and tit Tem~raturea
Cool ina Wate<
Heat Exchanger

Fig. ~

In and Out Tem~ratures

Propulsion

Plant Data
105

(Sheet 9)

GAs TURBINE

PLANT

Auxiliarv

(cent in.ed)

Electric

Plantd

Generator
Generator in Operation
Fre~ency
Voltage
Current
Power Factor
Power Output
Loadg
Driver F. O. Consumption

.
Class

and Type of Properties

Other

Data

should

The data for the following other systems,

be included in the trial report:

of Fuel Used

as mutually

agreed

upon,

Distilling Plant
Auxiliary Boiler Data (Including F. O. Consumption)
Auxiliary Stem
SySteMS
Engine Starting System
,,
Ship B Service Air SySteM
Control Air
System
Salt
Water Systems
Fresh Water SystemS
Sewage systems
Refrigeration
and Air Conditioning Systems
Electric

Drive

- See sheet 5

F-NOTES

FOR FIG . 26

Include remote and thermocouple

tem~ratures
when applicable.

Include reheater data when available.

If gas reheater is installed,
so indicate.

When

Include data for each unit or

system in opration.

When appl ictile

Include data
extract ion

Include auxiliary machinery

and hotel loads when
separable.

To engine intake, scavenging

or su~rcharging
blowers, as
applicable.

available.

Fig.

Propulsion

Plant Data
106

(Sheet

10)

for each

APPENDIX

CONCTING

A. 1

A TO C~PTER

TURNING

CIRCLE

Using
the SPVT, determine
ships position at suitable time
intervals (say 30 seconds) .

A.2.4

A. 3

Plot the ships

time (SPVT) .

position

at

the

on

DETEWINATION

OF DRIFT

A. 3.1 The test procedure stated in

paragraph 3.7 calls for holding full
rudder until ships heading has
changed 540 degrees; thus, the
second time around will lap the
first by 10 degrees, some part of
which will be a factor where the
drift displacement of the second
circle was maximum, and there was a
steady rate of turn both times
around.
The point at which a steady
rate of turn is reached can be
verified from the S~;
the Pint
will be where the slope of the
change heading curve is
approximately constant.

TMCK

A.2. 1 Plot the change of ships

heading versus time (S~)
.
A.2.2
versus

ships

intervals,

A. 2.5
Fair a dashed line through
the plotted points.
This will
represent the overground track of
the ship during the maneuver.

After the ships turn reaches

e~ilibrium,
and there is no drift;
the ships track will be a ~rfect
circle, and repated
turns will
coincide.
If there is drift, tracks
will be distorted circles, and no
two will coincide.
The degree and
location of distortion can be uead
to measure drift.
The procedure is
outlined below.
The tem
Execute
as used in the procedure means the
time at which the helm order is
given.
OWRGRO~

Plot

rectangular
coordinates, as shown in Figure 27,
using base course for the horizontal
axis and orienting the plot to show
the ship approaching from top left
for a right turn or bottom left for
a left turn.
Use a scale sufficient
to resolve the drift distance
encountered.
selected

A. 1.2

PLOTTING

PLOTS FOR DRIFT

A.2.3

PRINCIPLE

A. 1.1 The plot derived from shore

based reference station data
indicates the ships overground
track, i.e. , over the sea floor.
What is wanted is the track through
the water, as this is what i5
characteristic
of the ship, not the
track reflecting the particular
condition present during the trial.
Comparisons
of ship with ship or
ship with a standard are valid only
if both are drift corrected.
The
tracking precision available from
modern positioning
eystems makes
drift correction meaningful.
Drift
correction is not recommended for
imprecise tracking methods.

A .2

6.0

A. 3.2 Detemine
from S~
the time
for heading changes at 10 degree
intervals for the prtion
of the

psition

107

for a 360 degrees turn to obtain

mean rate of drift expressed
in
inches of plot per second from
Execute,,.

lapped sector of the first circle

for which turning rate is steady and
the displacement
of the second
circle is maximum.
Similarly
determine the time to reach selected
heading change points plus 360
degrees.
Determine from the SPVT
the ships position at these times.
Plot these positions as indicated on
Figure 27.

A. 5

DETEWINATION

CORRECTED

A. 5.1 Using the time plots,

determine the time to or from
v
Execute,, for each plotted point
plot.
the overground

A. 3.3
Connect the plotted position
points at which ship s heading is
360 degrees apart and which fall
within that portion of the lapped
sector for which turning rate is
If there are insufficient
steady.
points to describe the tracks
properly, plot more points using the
The mean length of
SHVT and SPVT.
these connections will be
proportional
to the distance the
ship drifted during a full turn; the
proportionality
factor will be the
The mean
scale of the plot.
direction of the connections taken
from first toward the second time
the eme
heading is reached will be
the direction of drift relative to
Indicate drift
base course.
direction by an arrow as shown on
Figure 27.
Drift direction in
compass terms can be obtained by
adding or subtracting base course ae
appropriate.
Report on Figure 6.
A. 4

PLOTTING THE DRIFT

TURNING CIRCLE

A. 5.2

Multiply

the

times

the

of

from

for each plotted point by

the drift rate.
This will be the
drift distance in inches of plot.
Execute

A. 5.3 Taking the ,,

Execute,, point as
the origin representing
zero time
and zero drift, lay off a line
extending from each plotted point in
a direction opposite the direction
of drift after Execute, - and in
direction of the, drift before
,Execute .
A. 5.4 Mark off on these lines a
distance representing
drift as
prepared for paragraph A. 5.2.
These
points will define the drift
corrected track.
A.5.5
Pick up a best-fit center
using a compass for the drift
corrected points which are in the
prtion
of the track in which the
turning rate is steady.

OF DRIFT ~TE

A. 4.1
Determine the the
from
execute for each of the connected
pints,
u:ing the SHVT.

A.5.6
Draw
this enter.

best-fit

circle

around

A. 5.7 Fair a line through the

remaining pints,
including a few
prior to Execute, to redefine the
base course.

A. 4.2
Subtract the ttie to reach
the heading the first round from the
time to reach it the second round,
A. 4.3
Take the mean of these values
as the mean time to turn 360
degrees.

A. 6

A.4.4
Divide the mean drift
distance as plotted by the mean the

DETEWINATION
DI~NSIONS

OF TU~ING

CIRCLE

A. 6.1 Scale off the corrected plot

and multiply by the scale factor the
dimensions defined in paragraph 7.3,
DEFINITIONS .

108

A. 7

A. 6.2
Determine the change of
heading for each plot point for
corrected circle using the SWT.
When plotting a circle for paragraph
A.6.3. indicate the ships heading
by orientation
of a scaled
representation
of the ships outline
as shown on Figure 6.

CALCULATION
XNOTS

OF DRIFT

RATE

IN

A.7. 1 Multiply the drift rate in

inches of plot per second from
paragraph A.4.4 by the scale factor
and apply a dimensional constant to
convert to knots.
Report on Figure
6.

A. 6.3
Replot the corrected circle;
aPP1OPKiately
label and indicate the
turning dimensions as illustrated in
Figure 6 and include this in the
trial report.
Exmple:

Drift Rate
in Knots

= Drift rate (inches lsec) X scale factor (feet or vards/inchi

Dimensional constant (feet or yards/nautical
mile) (hourlsecs)

109

h 5+

;\

3-s=
-~~:?:;;y

170

----~

,,G

0.79
/

---

HwDINCS

Sin .-

633

SEC

*G TIME rOR 360.

C. ANCE- +06 scc

,,

!.

,W,,,,,,,,,,,,fis
AS PLO~ED-0.79,N

,..

HOG

7.0

. .

DEFINITIONS

Classification
Society - an
organization which publishes
standards of construction
for
various claeses of ships, monitors
their observance and maintains a
register listing each vessel
classified and giving its class and
principal characteristics.
For
exaple:
~erican
Bureau of
Shipping, Lloyds Register of
Shipping, Det Norske Veritas.

The terms defined below were

selected to contribute to the
clarity of the foregoing sections.
No attempt has been made to cover
all the shipbuilding terms which may
be of interest and no claim is made
that the definitions provided
represent an industry concensus.
The definitions
do, however, tell
what is meant whenever the term is
used in this guide.
They are not
identical with definitions used in
other SNpublications,
but they
do not conflict.
Definitions are
set forth as they apply to sections
of the guide.
7.1

GENERAL

If Elected - a term used

guide to designate a trial
which will be accomplished
explicitly rewired
by the
or specifications.

in this
or test
only if
contract

TEWS
Uncertainty - the probability
that
measurement of a ship s performance
par=eter
will not be within a
prescribed range.

First-of-a-class
- the first ship
built to a specific design by a
particular shipyard.
Forensic Data - data relative to
maneuverability
and other ship
characteristics
which might have a
bearing on legal action involving
the ship or its owners.

Sea Trials - at-sea operation of a

ship 8 propulsion plant and other
ships machinery and systems which
cannot be properly tested at the
dock, to detemine
performance
capability or to demonstrate
satisfaction of re~irements.

Acceptance Authority - the

organizations
designated by the
Owner Or COntraCt tO rule on the
acceptability
of trial ~rfomance.

Builders Sea Tr ials - preliminary

sea trials conducted by the builder
to verify readiness for official sea
trials.
Upon agreement between the
builder and acceptance authority,
specific trial events may be
officially conducted during
builder s trials.

.
Reaulatorv Bodies - the
organizations
designated by the
owner or by law to enforce
regulations relative to the safety
of the ship, its crew or cargo, for
ex~ple:
U.S. Coast Guard,
International
Comission
for Safety
of Life at Sea, U.S. Public Health
Service, Canadian Ministry of
Transport.

Official Sea Trials - sea trials

conducted to demonstrate
acceptability of the ship to the
owner or his designated
repreeentat ive.

111

Full Load Draft - the maximum draft

permitted by the cognizant
classification
society for the
season
and waters in which the
trials will be conducted.

Prime
Mover
- the propulsion
plant
element that converts the thermal
energy of the Steor the chemical
energy of fuel into rotary
mechanical energy.

Ballast Draft - the maximum drafts

obtainable without use of dry cargo
spaces, using the ships ballast
sy5tem as installed.

Power Train - all elements between

the prime mover and the propeller,
inclusive.
Horsepower - power developed by the
ship B propulsion plant expressed
in
English units is 1 horsepower =
33,000 ft.-lb. per minute, and
expressed in metric-units
is 1
horsepower = 75 kg-meters
per
second.
Mar it ime usage
distinguishes
between horsepowers
de~nding
on the point in the power
train at which the measurement
is
taken or to which it is referred.

Trial Drafts - the drafts during the

See
trial under consideration.
4. 10(d) for method of determination.
Free Route - operation of the ship
on a elected course with minimum use
of the helm without restriction from
shallow water effects, channel
constraints,
or traffic.
7.2

PROPULS ION PWT

. .

TRIMS
Indicated Horsem wer - power derived
from the cylinders which is
determined by dimensions,
pressure,
and reciprocation
data before
correction for internal losses and
power supplied to attached
auxiliaries.

Endurance Trial - a period of

operation of the main propulsion
plant at maximum design horsepower
or a designated
fraction thereof,
intended to demonstrate
the ability
to perform indefinitely at that
level.

Brake-Horsepower
- pwer
delivered
by the prime mover output flange
after supplying engine attached
auxiliaries, but before takeoff of
pwer
absorbed by sped
reducers or
tor~e
transmitting
devices.

Economv Trial - a period of

operation of the main propulsion
plant to demonstrate the ability to
meet a specified rate of fuel
consumption
at a prescribed ~wer
rate under stated conditions.

wer
- the
net
power
Shaft Horsem
supplied by the pro~lling
unit to
the propulsion shafting after
passing through all sped
reducing
and other transmission
devices and
thrust bearings, and after ~wer
for
all attached auxiliaries
has been
taken off.
Loeses between the
output flange of the prtie mover and
the pro~ller
are usually
negligible.

Main Propulsion Turbine Stea

Rate
~
- a ~riod
of opration
of the
main propulsion turbines intended to
demonstrate
the tiility to ~rfom
at a s~cif ied power level under
specified conditions at a prescribed
rate of stem
flow.
Boiler Overload Test - a ~riod
of
opration
of the main propulsion
boilers intended to demonstrate the
ability to perfom
at a s~cified
overload stem
output condition.

112

.
:.

Normal shaft Horsepower - the shaft

horsepower used to specify design
cruising radius and eervice life.
Recent practice is to use maximum
design shaft horsepower for all
design considerations.

Fuel Rate - hourly consumption of

fuel by weight at a specified power
level with specified systems in
operation.
Corrected Fuel Rate - the fuel rate,
all purposes, as derived from test
data, corrected for deviations
from
design conditions.
The conditions
for which corrections are to be made
and the factors to be applied are as
specified or agreed.

Maximum Desian Shaft Horsepower the maximum shaft horsepower for

which the ship is designed to
operate continuously.
.Classification
the

shaft

the

register

Shaft

horsepower
of

classification
of

mbiguity

appearing
the

Society.
in

Horsepower

the

Specific Fuel Rate - fuel rate as

defined above divided by the shaft
horsepower at which said fuel rate
is obtained.
Expreseed in pounds
per shaft horsepower hour.

in

cognizant
In

the

case

manufacturers

the classification
shaft horsepower should be
considered the maximum design shaft
horsepower.

designation,

7.3

mEWRING

Turninq

Trial Shaft Horsepowers - these are

distinguished
by the method by which
they are obtained as follows:

Circle

AND SPECIAL
Terms

Base Course - ship heading

start of a maneuver.
Advance - the distance
moves in the direction
course.

Torsiometer
Installed horsepower being transmitted
by the shaft at the point of
torpe
measurement.

TESTS

at the

the ship
of the base

Advance-to-Clear
Base Course - the
distance the ship moves in the
direction of the base course from
the initiation of the held order to
the pint
at which every part of the
ship is clear of the projected base
course.

No Torsiometer
- Power
Derived from Comparison with
Shou Data - horsepwer
delivered by the shaft at the
pint
corresponding
to the
location of the shop @wer
measuring device, with
adjustments
for any
power-~ sorbing e~i~ent
not
present at the shop test.

Advance-to-Chanae
Headina 9D - the
distance the ship movee in the
direction of the base course from
the initiation of the helm order to
the mint
at which the ships
heading has changed 90.

,
No Tors iometer
- POweK
Derived from Prime Mover Data
- net horsepwer
after
subtracting from the prtie
mover data estimates of the
~wer
absorbed by sped
reducing or other transmission
devices, and attached
auxiliaries.

NOTE :

This dtiension is understood

if advance ie used alone.

Advance
of Anv Part of the
U
- the maximum distance the ship
moves in the direction of the base
course after the helm order is
given.

HUimum

113

Transfer - the perpendicular

distance from projected base course
to the mid length of the ship when
the ship, s heading has changed 90.

distance aft.
The total movement of
the ship is the product of the
nutier of logs passing the aft
station and the distance between
stations, plus the estimated
distance between the forward station
and the last log when the ship is
dead-in-the-water.

Tactical Dimeter
- the
perpendicular
distance from the
projected base course to the mid
length of the ship when the ships
heading has changed 180.
Maximum
the

maximum

from
any

DeDarture

the
part

turning

From Base Track

perpendicular

projected
of

the

distance

base
ship

Ahead Reach - the distance the ship

moves ahead after an astern signal
is given, comonly
determined
during
trials for a full ahead initial
condition and a full astern signal.

course

during

of

7.4

Terms

Overshoot - difference in degrees

between the departure from base
course when the oppsite
helm order
is given and the maximum departure
from base course in a given
direction.
w
- time from initiation of
Z maneuver until the ship! 8
heading returns to base course.
Z maneuver ie discussed in
paragraph 3.8.

STANDARDIZATION

TRIALS

Radiometric Trackina Svstems electronic systems by which ships

position is determined
from two
carefully surveyed points ashore by
the radio signals which indicate the
range between the ship and each
surveyed point.
The ship s position
at a particular time is the
intersection of the two rangee thus
detemined,
and a series of such
the ship s track.
positions
traces
The ship s psition
is calculated
using the two ranges, the distance
between the surveyed pints,
and the
position of the surveyed pints.

Final Dimeter
- the diaeter
of the
track made by the ship after the
rate-of-change
of heading becomes
constant.

The

Standardization
- opration
of the
ship over a meaeured distance on
reciprocal courses at specified
draft and propulsion powers to
detemine
the speeds obtainable
at
such propulsion powers.

_
- time rewired
for ships
heading to change from 10R of base
course back to 10 R of base course
in response to rudder movments
of
10 R to 10L to 10 R.
Quick

. .
&

the

circle.

Z-Maneuver

Shins Track - the line describing

the positions of a point on the ship
from which range measurements
are
taken during the ~riod
of interest.

Reversals

7.5

Dutch Loq - method of determining

movement of the ship by throwing a
buoyant object (log) overboard from
a forward station and throwing
succeeding logs on a signal
determined
from when the proceeding
log passes a ship station at known

INSTR~NTATION

Trial Instrument - a calibrated

inet rument provided by the builder
to measure a particular
aspct
of
ship prfomance
during sea trials.
The trial instrument is normally
removed by the builder after trials.

114

..
:,

Jackina Zero - the no-torqe

torsionmeter
reading determined by
rotating the shaft in each direction
with the turning gear and taking the
mean of the average readings from
both ahead and astern.

-,
.

,.
.

Water Leq - the correction to

pressure gage readings necessary to
determine pressure at the sensing
point when it is not at the same
elevation as the pressure gage and
the sensing line is known to contain
li~id.

Torsionmeter
Constant - the constant
used in reducing torsiometer
signals to shaft torwe.
It is
obtained by calculation using the
known shaft dimensions, the
characteristics
of the torsiometer,
and a standard modulus of rigidity
of the shaft material; or by
calibration of the torsiometer
while mounted on the shaft.

Red Hand Settinq - position of an

adjustable fixed marker on an
instrument dial face, which
prescribes the high and/or low
limits of safe operation.

...
,:

115