American Bureau Of Shipping Research Articles

The Road to Impeccable: An Uncommon Approach to Ship Acquisition

AbstractThe road to the acquisition of the USNS Impeccable (T‐AGOS 23) has seen a few uncommon and challenging twists and turns, resulting in delays and disruption to the program. The saga began in 1993, when the original ship‐builder, facing financial difficulties, filed for Chapter XI bankruptcy protection. For two more years the program was stalled before the Navy was able to warrant the work that had been done up to that point. In 1995 the contract was reassigned to another shipbuilder to complete the vessel and obtain the necessary certificates to comply with all the applicable requirements of the American Bureau of Shipping (ABS). This unprecedented approach put the Navy in the unique situation of being responsible for two of the most controversial issues in a ship construction process, i.e., detail design and equipment warranties.This paper gives the status of the program, discusses how various technical issues and production demands are being addressed, and describes the future hurdles that need to be overcome before delivery of the vessel.

The Road to Impeccable

ABSTRACT The road to the acquisition of the USNS Impeccable (T‐AGOS 23) has seen a few uncommon and challenging twists and turns, resulting in delays and disruption to the program. The saga began in 1993, when the original shipbuilder, facing financial difficulties, filed for Chapter XI bankruptcy protection. For two more years the program was stalled before the Navy was able to warrant the work that had been done up to that point. In 1995 the contract was reassigned to another shipbuilder to complete the vessel and obtain the necessary certificates to comply with all the applicable requirements of the American Bureau of Shipping (ABS). This unprecedented approach put the Navy in the unique situation of being responsible for two of the most controversial issues in a ship construction process, i.e., detail design and equipment warranties.This paper gives the status of the program, discusses how various technical issues and production demands are being addressed, and describes the future hurdles that need to be overcome before delivery of the vessel.

Arsenal Ship Program Certification Plan

ABSTRACT The Defense Advanced Research Project Agency (DARPA), in conjunction with the U.S. Navy, initiated a research program for the design and construction of a distinctive warship for the 21st century known as the Arsenal Ship. By using an innovative development and acquisition approach it was hoped to streamline the procurement process and reduce costs. In an environment where budgets are being cut, both industry and Government were challenged to develop, design, and produce the innovative ship and related mission systems to meet specific performance capabilities within strict affordability constraints. A key element of this innovative acquisition approach was a new certification scheme designed to replace the traditional test and evaluation (T & E) and acceptance process.The purpose of this paper is to describe the development of the certification plan during Phase II of the Arsenal Ship program by the American Bureau of Shipping and the contending Shipyard teams, and to discuss the potential benefits of this alternative certification approach. Although the Arsenal Ship program was canceled late in 1997, insight derived from the exploration of new certification concepts could benefit future design and building programs.

APPROVAL ANALYSIS PROCEDURE FOR THE MOBILEOFFSHORE BASE

Since early 1995, the American Bureau of Shipping has supported various elements of the Department of the Navy investigating the possibility of pre-positioning forces as well as large quantities of military equipment and supplies on Mobile Offshore Bases (MOB). A basic characteristic for these units is the ability to be moved as necessary to meet changing military and political conditions. Current thinking includes concepts such as a series of mobile offshore drilling unit (MODU)-like structures joined together to form a facility capable of handling air and sea cargo delivery and transfer. System operational requirements are outlined in a Mission Needs Statement for The Mobile Offshore Base (MOB), published on 15 September 1995. This statement assumes that the MOB platform will be built to commercial standards while still satisfying military requirements. Both the function and size of a MOB platform make it unique compared to any floating structure ever built. Many of the MOB characteristics dictated by the Mission Needs Statement are unprecedented: 1. length of up to 2 kilometers 2. low wave-induced dynamics to support fixed wing cargo aircraft operations up to Sea State 6; 3. large volume required for storage; 4. large deformation platform dynamics based on the probable Transactions on the Built Environment vol 29, © 1997 WIT Press, www.witpress.com, ISSN 1743-3509

Bulk Carrier Safety

During the past ten years, more than 700 crewmen have died as a result of Bulk Carrier casualties. Following a rash of 25 Bulk Carrier losses in 1990 and 1991, The American Bureau of Shipping (ABS), The International Association of Classification Societies (IACS), and various other segments of the marine industry initiated measures in an attempt to correct this situation. During the next several years another 11 Bulk Carrier losses (resulting in the death of 174 crewmen), indicated that these measures, although improving the situation, did not go far enough to solve the problem. A close examination of the vessels involved indicated that the overwhelming majority of the bulk carriers were in excess of 15 years old. While inadequate maintenance and improper loading have been likely contributory factors, it is apparent that present BulkCarrier designs have not matched expectations as these vessels age. At ABS a study to investigate the response of the Bulk Carrier hull structure was undertaken in an attempt to understand the causes of the structural weaknesses which may have contributed to these losses. In applying a first principles approach of using representative and realistic dynamic loads, the critical areas, including hold frames and end brackets, corrugated transverse bulkheads, cross deck structures and fore end structures were studied. This study resulted in the development of a new complete, flexible, and integrated strength criteria for design and assessment of Bulk Carrier hull structures. The approach encompasses:the loading criteria,the strength criteria for minimum scantling requirements, andthe strength assessment procedures incorporating failure criteria dealing with material yielding, buckling/ultimate strength and fatigue. In this paper, an overview of this new strength standard is presented and the procedures to rectify problem areas unique to bulk carriers are discussed.

LPD 17: In the Midst of Reform

ABSTRACT The LPD 17 Amphibious Transport Dock Class will be the functional replacement for the LPD 4, LST 1179. LSD 36 and LKA 113 Classes of amphibious ships scheduled to be decommissioned prior to 2010. The program is nearing completion of Contract Design with the lead ship scheduled for commissioning early next century. Like its predecessors, the LPD 17 design is focused on meeting the amphibious mission lift requirements, and does so capably: 2300 m2vehicle lift, 710 m3cargo capacity, 720 troops, 2 LCAC and 2 CH‐53 (or 4 CH‐46) spots. In contrast to the ships it replaces, LPD 17 Class ships will have superior passive survivability (e.g., reduced radar cross section, structural hardening, collective protection system, smoke ejection system) and unprecedented AAW self‐defense combat systems: 64 Evolved Sea Sparrow Missiles (ESSM) “quadpacked” in a 16‐cell MK 41 Vertical Launch System (VLS) controlled by the Ship Self‐Defense System (SSDS) and Advanced Combat Direction System (ACDS) using AN/SPS‐48E, AN/SPQ‐9B and Cooperative Engagement Capability (CEC). LPD 17 also employs the first full ship fiber optic cable plant for the backbone of its Integrated Interior Command and Control (IC)2‐ system.In addition to its many technical “firsts,” LPD 17 is the first Acquisition Category (ACAT) ID naval warship acquired under the revised Department of Defense (DoD) 5000 series acquisition requirements. More recently, the LPD 17 program became the first lead ship new construction program to implement the June 94 Secretary of Defense specifications and standards reform policy. This procurement policy change effectively prohibits reliance on the thousands of Military Specifications and Standards (MILSPECs and MILSTDs) unless specific, individual waivers are approved. Because Contract Design was approximately two‐thirds complete at the time the policy was signed, the LPD 17 Design Team developed and executed an accelerated three‐phase review effort with five shipbuilders and the American Bureau of Shipping. This effort resulted in the elimination of over 75% of the original 1500 government references.Inherent in the review process was the requirement to neither compromise military performance nor increase program cost. Accordingly, a critical core of MILSPECs and MILSTDs are presently considered as candidates for retention in the ship specification and waiver requests are being prepared. The waiver policy also calls for review and waiver of the entire ship specification. Broad impacts of this reform effort are presently being assessed as the LPD 17 Program continues toward lead ship construction approval.

A Case Study of Structural Core Application in Marine Vessels

Fiber reinforced composite sandwich construction (FRP Sandwich) is the most common method of fabrication for the worldwide marine industry. Marine governing bodies such as The American Bureau of Shipping and Det norske Veritas in response to the widespread use of FRP Sandwich construction have established precise guidelines with regards to skin and core material requirements for various types of vessels. However, the methodology that is used by each builder to design the sandwich laminate can vary considerably. The purpose of this paper is to evaluate the real world use of semi-rigid PVC foam core in vessels ranging in size from 5' to 200' in length. The typical skin thickness for each skin will also be evaluated.

Ship Operational and Safety Aspects of Ballast Water Exchange at Sea

A dry bulk carrier, a tanker, and a containership—taken as typical of ships trading to U.S. ports—are analyzed for possible hazards caused by emptying and refilling ballast tanks at sea. Using hydrostatic data furnished by the shipowners, hull bending moments and stabilities are investigated to find the tank-emptying operations that produce the greatest changes in those parameters. As should be expected, bending moment changes do not exceed allowable stillwater values. Changes in GM are insignificant. The worst hydrostatic cases serve as a guide to conditions that should be analyzed in rough water. The University of Michigan SHIPMO program shows that in waves of 10-ft significant height wave-induced bending moments and shears are far below the design values published by the American Bureau of Shipping. On the other hand, in waves of 20-ft significant height, the maximum wave heights that occur occasionally can cause moments or shears that exceed design values. For the 20-ft case, both linear and nonlinear versions of SHIPMO are used.

Training Initiatives for Classification Society Personnel

The ship classification society is an institution unique to the commercial maritime industry. For a single vessel the classification society may act on behalf of a number of client organizations: owner, shipyard, underwriters, furnishers of capital, flag state, port state, etc. The interests of these various groups require a professional staff totally familiar with the uses and practices of the industry, codes and laws of vessels trading nationally and internationally, flag and port state regulations and, of course, the engineering disciplines and practical skills associated with the design, construction, maintenance and operation of vessels. In the not too distant past it was possible to acquire experienced professional staff requiring little additional training. With the shrinking U.S. flag fleet, this pool of professionals has largely disappeared in this country. Today's professional staff of engineers and field surveyors is drawn largely from recent graduates of the maritime academies and colleges of engineering. Although well prepared, these personnel do require extensive on-the-job and classroom training to meet the objectives of the American Bureau of Shipping. In addition to our internal objectives, the quality assurance constraints of the European Community and others place a special emphasis on documented training. This paper discusses some of the problems encountered in delivering training for a multinational, multicultural, and multilingual organization, and the initiatives being undertaken to provide the necessary skills and to ensure reasonable and consistent interpretation and application of codes and standards and professional execution of assigned tasks. In order to realize these objectives, a training program must be aggressive and pro-active and look into the future to anticipate the requirements of developing technologies and it must do this within severely defined budgetary and manpower constraints.

THE IMPACT OF REGULATIONS ON THE DEVELOPMENT OF OIL SPILL RECOVERY VESSELS

ABSTRACT Past, present, and future regulations have imposed and may continue to impose serious and unnecessary restraints on the design, construction, and operation of oil spill recovery vessels (OSRVs). OSRVs have been regulated as tankers under 46 CFR Subchapter D regulations. The application of these regulations to the design and construction of the Clean Sound Cooperative's Shearwater and the Alyeska Pipeline Service Company's Valdez Star and other vessels through the design approval and inspection processes of the American Bureau of Shipping and United States Coast Guard illustrate some of the problems. Present regulations do not encourage the development of new OSRVs. The regulations regarding OSRVs should be reevaluated. Committees of OSRV designers and users as well as regulators should evaluate comments and recommendations before incorporating them in the design of new OSRVs.

U.S. Coast Guard Regulation of Passenger-Carrying Submersibles

Passenger-carrying submersibles have been certified by the Coast Guard for operations in the United States Virgin Islands, Hawaii, and Guam. Although subject to the Coast Guard small passenger vessel regulations, 46 CFR Subchapter T, submersibles are not specifically addressed in the regulations. The Coast Guard does have a background in submersible safety based on past efforts to regulate industrial and research submersibles and interaction with the American Bureau of Shipping (ABS), which has been classing submersibles for many years and has classed all passenger submersibles to date. The certification process developed for these unique vessels evolved during the certification of Atlantis III, the first U.S. passenger submersible. Several designers, builders, and operators have entered the market and the business is steadily expanding into new areas of operation worldwide. The Coast Guard has initiated two major studies by the Department of Transportation and the National Research Council to ensure that this new maritime business is carefully analyzed for the safety of passengers and crew.

Regulatory Considerations in the Design of Tension-Leg Platforms

Summary The tension-leg platform (TLP) is an accepted development option indeepwater Gulf of Mexico projects. The first TLP installed in projects. Thefirst TLP installed in U.S. coastal waters is now in operation. Thecertification of TLP's under current U.S. regulations is a new experience forthe platform operators accustomed to operating in the Gulf of Mexico and forthe regulatory bodies with platform-design jurisdiction. Introduction Operators in the Gulf of Mexico introduced two unique deepwater floatingproduction developments in 1987 and 1988. The Placid Green Canyon floatingproduction unit is based on a converted semisubmersible drilling unit in1,450-ft [440-m] -deep water. Conoco's Jolliet tension-leg well platform(TLWP), in 1,760-ft [535-m] -deep water, is based on the original TLP conceptdeveloped in the North Sea (Fig. 1). Other operators have proposed TLP's forGulf of Mexico sites because TLP technology is now established and the economicadvantages of TLP's are comparable to those of fixed or floating platforms. Of particular interest to operators are the hidden costs of design, construction, and installation for these new deepwater developmentalternatives. This paper addresses a fairly narrow aspect of the overalleconomics of the TLP concept: the design certification process and its impacton costs. Factors unique to TLP certification are discussed. This paper alsobriefly explains the background of TLP regulations in U.S. coastal waters andcompares the basic philosophies of maritime and oilfield philosophies ofmaritime and oilfield practices on which current regulations are based.practices on which current regulations are based. OCS Regulatory Approach Regulatory requirements for TLP's evolved from existing regulations forfixed platforms and mobile offshore drilling units (MODU's). The currentregulatory approach is the result of combining fixed-production platformrequirements developed by platform requirements developed by the MineralsManagement Service (MMS) and MODU requirements developed by the U.S. CoastGuard. Ref. 1 provides background on the evolution of the rules; Refs. 2through 4 give information on actual regulations. Two main areas of interest to TLP operators are the division of authoritybetween the Coast Guard and the MMS concerning process facilities and technicalstandards to process facilities and technical standards to be applied for theremaining TLP systems. Specific technical requirements for TLP's do not existtoday within Coast Guard or MMS regulations. This paper explains thesignificant differences in philosophy between these two agencies. Background of Coast Guard Regulations. The Coast Guard's main interest ispreserving the safety of life at sea. Its requirements derive from 150 years'experience in the marine environment. The Coast Guard's extensive regulations, found in the Code of Federal Regulations, cover all types of vessels, includingpassenger, cargo, and fishing vessels and MODU'S. While based largely onconventional merchant-vessel practices, Coast Guard requirements for MODU'S, developed with the assistance of the oil industry, are "in tune" withthe offshore workplace environment and are supported by the offshoreindustry. In formulating its strategy for reviewing TLP designs, the Coast Guarddetermined that MODU regulations would form a good basis for TLP safetyregulations. It recognized the need to remain flexible in setting specificrequirements for the TLP. Rather than generating specific requirements forTLP's, the Coast Guard chose to work with the industry and the API indeveloping design standards for TLP'S. API RP2T provides general guidance forthe design, provides general guidance for the design, construction, andoperation of TLP'S, liberally incorporating the practices and requirements ofthe Coast Guard and the American Bureau of Shipping. The initial application ofRP2T was on the Jolliet TLWP project. Background of MMS Regulations. The MMS is responsible for E and P on theU.S. Outer Continental Shelf (OCS). MMS requirements are based onfixed-platform practices in the Gulf of Mexico, southern practices in the Gulfof Mexico, southern California, and Atlantic coast. MMS' interest is preserving and protecting the environment and geology inareas protecting the environment and geology in areas of petroleum E and P. Itis interested mainly in drilling and production systems, including well-baysafety and fire protection, hazardous-area classification, blowout prevention, subsea equipment design, prevention, subsea equipment design, emergencyshutdown procedures, and platform fire protection. JPT June 1990 P. 764

Offshore stack-enclosed gas flares: Part II—Application and results

Stack-enclosed gas flares are used to flare the produced gas onboard offshore vessels. This paper presents results for the heat radiated from the hot gas plume to personnel on the deck of the vessel. A sensitivity study for the effect of relevant system parameters on heat radiation level shows that the most important effect is due to the product of the flow rate and the heating value of the gas. Three case studies were conducted for low, medium, and high capacity flares. Results are discussed with respect to limiting flare capacities. The calculated heat radiation levels were compared with allowable limits for continuous human exposure specified by the American Bureau of Shipping (ABS). The maximum heat radiation levels from the flare systems of the low and medium capacity cases were found to be well below the allowable limits. The maximum heat radiation at the flaring rate of 16·4 standard m 3/s (50 million standard ft 3/day) of the produced gas for the high capacity case was found to be below the allowable limit, but for 24·6 standard m 3/s (75 million standard ft 3/day) exceeds the limit significantly. It is shown that for this latter case, a modification in the design of the flare stack (e.g. increasing the window area for air entrance openings) brings the heat radiation to a level close to the allowable limit. However, increasing the window area for air entrance openings would increase the velocity of the air-gas mixture, which in turn would increase the flame length and, hence, the required stack length. Excessive increase in stack length may impose problems of vessel stability.

Higher-Strength Steels Specially Processed for High Heat Input Welding

ABS Grade EH36 steel plates, specially formulated and produced with advanced metallurgical techniques, are shown to have a significantly greater resistance to weld heat-affected zone (HAZ) degradation that conventional EH36 steel. Welds made in these steels with the electroslag welding process at high heat input rates retained adequate toughness in the heat-affected zone at --4°F (-20°C); similar welds in conventional EH36 steel plate exhibit excessive HAZ toughness loss. This effect was confirmed on the basis of small-scale Charpy V-notch and large-scale explosion bulge testing. In view of their superior resistance to HAZ degradation, the steels should also be useful for applications where HAZ degradation is of particular concern, such as for American Bureau of Shipping (ABS), U.S. Coast Guard, and International Maritime Organization (IMO) weld requirements for liquefied gas carriers.

Recent Research on Dynamic Behavior of Large Great Lakes Bulk Carriers

This paper reviews several research projects undertaken by the American Bureau of Shipping in the recent past which are of particular interest to Great Lakes vessels. These projects cover five areas of research, namely, linear springing prediction, analytical and experimental investigation of nonlinearity in springing, pressure correlation, ship vibrations, and fatigue behavior.

A Summary of Coast Guard Relations with the American Bureau of Shipping

This paper gives a perspective of the commercial vessel plan review and inspection program of the U.S. Coast Guard and its parallels with that of the American Bureau of Shipping. The history of cooperative efforts, culminating in recent memoranda of understanding, is also presented. Finally, the current status of working relationships between the Coast Guard and the American Bureau is described, and general plans for future agreements are summarized.

American Bureau of Shipping Activities on Behalf of the United States Coast Guard

The American Bureau of Shipping and the U.S. Coast Guard have enjoyed an excellent working relationship for a long period of time. This paper gives a brief description of both organizations, describes some of the past cooperative arrangements, and details the latest agreement concerning commercial vessel plan review and inspection.

The Offshore Supply Vessel

This paper discusses the development of the offshore supply vessel used in the offshore oil industry. Laws, regulation and inspections of the vessels as applied by the Coast Guard are outlined. Manning, use of the vessels, and basic vessel design are also considered. The paper concludes with description of the Memorandum of Understanding between the Coast Guard and the American Bureau of Shipping and how this is applied to the offshore supply vessel inspection.

Analysis of Full-Scale Wind Forces on a Semisubmersible Platform Using Operator's Data

Measurements of chain tension and wind velocity aboard a semisubmersible drilling platform have been analyzed, resulting in an empirical relation between wind velocity and wind force. A comparison of the empirical and theoretically calculated forces shows that the actual wind force is appreciably smaller. Introduction Knowledge of the forces exerted by wind on submersible platforms is necessary for at least two purposes. purposes. 1. The hydrostatic stability is judged by comparing the stabilizing moment with the wind overturning moment, plotted on the basis of the angle of heel. Classification societies such as the American Bureau of Shipping and Det norske Veritas (DNV) require that the area under the righting curve is at least 30% more than the area under the overturning curve, up to the downflooding angle. A clear description of the background of the current stability requirements and their shortcomings is given by Numata et al.2. The mooring system of dynamic positioning of a semisubmersible platform is designed to withstand the more or less static forces of wind, current, and wave drift. The static offset resulting from these forces has to be minimized, whereas a catenary mooring system should be sufficiently flexible to allow for dynamic motions in waves.The total wind force on a semisubmersible platform is generally obtained by summing the forces as platform is generally obtained by summing the forces as calculated on individual items (such as columns, deck beams, deck houses, and derrick). Drag coefficients for various geometrical shapes are prescribed by classification societies and are based on results of well-documented wind-tunnel tests. However, mutual interaction and shielding effects are not accounted for or are accounted for in a limited form, and lift forces generally are not accounted for.In the literature, no evidence can be found that this method results in an accurate estimate of the wind force. Comparison of calculated forces with wind-tunnel tests on a small-scale model generally reveal that the experimentally obtained forces are substantially lower than the theoretical forces.This paper presents results of an analysis of anchor-line forces and wind-velocity measurements. An empirical relation is established between the resultant horizontal component of the force and wind velocity. The basis for the analysis is the daily anchor-tension and weather report of the semisubmersible drilling platform West Venture. platform West Venture. Semisubmersible Platform West Venture Two views of the platform are shown in Fig. 1. The unit is owned by Smedvig Drilling Co. in Stavanger and has been operating in the North Sea since 1973, when it was built by Compagnie Francaise D'Entreprises Metaliques in Le Havre.The platform was designed by Marcon in The Netherlands. It is basically a five-column stabilized unit of approximately 23,400-t displacement in operating conditions. The mooring equipment consists of ten 3-in. (7.6-cm) anchor chains each 3608 ft (1100 m) long, 30,000-lbm (13 608-kg) anchors, and windlasses with a chain-stopper capacity of 500 t. The 10 anchor lines are laid out in a symmetrical pattern (i.e., the angle between two adjacent lines is pattern (i.e., the angle between two adjacent lines is 36 degrees). JPT P. 771

LUNCHEON ADDRESS: GOOD NEWS ON NAVY CONTRACTING

In 1968, Mr. Sullivan moved to the E.F. Houghton Company as Executive Vice President and there directed the Company's business in functional chemicals. Lubricants, rubber. and leather products in sir United States Plants and eight jointly‐owned foreign subsidiaries. Later he was elected President and Chief Operating Officer. In 1972. he became associated with Hayes‐Albion, a manufacturer of a broad range of automotive products. as Executive Vice President — Operations. In this capacity, he was responsible for thirteen operating divisions, new product development, research and development. and advanced engineering as well as sales and marketing. In June 1975, he joined the Bath Iron Works Corporation as President and Chief Executive Officer where he currently directs the construction of both commercial and naval ships and has collateral responsibilities as Vice President of the Congoleum Corporation, the Parent Company of Bath Iron Works.Active in both business and civic endeavors, Mr. Sullivan is a member of the Board of the Shipbuilders Council of America, the American Bureau of Shipping, the Canal National Bank, the Bath Museum, the Maine Maritime Academy, the Bath Memorial Hospital, the Brunswick Chamber of Commerce, and the Executive Board of the Boy Scouts of America. At the present time he is also serving as U.S. Savings Bond Volunteer Chairman for the State of Maine and as State Chairman of the National Committee for Employer Support of the Guard and Reserve. In addition to ASNE, he also is a member of SNAME and the Navy League of the United States.