SSC-377

HULL STRUCTURAL CONCEPTSFOR IMPROVED PRODUCIBILITY

NTIS # PB95-1 44366

This &cument has been approvedfor public release and sale; its

distribution is unlimited

SHIP STRUCTURE COMMITTEE

1994

SHIP STRUCTURE COMMI1TEE

The SHIP STRUCTURE COMMI1TEE is constituted to prosecute a research program to improve the hull structures of ships and othermarine structures by an extension of knowledge pertaining to design, materials, and methods of construction.

RADM J. C. Card, USCG (Chairman)Chief, Office of Marine Safety, Security

and Environmental ProtectionU. S. Coast Guard

Mr. Thomas H. Peirce Mr. H. T. HallerMarine Research and Development Associate Administrator for Ship-

Coordinator building and Ship OperationsTransportation Development Center Maritime AdministrationTransport Canada

MILITARY SEALIFT COMMAND

Mr. Robert E. Van Jones (Chairman)Mr. Rickard A AndersonMr. Michael W. ToumaMr. Jeffrey E Beach

AMERICAN BUREAU OF SHIPPING

Mr. Stephen G. ArntsonMr. John F. ConlonMr. Phillip G. RynnMr. William Hanzelek

EXECUTIVE DIRECTOR

CDR Stephen E. Sharpe, USCGU.S. Coast Guard

U. S. MERCHANT MARINE ACADEMY

Dr, C. B. Kim

U. S NAVAL ACADEMY

Dr. Ramswar Bhattacharyya

CANADA CENTRE FOR MINERALS ANDENERGY TECHNOLOGIES

Dr. William R. Tyson

SOClET'OF NAVAL ARCHITECTS ANDMARINE ENGINEERS

Dr. William Sandberg

U. S. TECHNICAL ADIVSORY GROUP TO ThEINTERNATIONAL STANDARDS ORGANIZATION

CAPT Charles Piersall

The SHIP STRUCTURE SUBCOMMITTEE acts for the Ship Structure Committee on technical mailers by providing technicalcoordination for determinating the goals and objectives of the program and by evaluating and interpreting the results in terms ofstructural design, construction, and operation.

MARITIME ADMINISTRATION

Mr. Frederick SeiboldMr. Norman O. HammerMr. Chao H. LinDr. Walter M. Maclean

NAVAL SEA SYSTEMS COMMAND

Mr. W. Thomas PackardMr. Charles L NullMr. Edward KadalaMr. AlIen H. Engle

Dr. Donald UuSenior Vice PresidentAmerican Bureau of Shipping

CONTRACTiNG OFFICER TECHNICAL REPRESENTATIVE

Mr. William J. SiekierkaNaval Sea Systems Command

U. S. COAST GUARD

DEFENCE RESEARCH ESTABLISHMENT ATLANTIC

Dr. Neil Pe9gLCDR D. O ReillyDr. Roger HollingsheadMr. John Porter

SHIP STRUCTURE SUBCOMMITTEE LLISON MEMBERS

U. S. COAST GUARD ACADEMY NATIONAL ACADEMY OF SCIENCES -MARINE BOARD

LCDR Bruce R. Mustain Dr. Robert Sielski

CAPT G. D. MarshCAPT W. E. Colburn, Jr.Mr. Rubin ScheinbergMr. H. Paul Cojeen

TRANSPORT CANADA

Mr. John GrinsteadMr. Ian BaylyMr. David L StocksMr. Peter Timonin

NATIONAL ACADEMY OF SCIENCES -COMMITTEE ON MARINE STRUCTURES

Mr. Peter M. Palermo

WELDING RESEARCH COUNCIL

Dr. Martin Prager

AMERICAN IRON AND STEEL INSTITUTE

Mr. Alexander D. Wilson

OFFICE OF NAVAL RESEARCH

Dr. Yapa D. S. Rapaske

SIUENT MEMBER

Mr. Trevor ButlerMemorial University of Newfoundland

Mr. Edward Comstock Mr. Thomas W. Allen Mr. Warren NethercoteDirector, Naval Architecture Engineering Officer (N7) Head, Hydronautics SectionGroup (SEA 03H) Military Sealift Command Defence Research Establishment-Atlantic

Naval Sea Systems Command

Member Agencies:

American Bureau of ShippingDefence Research Establishment At/antic

Maritime AdministrationMilitary Sea/rn Command

Naval Sea Systems CommandTransport Canada

United States Coast Guard

ShipStructure

Corn mitteeAn Interagency Advisory Committee

December 19, 1994

HULL STRUCTURAL CONCEPTS FOR IMPROVED PRODUCIBILITY

This report represents a landmark work for the SSC as it is thefirst report to focus solely on our third goal, to "Support theUnited States and Canadian maritime industry in shipbuilding,maintenance and repair," by specifically exploring innovativehull structural concepts from a producibility standpoint. As afirst step, the report establishes foreign baselines that areused to measure alternative concepts from a construction time andlabor-hour viewpoint. While there may be controversy over thelabor-hour estimates, and uncertainties over the technicalapproach and computational judgements used, there can be no doubtof a need for substantial United States and Canadian productivityimprovement relative to foreign shipbuilding.

As we look forward it is evident that our maritime industry is ina period of change and there is a need to reexamine the entiredesign, material handling, and production process. We need torecognize the importance of time and competitive ship deliveryschedules along with increased usage of international standards,the metric system and foreign vessel designs as cooperativeworking arrangements are reached between our shipyards and thoseoverseas. Our thought process must also change and reflect anemphasis on an international competition basis and the criticalimportance of the production time line.

I hope this report stimulates the readers to ask probingquestions about the substantial differences between NorthAmerican and foreign construction and impact of structural designon the overall ship producibility.

Address Correspondence to:

Executive DirectorShip Structure CommitteeU.S. Coast Guard (G-MI/SSC)2100 Second Street, S.W.Washinqton, D.C. 20593-0001Ph:(2O2 267-0003Fax: (202) 267-4677

SSC-377SR-1351

C. CARDRear Admiral, U.S. Coast Guard

Chairman, Ship Structure Committee

This Page Intentionally Left Blank

iii

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4 SñI SS','iiHULL STRUCTURAL CONCEPTS FOR IMPROVED PRODUCIBILITY

- TANKERS

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December 15, 19946. P.rI.,,, Og..'. s.'..e C.di

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SR-1351

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John C. Daidola, John Parente, William H. RobinsonC.p. tutee M*,,i I A44',.e

M. ROSENBLATT & SON, Inc.350 BroadwayNew York, NY 10013

10. Wut Ue.t N.. (TRM$)

II. C.e,,.,i.rG'se'N.DTCG2392CE01029

R.,.» ee P.'.. c.....FINAL REPORT

12. N.... .4 Addr.siSHIP STRUCTURE COM'{ITTEEU.S. COAST GUARD (G-MI/SSC)2100 Second Street, S.W.Washington, DC 20593

14. 5.e..,.e,A,.eqpC.d.G-M

15. MeteS

Sponsored by the Ship Structure Coittee. Jointly funded by its member agencies.

16 £S",.C'

Alternative structural system concepts have been developed for 40K and 95KDWTdouble hull tankers, with the object of studying their producibility inexisting U.S. shipyards, including labor hours and construction schedules.Structural components and elements considered included alternative material,shell plating, bulkheads, stiffeners and other structural elements for bothconventional and unidirectional double hull tankers, together with shipbuildingprocesses such as automation and accuracy control, ánd standardization includingdesign. It is concluded that increased automation, accuracy control andstandardization are the areas where the greatest gains may be possible tomake U.S. shipyards more productive and more competitive on a world scale.

17. yCONSTRUCTION COSTS, DESIGN FEASIBILITYSTUDIES, ECONOMIC ANALYSIS, HULL CONSTRUCT-ION, HULL DESIGN, SHIP DESIGN, SHIPBIJILD-ING COSTS, TANKER SHIPS.

1$. '' DistributionAvailable from:

National Technical InformationU.S. Department of CommerceSpringfield, VA 22151

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TABLE OF CONTENTSPAGE

1.0 Introduction

2.0 TASK I - Concurrent Engineering Requirements

2. 1 Objective 3

2.2 Philosophy of Construction 3

2.3 Design Stage 42.4 Approach 72.5 Results of Survey

2.5.1 General 82.5.2 Design/Production Input 8

2.5.3 Shipyard Facility Considerations 102.5.4 Institutional Constraints 10

3.0 TASK II - Structural Elements3.1 Objective 143.2 Tanker Structure - Overall Considerations 15

3.3 Results 18

4.0 TASK III - Alternative Structural System Concepts4. 1 Objective 254.2 Approach 254.3 Results 36

5.0 TASK IV - Application to Specific Double Hull Tankers5.1 Objective 385.2 Selection of Baseline Vessels 385.3 Baseline Construction Schedules and Labor Hours

5.3.1 General 435.3.2 Construction Schedules 435.3.3 Labor Hours 43

5.4 Application of Alternative Structural Systems 555.5 Structural Blocks 58

6.0 TASK V - Estimates of Physical Production Characteristics for AlternativeStructural System Concepts

6.1 Objective 616.2 Approach 616.3 Results 65

7.0 TASK VI - Labor Hours and Schedules7.1 Objective 667.2 Approach 667.3 Labor Hours for Steeiwork 697.4 Labor Hours for Construction of Complete Vessels 797.5 Construction Schedules 80

V

TABLE OF CONTENTS continued

8.0 CONCLUSIONS 89

9.0 ACKNOWLEDGEMENTS 91

10.0 REFERENCES 92

11.0 BIBLIOGRAPHY OF ADDITIONAL REFERENCES 95

APPENDIX

The following summaries in the form of tables and graphs are presented in the Appendix. PagesA30-72 require enlargement if detailed study is required.

vi

4OKDWT Alternative Vessels - Estimation of Labor HoursCalculations for One Tank . A87 - 105

95KDWT Alternative Vessels - Estimation of Labor HoursCalculations for One Tank . A106 - 116

PAGELongitudinal Scantlings with

ABS OMSEC Program . Al - 13

Longitudinal Scantlings withABS OMSEC Program . A14 - 28

Break Down of Blocks andPiece Parts A29 - 44

Break Down of Blocks andPiece Parts A45 - 60

All Block Properties A61 - 67

All Block Properties A68 - 72N2 of Pieces, Area, Weight A73 - 74N2 of Pieces, Area, Weight A75 - 76Weld Volume, Auto, Manual,

Fillet, Butt A77 - 78

Weld Volume, Auto, Manual,Fillet, Butt A79 - 80

Weld Lengths A81 - 82

Weld Lengths A83 - 84A85 - 86

4OKDWT Base Alternative Vessel 4010 -

95KDWT Base Alternative Vessel 9510 -

4OKDWT Base Alternative Vessel 4010 -

95KDWT Base Alternative Vessel 9510 -

Summary - 4OKDWT Alternative Vessels -Summary - 95KDWT Alternative Vessels -Summary - 4OKDWT Alternative Vessels -Summary - 95KDWT Alternative Vessels -Summary - 4OKDWT Alternative Vessels -

Summary - 95KDWT Alternative Vessels -

Summary - 4OKDWT Alternative Vessels -Summary - 95KDWT Alternative Vessels -Not Used

TABLE OF CONTENTS continued

Plots for 4OKDWT and 95 KDWT Alternatives - Al 17 - 122Comparison of Tank Steel Area

(One Side of Plate, One Tank)Comparison of Tank Steel WeightComparison of Tank Weld LengthsComparison of Weld Volumes - Includes

Factors for Weld Position and TechniqueAverage Steel Plate Thickness for

One Tank Length.Plots for 4OKDWT and 95KDWT Alternatives - Al23 - 127

Comparison of Estimated Labor Hours -

Steel for One Tank LengthEstimated Ship Labor Hours - U.S. 1994

Design and ConstructionBreak Down of Cutting, Preparation and Weld

Lengths - 4OKDWT Alternatives U.S. -One Tank

Break Down of Cutting, Preparation and WeldLengths - 95KDWT Alternatives U.S. -

One Tank.

vii

(THIS PAGE INTENTIONALLY LEFT BLANK)

1.0 INTRODUCTION

It is generally acknowledged that the labor hours of constructing commercial ships in U.S.shipyards is higher than foreign shipyards, particularly those in the Far East, Southern Europeand Brazil. There are significant differences of a technical nature which will have a substantialimpact, including labor hour requirements for design and construction, materials, equipment andmachinery lead time, shipbuilding practices and facilities, use of standards, contractualprocesses, and institutional constraints.

During the past twenty years, U.S. shipyards, various agencies of the government and theSociety of Naval Architects and Marine Engineers (SNAME) have tried to address the matterand improve producibility. U.S. shipyards have acknowledged the advancement of Japaneseshipbuilding techniques and, together with the U.S. Maritime Administration (MARAD), haveimported technology from innovators like IHI Marine Technology, Inc. (IHI), who hastransferred information to Bath Iron Works Corporation, Newport News Shipbuilding, IngallsShipbuilding, Avondale Shipyards, National Steel and Shipbuilding Company (NASSCO) andothers. MARAD and later SNAME have sponsored the National Shipbuilding Research Program(NSRP) (now under SNAME sponsorship with U.S. Navy funding), which supports extensiveand varied research in shipbuilding technology from design through delivery. However, asignificant gap still appears to be present between the U.S. and the major world shipbuilders.

The time required for the construction of a vessel has been identified as having a majorimpact on vessel labor hours. Reported delivery times in foreign shipyards are considerably lessthan U.S. shipyards. The reasons for this must be largely tied to the nature of the structurebeing manufactured and to the degree it facilitates installation of outfit and much of the paintingprior to erection on the building berths. The design phase and its integration with constructionhas a significant influence on achieving this goal. These matters, which are in the shipbuilder'scontrol, are addressed herein.

It is acknowledged that the world's aging tanker fleet must be replaced in the years tocome. This will provide a significant opportunity to revitalize shipbuilding in the U.S.Furthermore, the passage of OPA '90 has resulted in new requirements for tankers, specificallydouble hulls, and this allows significant latitude for the development of designs with innovativeenhancements for prod ucibility. These could give the developer a significant advantage over thecompetition.

The objective of this project was to "develop alternative structural system concepts" for40,000 (i.e. 40K) and 100K deadweight tons (KDWT) (reduced to 95KDWT later) Jones Actdouble hull tankers for construction in existing U.S. shipyard facilities. These should result indecreased labor requirements in the design, construction, and outfitting phases of theshipbuilding program as well as providing for low cost maintenance during the life of thevessels. It is hoped that addressing this type and these sizes of vessels will provide informationto shipbuilders which will be useful in identifying improvements necessary for competing in theupcoming boom for rebuilding the world tanker fleet.

i

The objective of the project was approached by a series of six "tasks":

Task I - Concurrent Engineering Requirements

Task II - Structural Elements

Task III - Alternative Structural System Concepts

Task IV - Application to Specific Double Hull Tankers

Task V - Estimates of Physical Production Characteristics for Alternative StructuralSystem Concepts

Task VI - Labor Hours and Schedules

Summaries of the results obtained for each task now follow.

2.0 TASK I - CONCURRENT ENGINEERING REQUIREMENTS

2.1 OBJECTIVE

Concurrent engineering is an approach to the development of a product or system whichseeks to integrate design, production and user requirements from the outset, to arrive at theoptimum solution in the most direct manner. The objective of this task is to define thecharacteristics of concurrent engineering which when applied to tanker structural design willfacilitate identifying the optimum characteristics of a vessel which also result in the leastconstruction labor hours and schedule.

Recent discussions have proposed introducing the ship construction method and sequenceearlier into the design process (i.e. at the conceptual/preliminary design level), with emphasison preliminary build strategy, subdivision of the hull into erection blocks and outfit modules,and advance planning for the development of work instruction packages during the detail design,References [1][2][3]*. The interests of the shipowner have been incorporated as well, [2]. Byexpanding on this approach a concurrent engineering philosophy and its characteristics for thisproject can be readily established.

2.2 PHILOSOPHY OF CONSTRUCTION

The objective of both the shipyard and owner should be identical in the delivery of a ship.An enlightened shipowner and shipyard manager will negotiate a contract design whichsimultaneously incorporates the owners' performance requirements and the yards' build strategy.However, their individual concerns along the way will be different.

Shipowners may tend to be unconcerned with the distinction between the design phases,but will seek to understand the nature of not only the principal design characteristics, but theintended detail of the construction and character of the equipment provided, in particular as tohow it impacts reliability and maintainability. As an additional concern, OPA '90 has placeda significant amount of liability for spills on the shipowners, and it can be expected that theirconcern for risk, reliability and safety will be especially acute.

Shipyards are concerned with the design and construction details of the vessel once acontract has been signed. Theoretically, a shipyard is free to incorporate the productionattributes of the organization into the design process at any stage. As personnel mostexperienced in production may not always be associated with the design departments, successfulintegration of production into design must involve a coordination of disciplines, which does notalways occur.

Design, construction and shipowner requirements should be properly integrated to achievethe most desirable structural alternatives at lowest cost.

* Numbers in brackets indicate reference numbers in Section 10.0.

3

2.3 DESIGN STAGE

It has been noted that about 30% of the difference in productivity between the typical U.S.shipyard and good foreign shipyards can be accounted for by superior design for production inthe foreign yards, [1]. Accordingly, any improvement in producibility at the preliminary designstage can have a major impact on the labor hours of ships.

The design stage in shipbuilding consists of a sequential series of design phases, i.e.Conceptual, Preliminary, Contract, Functional, Transition and Detail Phases. Transition designis the phase in which there is usually a translation of the design from a systems orientationnecessary to establish functional performance, to a planning unit orientation necessary toestablish production requirements.

The Conceptual/Preliminary design represents the design phase at which rough order ofmagnitude (ROM) price quotations may be required for a timely response to a potential buyer.Competitive shipyards simultaneously produce a material budget, which they employ with theirhistory of man-hours required to process materials, for predicting cost. Productionimprovements should be fully considered at this stage in determining price. This will result inthe opportunity to make a meaningful improvement in producibility before the ship constructionprocess begins, when significant changes are still possible without disrupting the entire process.IHI advised nine-years ago "...that initial or basic designers have most affect on a ship's cost,about 60%, while at the same time the cost of their efforts accounts for no more than 3% onincurred direct costs. .. . all design phases combined with material procurement activity affects85% of a ship's cost while such efforts account for approximately 10% of incurred direct costs.Obviously, the efforts of design engineers are the most significant and decisive,' [4].

The conceptual design phase establishes an overall outline design to meet an owner'soutline specification. It can also define a marketable design as part of a shipyard's productdevelopment. Essentially, it embodies technical feasibility studies to determine such fundamentalcharacteristics of the proposed ship as length, beam, depth, draft, hull form coefficients, poweror alternative sets of characteristics, all of which meet the required speed, range, cargo cubic,payload or deadweight. Although the main outcome is a design to meet specified ship missionrequirements, an account can and should be taken of production requirements. At this stage,the designer has considerable flexibility in his choice of dimensions and other parameters whichdefine the vessel, and those selected can be for enhanced production. For example, the tanklength versus a shipyard's maximum plate panel line length may be considered in determiningthe length of cargo tanks for oil tankers.

The preliminary design builds on the concept design with the intent of solidifying certainvessel principal characteristics. These usually include the vessel's length, beam, depth, draft,displacement and propulsion power. Its completion provides a precise definition of a vessel thatwill meet service requirements. Concurrent with the fixing of certain vessel principalcharacteristics, it is possible to further elaborate on the production scenario.

The contents of any design phase can be defined as a series of inputs and outputs. Theconcept/preliminary design inputs may be presented in the form of an outline specification orservice requirements. A more complete list of inputs and outputs is given in Table 2.1. During

4

each of the design phases, from conceptual design through detail design, the entire ship is alwaysaddressed. The design process is really continuous definitization. At first, information isgrouped in a large-frame sense with few such groups. Thereafter the design process is one ofgrouping information into smaller frames while increasing the number of frames. The processends when the final grouping, detail design, exactly matches how work is to be performed.

Table 2.1:CONCEPT/PRELIMINARY DESIGN CHARACTERISTICS

INPUT/OUTPUT

Design InputService requirements, such as cargo capacity and speed.Routes.Critical components and equipment.

Design OutputsPreliminary specification.Preliminary general arrangement and midship section.Preliminary calculations (dimensions, capacities, weight etc.).Preliminary hull form body sections and lines.

Simultaneously at this stage, the shipbuilder or production discipline should identify theessential production inputs and outputs given in Table 2.2.

Table 2.2:CONCEPT/PRELIMINARY DESIGN PRODUCTION CHARACTERISTICS

INPUT/OUTPUT

Production InputsShipbuilding policy.Facility dimension and capacities.Interim product types, including blocks and outfit modules.Material choices.Fabrication choices.

Production OutputsOutline build strategy.Preliminary block breakdown.Zone identification.Material preferences.Fabrication preferences.

5

Preliminary Arrangements. The general arrangement is among the most important aspectsof preliminary ship design, as it largely defines the functional effectiveness of a vessel. Thearrangement drawings must consider the functional spaces, cargo spaces, superstructure,machinery spaces and their relationships. No less important is the provision for access betweenall spaces, meeting operational and regulatory requirements.

During this phase, the machinery systems arrangement may be incorporated in the generalarrangement. The principal components are the main propulsion and auxiliary machinery,including the main engine and large auxiliaries, electrical generators, switchboards and controlareas, shafting, propellers, and the steering gear. The main engine and shafting may be the onlymachinery items actually shown, with space allocations provided for the remaining items.

The general and machinery systems arrangements of the nature described provide ablueprint of space allocations which can be utilized for determination of preliminary structuralblock breakdown, block definition and outfit module considerations. It is at this point that majorchanges to the design to best accommodate these production considerations can be introducedand the arrangements of the vessel altered to suit.

Preliminary Calculations. Preliminary design calculations include powering, tankcapacities, weight, trim, stability and structural strength requirements. Estimates of vesselweight must be maintained during all phases in the development of the design. The designershould be aware of the placement of major machinery components and their effect on the balanceof the vessel. Weight estimates are needed to establish stability, trim and list of the vessel, inaddition to verifying the design deadweight. The basic weight calculations can form the basisfor estimating the construction labor hours.

Although weight is an appropriate parameter for an initial labor hour estimate, it must betreated with caution. A reduction in weight will reduce the relevant material cost, but will notnecessarily reduce the induced labor hours. In some circumstances, it may result in a labor hourincrease as more time intensive fabrication or equipment may be involved. With the potentialimprovement in production resulting from a comprehensive build strategy introduced at an earlystage, weight can only give a partial indication of labor hours. Labor hours as affected byproducibility should impact the production more significantly than relative changes in weight.

If weight is a serious consideration, then an innovative approach based on more detailedstructural analysis may provide a more optimum solution. Alternatively, a review of the maindesign parameters can be undertaken with an eye toward relaxation of those having the greatestnegative impact. Both of these alternatives should be investigated rather than rigid applicationsof rules and guidelines to a weight-sensitive design, which may result in a design incorporatingcomplex fabrication and a wide variety of material sizes. On the other hand, as it is to beexpected that material costs will be less than labor costs, where weight is not a serious problem,a reduction in stiffening elements with increased plate element scantlings should seriously beconsidered as a means of reducing the number of welded elements and thereby reducing laborhours.

6

Structural Considerations. Upon completion of the preliminary general arrangement, amidship section is developed. This design development will have a profound effect onproduction. Basic decisions pertaining to the location of framing elements must be made alongwith the establishment of the material to be used in certain areas of the vessel. Considerationshould be given at this time to the standardization of the elements of frame spacing, types ofstructural elements to be utilized and the use of minimum number of different shaped elements,all in order to simplify fabrication. Methods of structural element fabrication should beconsidered as well, including stiffeners and supports (rolled vs. built-up vs. flanged plate),bulkheads (plate-stiffeners vs. corrugated), etc.

In the conceptual/preliminary design phase, the designer has considerable freedom toattempt innovative structural element arrangements. As a minimum, he should avoid the use offabricated sections which inherently have greater work content than standard rolled sections.If it is shipyard practice to utilize fabricated sections. then this option should be re-analyzed.

This task considers the alternative structural system concepts for tankers in the context ofconceptual/preliminary design. Accordingly the aspects of these phases as just discussed willbe considered and some of the design/production input/output characteristics presented in Tables2. 1 and 2.2 applied to the structural alternative system will be identified.

2.4 APPROACH

In order to obtain concurrent engineering input from knowledgeable parties, contacts withshipbuilders, shipowners, designers and classification society representatives were made asfollows:

O American Bureau of Shipping Tanker Seminar with shipowners, shipbuilders,designers and Classification Society personnel.

O NSRP Panel SP-4 Design/Production Integration.O Conducted 3 shipowner interviews.O Conducted i shipbuilder interview.O Received information from 2 shipbuilders.O Received information from ship surveyor.O Received comments from Government Agencies.

The inquiries addressed those requirements related to the design/production outputs givenin Table 2.1 and 2.2 and the desired characteristics of the components of double hull tankers of40K and approximately 100KDWT. Simultaneously, a literature search was conducted toidentify information pertinent to the project and to identify gaps in the literature which mightbe filled by input from the marine community. In order to address gaps in background dataobtained as a result of the above, two questionnaires were also developed, one aimed at ownersand the other at builders. The information requested therein was relevant to Tasks I & II, andalso addressed Alternative Structural System Concepts for construction of tankers.

7

2.5 RESULTS OF SURVEY

2.5.1 General

The features of the concept/preliminary design and production input/output characteristicsidentified in Tables 2. 1 and 2.2 were considered in grouping the information collected from thesurvey described in Section 2.4. This information has been highlighted herein and utilized laterin the appropriate remaining tasks. A summary of shipyard facility considerations is alsoprovided, followed by a discussion of institutional restraints. Construction schedule and laborhour data obtained are discussed in Section 5.3.

2.5.2 Design/Production Input

2.5.2.1 Design Input

With regard to design, the following input was established from the survey:

o Service requirements -The vessels studied were to be 40K and 100KDWT Jones Act double hull tankers.However, it was established that tankers in the 100KDWT size range are beingconstructed internationally in Aframax sizes of 95KDWT. For consistency,comparison purposes and application to the international market, this capacity hastherefore been adopted herein in lieu of 100KDWT.

o Routes -The routes include those for the U.S. Panamax and Aframax type Jones Act tradevessels.

o Critical components and equipment -Risk in design is a significant potentially overriding concern for a shipownerconsidering the scope of liability in the event of an oil spill. Components,equipment or structural alternatives which are not based on previous full scaleexperience inherently introduce risk through possible failure.

The availability of machinery and equipment relies on many foreign vendors.Owners may have typical lists of acceptable vendors, many of which are foreignand with which U.S. shipyards have had limited interchanges.

The 40K and 95KDWT vessels should be single screw with medium speed twindiesels or slow speed diesel, dependent on owners preference.Maintenance and repair requirements should be given a high profile.

8

2.5.2.2 Production Input

With regard to production, the following input was established from the survey:

o Shipbuilding policy -

To suit structural alternatives within constraints of U.S. shipyards without facilitiesenhancements.

Environmental restrictions may impact on construction practices, coatings, etc..

Incentives for workers may be considered as a means to increase productivity;what are trade/union restrictions?

Fitting accuracy is very important in block production. The less rework due topoor marrying of blocks, the faster the hull will be erected.

Side blocks should be landed on the bottom blocks. Production capabilities willbe different between 40K and 95KDWT vessels; what may be possible with one,may not be possible with the other.

Landing inner bottom plating above bilge turn is good practice for producibility,although generally not applicable to double hull tankers.

With regard to machinery/outfitting, owners should provide any specific materialcoating and equipment preferences and reasons for preferences; i.e. types ofpumps, pump locations, equipment makers, coatings, materials, cable types, cabletrays, piping arrangements, valve types, valve locations, windlass arrangements,hose arrangements, etc.

° Material and fabrication choices -

It is considered that the more conventional large double hull tankers will beconstructed of high strength steel (HSS) at the deck and bottom, with mild steel(MS) in the mid height section. This is to take advantage of the higher bendingstress and reduced thickness afforded by the HSS (typically AH32). One wouldexpect the more unusually configured vessel such as the unidirectional hull, withits complete double envelope and unusual number of girders, to be constructed ofmild steel throughout, since its longitudinal strength is very high and high strengthsteel is generally not required. Of course, it may be made lighter with the use ofHSS, but the cost factor would have to be considered and evaluated.

Compound curvature in plates should be severely limited, including the bulbousbow shape which can be simplified.

High strength steel is considered less the ideal material than previous, due tofatigue problems experienced in ships with less than optimum attention to detail.Corrugated versus stiffened plate bulkheads is mostly an owners choice.

There are welding problems in U.S. yards with joining bulb flats, resulting in poorquality weld splices.

There is a question as to where on a vessel to introduce transverse framing, whichis less production friendly than longitudinal framing. Transverse framing maysometimes be installed at the ends of otherwise longitudinally framed vessels, dueto the amount of twist required in end longitudinals.

Bilge plates without longitudinals and possibly also without brackets, are goodfrom a production viewpoint.

Lapped joints in plating may be acceptable in non-critical areas, but may be moreexpensive than butt joints.

Tapered plating is not liked, possibly due to cost.

2.5.3 Shipyard Facility Considerations

Table 2.3 depicts what is considered to be an existing U.S. shipyard, that is, one thatwould be capable and interested in competing in the world commercial ship market (adopted andmodified from [5]). Table 2.4 depicts a notional shipyard, which may be considered typical ofa modern foreign shipyard.

The study herein is concerned with existing U.S. shipyards without significantfacilities enhancements. Consequently, the data contained in Table 2.4 is presented forinformational and comparison purposes only.

2.5.4 Institutional Constraints

The burden of institutional constraints, in the form of the added cost of compliance withU.S. regulations in the marine industry, has often been cited as a significant contributor :0 thehigh cost of building commercial ships in the U.s. This subject was discussed in Reference [6],specifically with regard to the impact of U.S. Coast Guard (USCG) regulations. Some importantpoints extracted from this paper are as follows:

o U.S. shipbuilders have little choice, in many cases, but to purchase marine machineryand equipment from foreign vendors. According to a recent statement by theShipbuilders Council of America (SCA), foreign manufacturers of marine machinerycharge premium prices, adding an average of 15% to the material costs of a U.S.-flagship built in a U.S. shipyard, to cover the costs - real or perceived - of compliance withUSCG design and inspection requirements for U.S. flag ships. The cause of this is theerosion of the U.S. supply base for marine equipment and material.

o The American Commission on Shipbuilding, created by Congress through the MerchantMarine Act of 1970 in its "Report of the Commission on American Shipbuilding" citesan addition of 3-5% of the cost of a U.S.-flag vessel for compliance with the technical

lo

requirements of the Coast Guard, American Bureau of Shipping (ABS), and U.S. PublicHealth Service. Other added costs are cited which range from a low of 1 % to a highof 9% of total vessel cost. These differences in cost were largely attributed toimplementation of the International Convention for the Safety of Life at Sea, 1974(SOLAS 74) and its Amendments. The impact of this was particularly severe on theconversion of older ships built before SOLAS 74. However, it should be noted thatSOLAS 74, as amended, and other 1MO requirements, have minimized the differencebetween design requirements in force worldwide and those in USCG regulations.

O The cost of ABS classification has been cited as an "add on" cost; however, allcommercial ships in foreign trade must be classed by a reputable classification societyin order to obtain insurance, and the technical standards and service charges of theleading Classification Societies are not all that different.

O It is not clear whether all percentages quoted are based on total ship cost or the price thepurchaser pays the shipyard for the ship, which may exclude sizeable foreigngovernment subsidies.

O While the percentage figures quoted vary widely, it appears that some small incrementalcost of compliance with USCG regulations exists. USCG is sensitive to this incrementalcost and continues to make efforts to reduce the regulatory burden. In any case, a U.S.flag vessel built in a foreign shipyard or within the U.S. is required to comply with thesame regulations. Therefore, the differences in cost and added time for approval maythen be in favor of the vessel building in a U.S. yard.

O USCG regulations are not applicable to foreign flag ships even if built in U.S. yards.The absence of foreign flag shipbuilding in the U.S. must be attributed to factors suchas long delivery schedules and corresponding high costs at U.S. yards, not any "added"cost of compliance with USCG regulations.

11

Table 2.3: EXISTING U.S. SHIPYARD

C Mid 1980 technology steel processingand fabrication shops, material handlingand:çranage. $5 - IO mil annual improv.Facilities

- Plate stockyard- Shane stockyard- Plate treatment- Shape treatment

Plate processing shop- Shape processing shop- Panel line- Subassembly shop- Assembly shop- Shaped assembly shop- Block platens- Treatment and coating- Shop/platens to berth handling- Berths- Pipe shop- Equipment module shop- Outfitting quay

C Equipment- Includes plate and shape pre-processingtreatment.- N/C burning machines, plate rollsand presses.

Line heating frame bending byhydraulic machine. Panel linelfor flatstiffened panels. Welding. Subassembliesare processed in designated area and fedto both panel line and shaped structureshop. Pinjigs are used for shape structure. Somemulti-wheeled transporters used.- Equipuient and piping produced in outfitpackage shop.- Conveyors, overhead cranes in shops,panel and block transporters, outfit pallettrucks, platen cranes and berth cranes areall material handling.

O Designated 'On Block' outfitting before orafter block coating treatment.

- Deckhouse panels assembled inspecialshop for 'On Block outfitting.- Joiner work done after completion ofstructure and outfitting.

12

Table 2.4: NOTIONAL SHIPYARD

O EquipmentIncludes plate and shape pre- processing

treatment wf conveyor handling.* Line heating, frame bending byhydraulic machine w! computer templatesor inverse lines. Panel line for flatstiffened panels w! one side welding andautomatic stiffener welding. Panels andshaped structure are joined to form 3dimensional blocks at outside platens.- Equipment and piping produced in outfitpackage shop.- Submerged Plasmacontrolled.- Mechañized steel storage handling withremote identification and sensing.- Cranes with magnetic or pneumatic lift.- Automatic beam forming.- Computer fairing, straking, nesting andLayo Lit.

- Modular scaffolding.- Self-traveling staging- Block or module turning gimbals.- Hydraulic block alignment systems.

Complete design, engineering and CAD.Design for production emphasized. Suitabledocumentation to suit structural block andzone outfitting.

O WeldingWith Fluxcore Wires (FCW welding).

- Welding robóüôs for the more difficultareas.- Laser Welding.

C Process lanes.Statistical accuracy control.

13

cutting/computer

3.0 TASK II- STRUCTURAL ELEMENTS

3.1 OBJECTIVE

The objective of this task is to identify structural elements which can be utilized inassembling alternative structural system concepts having the potential of improving theprod ucibility of double hull tankers. The characteristics of the structural elements which can beutilized in assembling structural systems for double hull tankers will be identified first. Theseinclude tanker structural arrangements, individual structural components, structural standards,arid processes. This was achieved by the identification of structural elements utilized in the past,proposed concepts, variations suggested by new and relatively modest fabrication equipment, andcharacteristics suggested for possible reduction of potential oil pollution.

At this stage, it is useful to define soilie structral terminology as used herein - see Table

3.1

Table 3.1: STRUCTURAL TERMINOLOGY

Structural Elements.Fundamental features of a structure, such as individual components, type offraming (longitudinal or transverse), flat versus curved plating, incorporation ofstructural standards etc., or a production process such as plate forming, flameburning or welding.

Structural Standards.Standard designs of such items as webs, brackets, collars, outfit modules, etc.

Blocks.Pre-assembled portions of ship's structure. Blocks may be 2-dimensional, suchas a stiffened panel of plating, or 3-dimensional, such as a portion of a doublebottom or wing tank. Blocks may be pre-outfitted, i.e. portions of outfit suchas piping, access hatches, ladders, etc. may be installed prior to erection of theblock on the building berth.

Modules.Outfit assemblies consisting of functionally related components and fittings (such

as a pump unit with associated piping, valves, etc.) mounted on a steel frameready for installation in the ship. Applies particularly to machinery spaces.

Process Lane (or Street).A group of work stations designed to produce a family or families of productswhich require similar processes.

14

3.2 TANKER STRUCTURE - OVERALL CONSIDERATIONS

Tank vessels have been traditionally designed as single skinned hulls with transverse andlongitudinal bulkheads. The overwhelming majority of such vessels are longitudinally framed,(Figure 3. 1). Because of major oil spills and the resulting damage to the environment, the U.S.Congress mandated in OPA '90 the use of double skinned tanker designs, (Figure 3.2) as aneffective means to protect the ocean environment from potentially devastating oil pollution.Since then, a number of alternative generic configurations have emerged as well, mostprominently the mid-deck design, (Figure 3.3), and are being considered by the internationalcommunity, although not permitted by OPA '90. Such designs are not therefore consideredherein. All of the new designs are aimed at achieving the same objective, i.e., reduction of theamount of outflow in the event of hull puncture.

The function of a tank vessel's structural system may be viewed from the standpoints ofnormal operation and casualty operation. In providing adequate resistance for normaloperations, the objective in structural design is to maintain structural integrity of the hull girder,of bulkheads, decks, plating, stiffeners and details. Other design considerations relate to vesselsize, complexity and weight of the structure, producibility, and maintainability. In terms ofcasualty operations, the objective is to maintain vessel integrity and to protect cargo, or,conversely, to protect the environment from oil pollution in case of a casualty. In this case, theprimary structural design considerations should encompass:

O Resistance to fire and explosion damage and its containment.O Resistance to collision and grounding damage.O Containment of petroleum outflow if damage does occur.O Maintenance of sufficient residual strength after damage to permit salvage and rescue

operation.

Tanker structure is characterized by structural arrangements consisting of a number ofelements oriented in repetitive patterns. Examples are the traditional transverse systemconsisting of transverse frames supported by girders and bulkheads, and the longitudinal systemconsisting of longitudinal girders and frames supported by transverse web frames and bulkheads.These have been incorporated in most tanker construction to date. However, the transversesystem has largely been discontinued for tankers (except in the bow and stern) in considerationof the minimization of steel weight.

In recent times, unidirectional double hull structural systems have received attention fromthe commercial community, [7] [8] [9]. Specifically, this hull structural system uses a doublehull structure supported between transverse bulkheads by a series of longitudinal girders betweenthe inner and outer hulls (Figure 3.4). Structural simplification is significant, with intersectionsbetween the longitudinal and transverse members reduced to a minimum. Longitudinal stiffenershave been eliminated except for the girders, which are spaced wider apart than conventionallongitudinals. As a result, the thickness of shell and other plating increases, resulting in heavierhull structure than that of the more conventional double hull tankers. However, the number ofpieces and unique pieces required for construction decreases considerably. Other new unidirec-tional concepts have been developed as well, such as the dished shell plate system, [10] - seeFigure 3.5.

'5

Figure 3.1 Single Skinned Tanker

16

FIGURE 3.4

UNIDIRECTIONAL DOUBLE HULL

STRUCTURAL SYSTEM.

Lonaitudinal- Inner BottomGirder ,/Plating

17

FIGURE 3.5

DISHED PLATE UNIDIRECTIONAL

DOUBLE HULL STRUCTURAL SYSTEM

Bottom ShellPlatins

3.3 RESULTS

Table 3.2 provides concepts for improved producibility which can be utilized inidentifying structural elements for double hull tankers which exhibit the desiredimprovement.

Table 3.2: CONCEPTS FOR IMPROVED PRODUCIBILITY

Maximize areas of flat plateContinue parallel midbody as far forward and aft as possible, replacingcurved plate with flat as far as practicable.

Maximize areas of single curvature and developable surfaces for remaining shellplating, including bow and stern.Compound curvature of plating to be avoided wherever possible.

Maximize frame or longitudinal spacingIncrease frame or longitudinal spacing as far as practicable to obtain an efficientstructure with fewer piece parts. A balance between heavier structure and benefitsfrom this concept will have to be reached. Maximize web frame and longitudinalspacing without the plate thickness requiring additional weld passes.

Maximize ease of fit-up and accuracy of construction configurationEndeavor to provide block breakdown that provides ease of fit up and associatedincreased accuracy of construction. Employ statistical accuracy control for producingparts subassemblies, blocks and for all hull erection work.

Maximize stiffener cross-section efficiencyMaximized stiffener cross-section efficiency will provide the least weight. In additionif a structural piece is made up of a number of sections, care in their arrangement willnot only give the most efficient structure but will facilitate fit up. Maximize use of flatbar stiffeners; use angle bars, tee bars or bulb fiats elsewhere. Where angle bars areused, endeavor to vary only the web depth and use the same flange width with thevarying web depths. Use smallest variations in bar stock size practicable.

Maximize producibility friendly structureThis is structure that when properly arranged will facilitate the erection process due toself-supporting and self-aligning characteristics. This also means that hull blocks will

be defined that are stable when they are upside down and when they are right-side up

in order to facilitate preoutfitting and painting.

Maximize applicability to automatic devices and robotics.The structure should be arranged as much as possible to take advantage of automaticdevices and robots for welding, painting, and inspection, although this will require the

structure to be built to finer tolerances.

Maximize plate forming compatibilityArrangement of seams can facilitate the efficient forming of plate in areas of compound

curvature, e.g. arrange seams so that both ends of plate have approximately the same

curvature.

Is

I. Maximize use of standardization of parts and proceduresStandardize brackets, stiffeners etc.Standardize construction blocks as far as possible.Use of process lanes.

J. Optimize the weights and sizes of blocks to be transported for the purpose offacilitating work flow.Maximize weights and sizes of blocks commensurate with lifting capacity at thebuilding berth.

K. Minimize the total number of piece parts required.

L. Minimize weight without sacrificing producibilityDo not increase the number of piece parts while minimizing weight.

M. Minimize fatigue effect of structural detailing while improving producibility.Try to minimize fatigue without sacrificing producibility.

N. Minimize weldingOne sided welding, use of robotics, prefabricated pieces. Minimize fitting and weldinglengths for subassembly, block assembly and erection work.

O. Support pre-outfittingProvide as much pre-outfitting as possible in blocks and outfit modules, includingpainting on block. Devise block shapes that provide good access for pre-outfitting,(including electric-cable pulling), and painting and that facilitate handling by cranesand/or transporters.

P. Support machinery packaged outfit module developmentFor machinery space, pump rooms, etc.

Q. Minimize stagingPossibly through use of structure that is self supporting and by performing work whenblocks are upside down.

R. Maximize maintainability without compromising producibility.Plan for flat surfaces which will shed cargo, i.e. easy or self-draining surfaces.

S. Maximize automatic weldingSome foreign shipyards may incorporate 60% of semi-automatic or automatic welding.Endeavor to plan blocks for its maximum use. Participate in the development oflightweight automatic welding devices for preferred structural configurations vice beingjust depended upon what welding machine manufacturers have available.

T. Maximize the dual use of structural componentse.g. Bulkheads below deck supporting above-deck foundations, and substituting squaresteel tubing that can serve as vent ducts for H-beams that support engine room flats.

The list of concepts for improved producibility provided in Table 3.2 have been utilizedto identify candidate structural elements including components, material, processes,shipyard facilities or design features, as shown in Table 3.3 below.

19

Table 3.3: STRUCTURAL ELEMENTS

ElementExtra wide plating to reduce the number of welded seams.Tapered plating.High percentage of single curvature plate at forward and aft ends.Reduced numbers of piece parts in structural assemblies.Built up plate piece vs. single plate with cut-outs (e.g. lower wing tank web)Corrugated or swedged plating - see Figure 3.6.Rolled vs. built up sections.Fabricated stiffeners and girders (possibly of two strength materials) vs. rolled section

Stringers - to facilitate construction and aid inspection.Use of bilge brackets in lieu of longitudinals in the bilge turn area.No longitudinals in bilge turn area and bilge brackets negated due to thicker shell

plating.Longitudinal girders without transverses.Standardized plate thicknesses in inventory. Establish limiting plate thickness to avoidweight gain from transition thickness plate.Standardized stiffener sizes in inventory.Standardized structural details (good producibility and weldability together with low

failure rate).Standardized equipment and foundations.Coiled plate - Presumably in rolls and would be available in longer lengths.Stiffened elements fashioned from one frame space width of plate with stiffener formedon one side - see Figure 3.7.Double bottom floors and girders lugged and slotted into bottom shell and inner bottomfor easier alignment. Similar technique could be used in wing tanks and on double pLate

bulkheads etc. - see Figure 3.8.

Material sLimit steel grades used to those which do not present problems with welding, fatigue due

to less than optimum datailing, etc.

ProcessesUse of a product work breakdown structure which identified interim, i.e. in-house

products.Statistical analysis of in-process structural accuracy variations.Employment of statistically obtained data to anticipate shrinkage caused by flame-cutting

and welding operations.Automatic and robotic welding.Automatic and Robotic painting.Automatic and robotic inspection.Numerically-controlled flame cutting.Line heating both for creating required curvature and for removing distortions in

process.Standardize welding details.One-sided welding.

20

Use of Shipyard FacilitiesOptimize block size to suit shipyard transporter and crane capacities.Optimize structure to suit shipyard panel line and other facilities.

Design FeaturesNo dead rise, camber or sheer.Standardized stiffener spacing.Standardized double skin separation (keep saine in all size vessels if feasible).Standardized aft end design - engine room, mooring etc.Standardized forward end design - mooring, anchoring etc.Standardized transition of double skin to single skin.Formed hopper corner knuckle - see Figure 4. 1.Flat deckhouse sides and ends.Standardize deck heights to minimize number of different heights.Standardize size and type of closures, scuttles, and accesses to the smallest variationpracticable.Align and locate all sanitary spaces to simplify piping.Collocate spaces of similar temperature characteristics to minimize insulationrequirements.Locate access openings clear of erection joints to allow pre-installation of closures.Provide specific material coating and equipment preferences and reasons for preferencesi.e. types of pumps, pump locations, equipment makers, coatings, materials,cable types, cable trays, piping arrangements, valve types, valve locations, windlassarrangements, hose arrangements, etc..Structural trunks for cables and pipes (lower tween deck height is then possible).Design risk and possible failure should be considered when proposing new structural oroutfit concepts.

Structural Arrangements

Longitudinal framing with formed hopper side corner and corrugated bulkheads.Unidirectional stiffening supporting inner and outer shells.Dished plate unidirectional hull, wherein the added strength due to the curvature in theshell and other plating increases the resistance to deformation and buckling and thereforepermits decreased thickness of plating for a given spacing of girders.

Table 3. indicates those structural elements applicable to existing shipyards as set forth inTable 2.3. Table 3.5 indicates those alternative elements applicable to a notional shipyard asset forth in Table 2.4.

21

F

b

,Spacing of corrugations similor

( to spacing of conventional stiffeners.

/Flat

bars, angleor bulb flots.

or

(c) Corrugated Plating

bars, teebars

Swedge (triangular shaperecess pressed into platesto form stiffener)

Figure 3.6ALTERNATIVE METHODS FOR STIFFENER PLATING

22

Plating pressed intocorrugated shape toform stiffeners.

Conventional Stiffeninq

,Spacing of swedges similar to

/ spacing of conventional stiffeners.

Swedged Plating

Inner Bottom

Full penetration weld

Figure 3.7STIFFENED ELEMENTS FORMED FROM ONE FRAME (OR STIFFENER)SPACE WIDTH OF PLATE WITH STIFFENER FORMED ON ONE SIDE.

Transverse FloorBottom Shell(or Longitudinal Girder) Figure 3.8

LUGGED AND SLOTTED STRUCTURE

NOTE: With the structure depicted in Figure 3.7, there may beproblems with small bending radii in thick plates, full penetrationwelds in every frame or stiffener space, locked in stresses,and maintenance problems due to the large number of shellpenetrations.With the structure depicted in Figure 3.8, there may beproblems with cutting away longitudinal material, stress risers,fatigue and cracks.

23

i

Floor plate lugged and slottedthrough inner bottom andbottom shell for easy alignment.After welding (full penetration)lugs burnt off flush and groundsmooth.

Table 3.4: STRUCTURAL ELEMENTSAPPLICABLE TO EXISTThG U.S.

SHIPYARIS

- Rolled s,. ailt up- N/Cbull penetratioi-.- Linhea.- Mauntm block size o i t c .pa t

Ifacilits.

axmumlengthotbo tsoLtsavailability.Reduced numbers of l)iee parie I

stru&ural siseinblies.Rounded gunwale.

- Internal webs of upper wings ind hopperfrom traditional web frames to plate webs.Ends .S*iffeners for floors simplified forproduction.

- Cargo area reised to yield identical tankand therefore identical blocks.

- Caitious approach to use of high strengthsteels.

- Coatng applied environmentally in sheds60%4one in sheds, 25% on out(ittin pier,rest4ock. Blasting wT steel and 80%re-iIecopper gnt.

- Pre-installon of access closu:es.

24

Table 3.5: STRUCTURAL ELEMENTSAPPLICABLE TO A NOTIONAL

SHIPYARD

- Standaidized accuracy.Standardized modular/zone construction(Interim products).

- One sided weldsStructure optimized for use with builder sprocess lanes and other facilities

- Standardized size and type of closures tosmallest variation practicable.

- Standardized design details.- Single curvature longitudinals.- Developable surfaces.- Cheaper to change structure to make it

more friendly to automation at a fractionof cost of robotics.

- Unidirectional vessel blocks are as long aspractical considering crane capacity.

- Engine room block size to SOOt.

- Deckhouse 60% outfitting done befotUftingon board.

- Deck piping 80% done before lifted onboard.

- Standard statistical analysis of structuralcra 'y variations.

- Rohoic welding. (Note - see "cheaper" above)- Robotic inspection.- Ròboticpainting and touch up.

4.0 TASK III - ALTERNATIVE STRUCTURAL SYSTEM CONCEPTS

4.1 OBJECTIVE

The objective of this task is to synthesize the structural elements discussed in Section 3.0into alternative structural system concepts based on their apparent potential for improvedproducibility. These then become the candidate alternative system concepts to be utilized in theremaining tasks.

The nature of the alternative structural concepts selected is to be such that their principalcharacteristics are sufficient to establish the entire structural concept for a tanker. That is, theyare to include shell, inner hull, shell stiffening, inner bottom, deck, subdivision bulkheads andother primary hull structure. Sorne aspects of the alternative concepts may be similar to thosealready utilized in tanker construction, as these have proven effective. On the other hand, evenpreviously adopted concepts may offer opportunity for optimization as, for example, in thenumber of structural pieces or processes employed in their fabrication.

4.2 APPROACH

In order to assemble the structural elements identified in Task II into alternative structuralsystem concepts for a double skin tanker, they were first grouped into categories associated withthe components of the structural, machinery and outfitting systems, as shown in Table 4.1.

Table 4.1:COMPONENTS AND ELEMENTS OF

STRUCTURAL SYSTEMS

Hull Form Tank Arrangementjjn addition to double skin)Flat surfaces No CL or wing bulkheadsDevelopable surfaces CL bulkhead (oil tight or non-tight)Compound curvature Wing bulkhead PISNo bulbous bowCylindrical bulbous bow MachineryBulbous bow with compound curvature Single screw slow speed dieselCylindrical bow Single or twin screw medium speed dieselsSingle screw sternSingle screw stern with bulb Pumping SystemTwin screw stern Variable

Deckhouse RudderBlock configuration Horn typeStraight sides and ends Spade typeFlat decks

S heil

Smooth plateDished plate

25

Table 4.1 continued

Shell and Deck Longitudinals Blocks Cont'd.None Structural complexityFlat bars Number of piecesAngles Shoring, pins or jigsTees Number of turnsBulb flatsRolled vs fabricated sections MaterialUnidirectional system Mild Steel (MS)

High Strength Steel (HSS)Deck Combination (HSS/MS)

No sheerNo camber WeldingParabolic camber ManualStraight line camber with C.L. knuckle AutomaticStraight line camber with knuckle P/S RoboticSingle vs double skin

Plate FormingMain Bulkheads Rolling

Stiffened Plate Pressing

Corrugated Line Heating

Double PlateAccuracy

Girders Normal standardStiffened plate High standardS wedged plate

Shipyard FacilitiesPlate Cranes

Flat Transportation

Swedged Automation

Corrugated Material throughputDished Process lanes

Inner Hull Connection to Inner Bottom Structural DetailsBracketed Standard

Sloped hopper Specialized/FittedSloped hopper with formed cornersRadiused corner (unidirectional designs) Coatings

Pre-construction pri mer

Main Deck/Sheer Strake Connection Standard quality

Square (sheer strake extends above deck) High quality

Radiused DesignStandardization

BlocksNumber of blocks Maintainability, Strength and Fatigue

Size and weight AccessibilitySmooth surfacesStructural intersections.

26

In order to maintain a manageable number of alternatives and facilitate an objectiveproducibility comparison, some elements and components had to be selectively considered ona subjective basis. This was accomplished as follows:

Hull Form - Hull form should be based on the principles of developable surfaces, withcompound surfaces avoided except for minor areas such as those at the forward and after endsof the bilge turn. This provides for simpler and more accurate production of curved plates byrolling in one direction, [1 1]. The bow portion of the 4OKDWT alternatives has been assumedto have a cylindrical bulbous bow. The 95KDWT alternatives have been assumed to have acylindrical bow (no bulb), since such a bow at block coefficients above 0.825 has been shownto reduce power requirements at 15 knots for the size of vessels considered herein, [12], versusthe typically shaped bow and bulb with compound curvature. The stern is configured as aconventional single screw vessel without bulb. There has been some consideration of a twinscrew conliguration for a "get us home' redundance, but this would be an owner's option.

As the alternative structural concepts are basically of the same configuration, the effectof the ship's end structure on labor hours will be similar with the exception of the dished plateunidirectional alternatives. The transition from dished to flat and curved plate at ends is aunique feature of these vessels, but tile effect on labor hours was considered to be small.

Deckhouse - The deckhouse is located aft and should be of block configuration withstraight sides and ends. To support producibility, the decks should have no camber and be ofuniform height between decks. Decks should be continuous with the structural bulkheads(including outboard bulkheads) intercostal. This requires a small piece of each deck to projectoutside the peripheries of the house to provide space for fillet welds. This will improveproducibility, since pre-outfitting and painting can be accomplished on upside-down blocks priorto erection of the complete deckhouse. Structural bulkheads may have swedged plate stiffeners.

The machinery casings on tile weather deck and tile stack should form a structure separatefrom the main deckhouse, so that the latter can be completed without interference frommachinery space related work.

Tank Arrangement - Owner preference and the results of stability studies have favoreda centerline bulkhead for the sizes of vessels considered herein. Two longitudinal bulkheadswith no centerline bulkhead llave been utilized for the larger VLCC's, but are not consideredhere. The centerline bulkhead may be omitted or be tight or non-tight, leading to two or onecargo tanks across, depending upon stability requirements. One of the 4OKDWT alternativestructural concepts has no centerline bulkhead, for comparison purposes. The wing tanks anddouble bottom tanks are port and starboard ballast tanks.

Machinery - A single screw s'ow speed diesel has been used for the baseline ships as arepresentative option. As the sterns of the alternative structurai concepts are of basically similarconfiguration, the effect of differences in machinery pre-outfitting and machinery/piping packageunits on producibility can therefore be assumed small and neglected.

Pumping System - This is a variable that will depend on owners preference, productscarried or production considerations. There may be a pump room or deep well pumps. Pumpsmay be electric or hydraulic. For study purposes, all alternatives were assumed to have a pumproom with similar pumping and piping arrangements, cargo piping on deck and ballast pipingrun through a tunnel in the double bottom.

27

Rudder - The horn rudder is the predominant type provided for tankers. It is

characterized by a large horn casting or weldment with a gudgeon and pintle. On the other

hand, the spade rudder does not include these characteristics, although the rudder stock will be

larger. The anticipated improved producibility of the spade rudder supports its being utilized

despite the larger stock.

Shell - Both smooth shell and dished shell were considered for the alternative structural

concepts. The dished shell provides additional strength as a result of its curvature.

Shell and Deck longitudinals - Shell and deck longitudinals may be flat bars, angles, tees

or bulb fiats. Large flat bars are often installed at the main deck as a means of reducing deck

plate thickness. They are easier to install than other sections, but very large flat bars require

significant welds at butt joints. The unidirectional hulls, both smooth and dished plate, have no

longitudinal stiffeners in the conventional sense of the word, but are framed longitudinally with

plate girders joining the inner and outer shells. The longitudinal plate girders are supported by

the transverse bulkheads, with no intervening transverse webs.

Tee sections are more desirable than angle sections from the viewpoint of structural

stability and fatigue. Also, although they are harder to paint, it is understood from various

owners that there is not much trouble with them in pooling of cargo. Therefore, tee sections

were considered to be a viable alternative to angle sections.

For the conventionally framed vessels, bulb flats have advantages when considering surface

corrosion, cargo shedding, fit-up and painting because of less surface area and lack of flanges.

However, they introduce problems at butt joints, due to difficulty in getting a satisfactory weld

in way of the bulb. Considering strength, available bulb flats are generally too small for

applicability to a vessel of 95KDWT, but recent information on jumbo bulb flats has become

available (although physical availability is questionable) and bulb flats are therefore considered

for both tanker alternative structural system sizes, notwithstanding the problem with butt joints.

Another consideration is the need to fabricate sections as their size increases past the

available rolled section level. Recent advances in welding technology, laser, and high frequency

resistance welding have decreased the distortion associated with fabricated sections, although

these new welding technologies have not as yet made significant inroads into shipbuilding

practice, [l3. However, for all sizes of sections, all but bulb plates were considered fabricated

in the yard, with the welding of stiffener flanges to webs accounted for in the evaluations of

weld length and volume. Comparisons between rolled and fabricated sections can be found in

consideration of alternative structural concepts for both 40K and 95KDWT vessels with bulb

flats and similar concepts constructed with fabricated angles and tees. The impact of rolled vs.

fabricated sections on labor hours and schedule can he gleaned from these comparisons.

In summary, one conventionally framed structural alternative of each vessel size is

stiffened entirely with bulb flats. The remainder of the conventional alternatives have tees on

the bottom shell and inner bottom, angles on the side shell and flat bars on the deck, so that all

available section shapes have been used. Also, as described in Section 5.4, an additional range

of stiffener sizes was incorporated in one alternative structural concept for both 40K and 95

KDWT vessels.

28

Deck - Sheer or camber of weather decks is undesirable from a producibility point ofvìew, and sheer has been generally eliminated from large cargo vessels. It has therefore beeneliminated from the vessels under consideration. Camber has been retained since its lack wouldallow pooling of water on deck. However, parabolic camber has been replaced by the moreproducible straight line camber having a central flat l)ortiOfl with port and starboard knuckles.

With regard to a single vs. double skin main deck, it appears that the double deck has beengenerally avoided in the design of double hull tankers, due to its impact on vessel dimensionsand cost. However, it was noted that sorne of the proposed unidirectional designs, [7] [8] [9][10], have opted for a double skin at the deck, so as to continue the double envelope with itslongitudinal girder system across the deck. Therefore, the alternatives considered are a singleskin deck for conventional double skin tankers and a double skin deck (tight or non-tight innerdeck) for the unidirectional designs. It may be noted that a double deck provides a convenientlocation for a pipe tunnel for cargo piping, should this be considered desirable.

Main Bulkheads - Main transverse bulkheads have been constructed from plate andvertical stiffeners in the conventional double hull alternatives, with the exception of verticallycorrugated bulkheads with top and bottom stools ori one 40K and one 95KDWT alternative, forproducibility comparisons. Centerline bulkheads have also been constructed from plate andlongitudinal stiffeners. With regard to the corrugated bulkhead option, such bulkheads are notnecessarily the bulkheads of choice due to reported problems with cracking in service, althoughthey are preferred by sorne owners for their cargo shedding property as compared withconventional bulkheads. Corrugated bulkheads may also provide some producibility advantages.The unidirectional and dished unidirectional plate alternatives have been constructed withvertically corrugated bulkheads, conventionally stiffened bulkheads with horizontal stiffeners anddouble plate bulkheads.

il. Girders - A swedged girder may be described as one in which the web plate stiffeners areformed by pressing swedges (see Figure 3.6) into the web plate in lieu of fitting flat bar or anglebar stiffeners. However, swedged girder webs are not used (particularly for primary structure),since it is believed that the accordion like swedging will not allow the web to develop the fullshear transfer capabilities that a flat plate would develop.

Plate - The option between stiffened and swedged plating is not viable for the primarystructure of a vessel. However, swedged plating can be used for miscellaneous bulkheads anddeckhouse bulkheads. Corrugated plating is applicable to main or miscellaneous bulkheads.Dished plating is a feature of the dished plate unidirectional concept.

Inner Hull Connection to Inner Bottom - This alternative is concerned with the form ofthe outboard lower corners of the cargo tanks. "Bracketed corner", "sloped hopper", "slopedhopper with formed corners", as shown in Figure 4.1, have all been considered from thestandpoint of producibility. This alternative component is largely in the hands of the designerand owner, and there may be a noticeable but perhaps small difference in producibility. Theunidirectional alternatives have rounded corner connections in these areas.

29

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Main Deck/Sheer Strake (Gunwale) Connection - This is usually a square corner, withthe sheer strake extended a short distance above the deck plating. Alternatively, a radiusedcorner may be fitted for the purpose of alleviating stress concentration. Since the square cornergenerally requires less labor hours than the radiused type, it has been adopted as standard forthe various alternatives, with the exception of the unidirectional vessels. Radiused gunwaleconnections are a particular feature of the latter designs.

Blocks - The breakdown of structural blocks was dictated by the use of a crane capacityof 75 tons. This was selected as a weight that can be easily handled throughout a U.S. shipyardfacility capable of constructing the alternative designs. Although it was endeavored to keep theblock size below 75 tons, some of the blocks exceed this throughout the alternative structuralconcepts considered. The heavier blocks were then considered as grand blocks to be handledon the building berths. From information reviewed concerning shipyard facilities, 150 tons canbe handled on the berths by any U.S. facility large enough to produce the alternative structuralconcepts.

A potential reduction of li % in labor hours was reported by Hills et al [14] for areduction of blocks in the midship section of a RO/RO vessel from nine to three, and a similarsavings was reported by Bong et al [15] for a reduction of blocks in the midship section of abulk carrier from eight to four. Although these savings are applicable only to the constructionof the midship portion of these vessels (one block length), it is apparent that block size shouldbe maximized to suit yard facilities.

The need for shoring, pins or jigs in the construction of blocks depends upon theirstructural complexity and the amount and shape of curved plating. The need for turning blocksover depends upon types of welding processes used, lifting arrangements, etc. For example, theuse of one sided welding on a flat plate structure removes the need for turnover of such a unit.Such considerations are typically the same for all of the structural alternatives considered, sincethe breakdown of blocks is the saine throughout.

Material - As discussed in Section 2.5.2.2, it is considered that large conventional doublehull tankers will be generally constructed with HSS (typically grade AH32) in the deck to thelower edge of the sheer strake, and in the bottom to the upper turn of the bilge. Theunidirectional designs will be constructed of MS throughout. However, for comparativepurposes, one 40K and one 95KDWT alternative have been constructed of MS throughout andone 4OKDWT unidirectional alternative has been constructed with a combination of HSS and MSas above.

Welding - There is a wide range of welding considerations - manual, automatic, robotic,one sided welding, the type of welding process, welding position, etc. Such considerations andtheir application to the structural alternatives are addressed quantitatively in Section 6.0. TypicalU.S. shipyard welding facilities have been assumed as a baseline.

Plate Forming - The choice of rolling, pressing or line heating for forming platingdepends largely on the nature and complexity of the required shape or curvature, whether it besimple (one-directional), conical or compound. As indicated in Section 6.0, only the midshipportions (one tank length) of the various structural alternatives have been evaluated forproducibility. Thus, the only plate forming required for the majority of these consisted of thecorrugated bulkhead plating (by pressing) and the curved bilge shell plating (by rolling). Thedished plate unidirectional alternatives provide the only exception, where a large quantity ofplating required rolling or pressing to the desired curvature.

31

19. Accuracy - In the process of building ships, it has long been known that in manufacturingcomponents in accordance with design drawings, the dimensions of these components may varyto an extent that adjustments have to be made during the construction process to arrive at thevessel depicted in the design. These adjustments can include a significant amount of re-work,including trimming of excess material, inserting additional material, pulling, straightening andbending structure to suit alignment, and in some cases discarding components which are toodistorted to be reasonably utilized. The setting of accuracy goals and the understanding of theactual accuracy attainable in various manufacturing processes in the shipyard has been identified

as a means of pre-determining sorne of the aforementioned problems and to avoid them byadjustments during the manufacturing process.

Although this matter has always been of importance in shipbuilding, it is probably morecritical in modern shipbuilding techniques utilizing Product Work Breakdown Structure (PWBS)as units, blocks and complex modules are erected and a multitude of systems need to fittogether. This is opposed to the older systems approach to ship construction where simultaneousinterconnection at one time of many systems or components of the same system did not occur.

In order to address accuracy control, the NSRP has compared accuracy levelsmeasurement such as those contained in NSRP 0371, [l6. This reference provides data on thecutting of individual pieces for fabrication and on the fabricated components themselves. It isinteresting to note from this data that the U.S. shows some superiority over Japan in the cuttingof components, whereas the reverse is true for fabricated components. This may be due to thefact that most shipyard cutting is accomplished by numerically controlled equipment which isavailable world wide, whereas fabrication requires control of many other processes. This

suggests that the Japanese have a better control of accuracy on fabricated components.

This also suggests that the Japanese followed the Pareto principle for prioritizing theirmethods development. They recognized that for hull construction typically about 5 % of work-

hours are required for parts cutting, 50% for sub-assembly and block-assembly, and 45% for

hull erection. Thus, they first focused on statistical accuracy control and line heating as means

to reduce the work hours associated with the large percentages. This ultimately led to the needto provide shrinkage compensation both for flame cutting and for subsequent welding operations.In contrast, shipyard managers elsewhere focused on the least amount of work hours with N/Ccutting and ultimately direct computer control of cutting machines. They continued to look fordevices to force fits without significant drop in sub-assembly, block assembly, and hull-erectionwork-hours, without improvement in safety, and with the continuance of locked-in stresses.

The most modern approach which has been taken to achieve accuracy control inshipbuilding is termed "Statistical Accuracy Control." In this procedure, the manufacturingprocesses throughout the shipyard are closely monitored, dimensional data of components iscollected and a data base established. This data is then statistically analyzed and based on the

mean dimensions and standard deviations exhibited by any repetitive production process,adjustments are made to the "designed" dimensions of components so that "adjusted" dimensions

can be used in the production process to enable components to be produced having dimensionalcharacteristics that are within anticipated mean values and variance. The process, when applied

to all the various components throughout the vessel, can result in a pre-determined knowledgeof the ultimate dimensions of the entire vessel within the combined mean dimensions andstandard deviation of its parts. Further adjustments can then be made such that the dimensionalcharacteristics of each of the components can be deli ned for the construction process andfabrication can proceed to these specific dimensions with the confidence that the results will be

32

within an acceptable tolerance level. This will result in all components fitting together to formthe complete vessel without the need for expensive and time-consuming rework. The practiceof incorporating additional material into components, to be trimmed later as necessary, can bevirtually abolished, since all material can be cut to a predetermined tolerance.

Accuracy control is not considered as a separate structural alternative herein, but theamount of rework assumed for alternatives is identified in Section 7.0. Reduction of this reworkby greater accuracy control will be self evident in the results presented in that Section.

Shipyard Facilities - The production inputs including shipbuilding policy, facilitydimensions and capacities and interim product types (blocks) were selected in a manner that canbe accommodated by existing U.S. shipyards. As an example, crane lifting capacity was limitedto 75 tons for individual blocks and 150 tons for grand blocks.

The importance of identifying the entire production strategy cannot be over emphasized.When utilizing advanced shipbuilding systems, a general yard practice is to carry out extensivestudy and evaluation prior to finalization of the basic hull block breakdown to assure that thebest compromise of fabrication cost, block erection and outfitting cost is achieved. Also, theuse of large multi-system machinery/piping package units is one of the most significantimprovements in ship construction methods and these units have to be defined as well. Thesedecisions should be made very early in design for production.

Structural Details - Specialized/fitted structural details are considered time consuming indesign and fabrication. On the other hand, the use of standardized structural details eliminatesdesign and can save time in fabrication and are therefore more producible. In order to obtaina comparison, two alternative choices were selected. Specialized/fitted structural details havebeen taken as indicating the norm and standardized structural details have been taken asindicating the option supporting higher producibility, although details have not been specificallyidentified.

Coatings - Coating choice can be complicated by many factors, including ownerspreference, yard capability, quality, etc.. The selection of coatings is usually more closely tiedto the level of maintenance acceptable to the owner. Although this will not be explicitlyconsidered herein, the type of coating system used will also depend upon whether the alternativesystem concept is constructed of mild steel or high strength steel. The latter will be thinner thanthe equivalent mild steel and may therefore require superior coatings to provide adequatecorrosion resistance.

Coatings are also complicated by the need to have a weld-through pre-construction primerthat will be satisfactory as a base for the next paint coat together with a fast enough work flowso that the primer is sufficiently intact when the next coat is applied. Otherwise there must becomplete blasting and painting rework. It can be seen therefore that the primers are animportant consideration in producibility.

Design (Standardization) - An important aspect of Japanese shipyard productivity is thattanker design has been totally standardized. Unfortunately, it takes a great amount of effort andexperience to obtain the standard design, and it is highly unlikely that the first go around on theship design would be suitable for use as a standard without exceptional effort.

For example, Ishikawajima-Harima Heavy Industries Col, Ltd. (IHI) exploits a veryflexible approach to standardization. For a so called standard ship, even hull blocks can vary

33

significantly while achieveing the benefit normally associated only with a standard design thatmust be rigidly followed. They employ group technology, wherein manufacturing characteristicsare emphasized. As long as the distribution of work does not change significantly, insofar as theshipbuilding system is concerned, a standard ship is being produced regardless of the designdifferences. Regarding engine-room outfitting, IHI employs four basic machinery arrangements.Two are for different low speed and two are for different medium speed main diesel engines.For each auxiiliary machine position in an arrangement, two or three different vendor catalogitems are certified as shipyard standards. The items are functionally equivalent but physicallydifferent. For the purpose of declaring vendors' equipments as shipyard standards, preferenceis given to those vendors who each produce machines of the same basic design for a range ofcapacities. Thus, each standard machinery arrangement can expand or contract with enginehorsepower. Therefore, IHI's standards system offers options that can be negotiated duringcontract design and provides for more than one vendor's equipment for each application in orderto insure competitive pricing. IHI has been able to incorporate the standards in its Future-Oriented Refined Engineering System for Shipbuilding Aided by Computer (FRESCO).FRESCO also features separation of engine room fittings into module assemblies with companiondiagrammatics modularized the same way [17].

Due to standardization, there is no need for preliminary design, design studies orcomponent selection. Everything has already been determined from midship section to mainengine selection. The makes and models of equipment to be used are known, and there appearsto be a loyalty to suppliers. The most extreme case of the latter occurs when a shipyard has aproduct license. For example, if a shipyard is licensed to build a particular engine, all shipsfrom that shipyard will be powered by those engines.

Even drawing numbers are standardized. If the Inert Gas System diagram on one ship isnumbered PAZ0031, then it is numbered PAZ003I on every ship they build, no matter how ifdiffers. The name of the appropriate ship is all that appears on the drawing to distinguish itfrom other drawings. This procedure saves significant time in obtaining drawing numbers,references and correct schedules. In Japan, they never change and it is obviously very timesaving when preparing control documents such as drawing schedules. One drawing schedule canbe used for any ship with minor modifications.

A minimal number of final drawings is provided to the owner. For example, HVAC,piping and electrical diagrams are provided, but detail routing/arrangements are not. In theaccommodation spaces, even the diagrams do not indicate the quantity and location of fixtures.Deck, machinery space and pump room piping arrangements are prepared, but are not providedto the owners as final drawings. However the diagrammatics are quasi arranged andsupplemented with whatever information is needed for regulatory approvals and for use byoperating engineers.

The ship drawings are the same on each vessel. Basically they are a standard drawingwith minor modifications. For example, all diagrams are basically the same. As a comparison,consider the labor hours and time required to design and prepare the diagram for a cargo oilsystem, and then estimate the labor hours and time required to change an existing diagram tosuit say an increase in the number of tanks. If the discharge rate was also to be increased, thenext standard pump size could be selected and the pipe sizes (also standard) changed to suit.

Similarly, the main engine cooling water system on different ships would not change ifthey all had the same engines and auxiliary equipment. For the next engine size, it would onlybe necessary to increase pipe sizes and some quantities.

34

Once tile drawings are completed there are few revisions, compared to the large numberencountered in the U.S.

Even the vendor drawings are standardized. An engine control console remains essentiallythe same for each of the main-engine types maintained in the shipyard's file of flexiblestandards. For each particular console there is apt to be at least two vendors, not more thanthree, for competitive pricing. Only vendors who adopt the same flexible approach are so listed.

Thus their vendors' operations are regarded as extensions of the yard's shipbuilding system.

When Japanese managers participate with an owner in negotiating a contract design theytypically offer a design that they believe will fulfill the owner's requirements. At the same time,they may have available options for altering their initial offer all of which, because of their useof group technology, are consistent with their shipbuilding system. Furthermore, it appears they

prefer to keep contract changes to a minimum to avoid any impact on production.

However, they do accept changes provided work classifications per group technology logicand work amounts do not substantially change so that the scheduled launch date remainsunchanged. Otherwise there would be deleterious impact on other construction projects. Afterlaunch, they would entertain any change the owner is willing to pay for and would, if necessary,employ subcontractors and/or rent a pier, so that there is no adverse impact on the cadence oftheir shipyards work flows.

As a result, Japanese shipyards have files of flexible standards which detail everything in

work instructions. It is therefore plausible that the level of design labor hours can be as low as

50,000, as indicated in Section 5.3.3

As discussed in Section 7.0, 200,000 and 225,000 design labor hours have been assumedfor 40K and 95KDWT tankers building in the U.S., starting from a preliminary design andending with working drawings. In the absence of a standard design, this scenario will alsoimpact the phased material procurement and places some risk on the construction schedule, in

that as the design progresses and equipment and material are identified, there is no guaranteethat issuing purchase orders at that time will result in delivery to the shipyard to supportconstruction in a timely manner.

As a means of comparison for identifying schedule impact, a structural alternative has beenassumed where some design standards exist and less design material is required by the shipyard

workers. In this case, 100,000 labor hours have been assumed for design.

24. Maintainability, Strength and Fatigue - The proper application of effective coatings isan important aspect of maintainability. Double hull tankers have an advantage regarding thecoating of cargo oil tanks in that the internal structure of the tanks is free of longitudinals andtransverse stiffening except for under deck and bulkhead stiffeners. Even greater advantage ispossessed by unidirectional vessels with a double skin deck and in some cases, double platebulkheads. Cargo tank cleaning is also simplified on double hull tankers.

With regard to the coating of water ballast tanks contained within tile double hull, theunidirectional alternatives have a further advantage of smoother surfaces and greateraccessibility, due to the longitudinal girder system. It should be noted, however, that effectiveaccessibility is dependent upon suitable spacing of the girders. In the conventional double hulltankers, the water ballast tanks are framed with longitudinal stiffeners which are difficult to coat,and are therefore more subject to corrosion, particularly in the bottom of the tanks.

35

Steel renewals due to corrosion, on a long term basis, would therefore appear to be morelikely in the conventional alternatives than in the unidirectional vessels.

In addition, the nature of the unidirectional hulls, where relatively thick plating is requiredfor the hull and tank envelopes, dictates that the available hull girder strength is well abovetypical classification society requirements. This results in the longitudinal hull envelope steeloperating at lower induced stresses than the more conventionally framed alternatives, withconsequent longer fatigue life for structural components.

With regard to structural connections, the simple intersections of bulkheads and girderson the unidirectional alternatives provide a detail more preferable from a fatigue viewpoint thanthe typical intersections of longitudinals, webs, floors and bulkheads on the conventionallyframed alternatives. A significantly greater number of possible fatigue areas, operating at higherlongitudinal operating stresses, render the conventionally framed alternatives less desirable thanthe unidirectional vessels from a fatigue viewpoint.

4.3 RESULTS

A series of alternative structural system concepts has been synthesized from thecomponents and elements shown in Table 4. 1. Each alternative consists of 24 components orelements generically depicted in Table 4.2. As can be seen, of the 24 components or elements,eleven are directly varied, while the remainder are in accordance with the baselines describedin Section 4.2. The complete set of structural alternatives is described in Section 5.0.

36

COMPONENT OR ELEMENT

Hull FormDeckhouseTank ArrangementMachineryPumping SystemRudderShellShell and Deck LongitudinalsDeckMain BulkheadsGirdersPlateInner Hull Connection to

Inner BottomMain DecklSheer Strake(Gunwale) ConnectionBlocksMaterialWeldingPlate FormingAccuracyShipyard FacilitiesStructural DetailsCoatingsDesign (Standardization)Maintainability, Strength and

Fatigue

3'

CHARACTERISTICS

Baseline Sect. 4.2 - item iBaseline " - item 2Per AlternativeBaseline Sect. 4.2 - item 4Baseline - item 5Baseline - item 6Per AlternativePer AlternativeBaseline Sect. 4.2 - item 9Per AlternativeBaseline Sect. 4.2 - item 11Per AlternativePer Alternative

Baseline Sect. 4.2 - item 14

Baseline Sect. 4.2 - item 15Per AlternativePer AlternativePer AlternativeBaseline Sect. 4.2 - item 19Baseline T - item 20Per AlternativeBaseline Sect. 4.2 - item 22Per AlternativeBaseline Sect. 4.2 - item 24

Table 4.2: GENERIC ALTERNATIVE STRUCTURAL SYSTEM CONCEPTS

5.0 TASK IV - APPLICATION TO SPECIFIC DOUBLE HULL TANKERS

5.1 OBJECTIVE

The objective of this task is the application of the alternative structural system conceptsidentified in Section 4.0 to 40K and 100KDWT Jones Act double hull tankers to investigate thepotential for improved producibility in the U.S. A further objective is the estimation of baselineconstruction schedules and labor hours for these vessels.

5.2 SELECTION OF BASELINE VESSELS

The statement of work for this project required the application of the alternative structuralsystems to tankers of 40K and 100KDWT for the U.S. Jones Act trade. The 4OKDWT vesselwould likely be a product carrier or a shuttle crude carrier. The 100KDWT vessel would likelybe a crude carrier only. Furthermore, it is desirous that a baseline vessel be identified whichhas been built in a foreign shipyard under a recent building schedule.

The Jones Act trade has made use of tankers of approximately 4OKDWT over the years,although they have been rarer in the international market with vessels in the 30K+ and54KDWT sizes being more prevalent. The 100KDWT size range tanker has also been used inthe Jones Act Trade. Foreign vessels in this size range are generally just under 100KDWT andof the "Aframax" type.

As a result, the following procedure was adopted:

o A vessel resembling a 95KDWT 1993-95 vintage Far Eastern built crude carrier wasadopted as the baseline vessel. The general arrangement and midship section are shownin Figures 5.1 and 5.2 respectively. The principal characteristics are given in Table 5.1.

o A foreign design example for the 4OKDWT vessel was not available. Accordingly, ahybrid was prepared utilizing the generic features of the 9SKDWT Far Eastern vessel andprincipal characteristics indicated by previously built 4OKDWT tankers for the U.S. JonesAct trade. The general arrangement and midship section are shown in Figures 5.1 arid 5.3respectively. The principal characteristics for the vessel are given in Table 5.1.

Table 5.1: BASELINE DOUBLE HULL TANKER PRINCIPAL CHARACTERISTICS

The unidirectional hulls have slightly different dimensions to suit assumed proportions of thestructural cells in the double skin, as shown in Table 5.2, but cargo capacity is essentially thesame as that of the baseline vessels.

Table 5.2: UNIDIRECTIONAL DOUBLE HULL ALTERNATIVES

*open to cargo space

39

95 KDWT Ui U2 U3(Dished Plate)

Breadth B 40.75M 41.8 M 40.4MDepth D 21.0 M 22.4 M 21.2MWing Tank Width 2.0 M 2.2 M 2.2MDouble Bottom Depth 2.6 M 2.2 M 2.2MBottom Girder Spacing l.75M 1.15M 2.4MSide Girder Spacing 1.45M 1.15M 2.4MDeck Void Depth 1.OM 2.2M 2.2M

40 KDWT U4 US U6(Dished Plate)

Breadth B 30.5 M 30.85M 30.8MDepth D 17.57M l9.35M 18.8MWing Tank Width 2.0 M 2.2 M 2.2MDouble Bottom Depth 2.6 M 2.2 M 2.2MBottom Girder Spacing 1.75M 1.l5M 2.4MSide Girder Spacing 1.45M 1.15M 2.4MDeck Void Depth 1.00M 2.2 M* 2.2M

4OKDWT 95KDWT

Length B.P. (LBP) 18100M 234.00MBreadth B 31.00M 41.50MDepth D 17.70M 19.75MDesign draft 11.28M 13.75MBlock Coefficient Cb 0.80 0.83SI-lP 8,500 13,000Displacement 52,790MT 1 14,280MTLightship 12,790MT 19,280MTWing Tank Width 2.20M 2.70MDouble Bottom Depth 2.20M 2.20MCargo Tanks 7 17.90M 7@ 25.06M

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111111111

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5.2

95KDWT BASELINE MIDSHIP SECTION

iI

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Cargo Tank Length

17.90m.

Double Bottom Depth

2.20m.

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2.20m.

Spacing of Transverse Webs 3.58m.

Bottom Longitudinal Spacing 800mm.

Side Longitudinal Spacing 745mm.

TT

TT T

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FIGURE 5.3

4OKDWT

BASELINE

MIDSHIP SECTION

Bracket

ii

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LL

-,r r

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Th-

5.3 BASELINE CONSTRUCTION SCHEDULES AND LABOR HOURS

5.3.1 General

This Section provides highlights of schedule and labor hour data obtained from thesurvey described in Section 2.5, and projections made therefrom.

5.3.2 Construction Schedules

The importance of time in terms of schedule on ship cost has been addressed inSection 1.0. Typical schedules of construction, distribution of labor hours as well as actuallabor hours, were sought in the literature, from shipowner experiences and through foreignshipyard contacts. Pertinent information was received from all sources on shipbuilding schedulesand distribution of labor hours. However, virtually no current information on actual labor hourswas obtained, presumably due to its proprietary nature.

Construction schedules have been identified from the sources noted above. Figure5.4 shows examples for several types of vessels constructed in the U.S. and abroad, indicatingmonths from start of fabrication to launch. Fabrication is defined as commencement of steelcutting.

Figure 5.5 indicates two schedules from contract to delivery for constructingdouble hull tankers. These schedules are for a Danish yard (84KDWT) [18] and a Japaneseyard, [18]. Note that the total schedules from contract signing to delivery are 22 and 20½months respectively.

5.3.3 Labor Hours

Figures 5.6 and 5.7 are U.S. versus Japanese comparisons of hull and machinery!outfitting work for the PD 214 general mobilization vessels, [20], which have the characteristicsof containerships and roll-on/roll-off carriers, both of which are more complex than tankers.They provide estimated labor hours between the U.S. and the Japanese. Note that these vesselswere not built. The total labor hours for design and construction of the vessels was estimatedto be 710,000 hours in Japan and 1,834,000 in the U.S. for the first ship. One would expectthat the design engineering would be greater than indicated (about 50,000 hours) for the Japaneseyard. All that can be said is that for design engineering, production engineering and mold loft,the projected Japanese effort is 20% of the labor hours of the U.S. yard. This low figure isundoubtedly due to the extensive collection of standards and modules in computerized designsystems that are integrated for design, material, and production functions. These are employedlike building blocks and many automatically adjust in size during detail design commensuratewith different capacities, [21].

Table 5.3 shows a 1992 comparison [22] of labor hours and period required fordelivery of the first 8OKDWT tanker after contract for an average U.S. shipyard and a typicalJapanese shipyard. It indicates that the U.S. is superior in outfit and piping construction, butinferior in design techniques, casting techniques and production control. Although the datacompares an average U.S. shipyard and a typical Japanese shipyard, no justification is offeredfor the large differences in the numbers, nor is it clear if the values are applicable to 1992. Asshown, the labor hours are 594,000 for the Japanese and 1,374,000 for the U.S. yard. (Note:the reference indicated the U.S. labor hours as 2,374,000, which is believed to be atypographical error.)

43

Table 5.4 assesses the impact of technologically advanced shipbuilding techniqueson labor hour requirements and shipbuilding cycle time, [23]. It is a comparison between anautomated and a conventional yard in 1985, and indicates a 32% reduction in labor hours forthe automated yard. In addition to labor hour savings, this effects a higher facility utilization(more throughput), resulting in higher return on investment capital. For this comparison, anautomated yard is one in which investments have been made into increasing automation, i.e.automatic beam forming, cranes with pneumatic or magnetic lift, self traveling staging, welding,robots, etc.

It has been stated that: "Strict dimensional control of interim products through thedifferent assembly stages is vitally important for profitable ship production, [24]. Studies inFinland show that a 30% reduction in labor costs is possible in hull construction, [25]. Thisreduction can be gained by eliminating unnecessary fitting and rework using tight accuracycontrol methods, [11]. Reference [26] indicates that large savings in labor hours and costs inJapan, as compared with U.S. shipyards, are due to scientific management methods, whichinclude statistical control of manufacturing. The percentage of erection joints requiring norework at a Japanese shipyard for a vessel in 1977 was 67.4%; in 1982, it was 75% for all typesof ships, [27]. "Through organizational input... minimization of unnecessary rework througha proper accuracy control program can yield a typical potential increase in output of 15%,"[28].

44

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FIGURE 5.6

HULL WORK LABOR HOURS, [20]

MARAD - U.S. vs JapanPD-214 Estimate (early 1980's)

MARAD - U.S. vs Japan *PD 214 Estimate (early 1 980's)

Thousands of Laborhours

0 50 100 150 200 250

U.S liJapan* Ships not built

47

MACHINERY/OUTFITTING LABOR HOURS, 1120]

MARAD - U.S. vs JapanPD-214 Estimate (early 1980's)

MARAD - U.S. vs JapanPD-214 Estimate (early 1980's)

Thousands of Laborhours

Piping. Fabric, and Assem rMachin erv Fab and Assy r

Electrical Fab and Assy rSheet Metal Fab and Assy

InsulationPainting r

Fitting and OutfittingTesting

Cranes for OutfittingServices and Unallocated,

Outfitting Production Engrg -n

Design Engineering

U.S. LJJapan

48

*

FIGURE 5.7

o 50 100 150 200 250 300

Table 5.3: COMPARISON OF PRODUCTIVITY (Baseline of 1.0 for Japan, unlessotherwise specified) (1992), [22].

Ships Construction of five 80 000 dwt class tankers.Area of plant 2.5 1.0Travel distance of materials 5.0 1.0Number of built-up blocks 209 250Period required for delivery of 140 weeks (2.33) 60 weeks (1.0)

the first ship (after contract)Labor hours for first ship 1,374,000 (2.31) 594,000 (1.0)

a u.s. superior points: outfit, piping construction.U.S. inferior points: designing techniques, casting techniques, production control.Source: U.S. Maritime Administration.

Table 5.4: LABOR ALLOCATION (High-class cargo ship) (1985), [23].

49

Labor %Automated Yard

Labor%Conventional Yard

Steel fabrication 3 4Panel and shell 4 6

Outfitting:ElectricalPipe 2 3

Machinery 4Other 5 5

Subassembly 22 11

Block assembly 31

Ship erection 14 30Launch 1 1

Post-launch outfit IQ II100% 100%

Total labor hours 68% 100%Time required 54% 100%

Item u.s.a Japan

Table 5.5 provides data for five single hull vessels built and delivered at 1H! Yokohama

Shipyard in the year 1972, [18]:

Table 5.5: DATA ON SINGLE HULL SHIPS BUILT AT 1H! in 1972, [191

Type $je

OBO 224,070 dwtTanker 230,906 dwtTanker 227,778 dwtTanker 219,803 dwtTanker 232,315 dwt

The new construction of Table 5.5 was achieved with one building dock, supported bytwo 120-ton cranes and one 30-toit crane, [29]. The area of the yard used for such constructionwas just over 50 acres. According to Reference [19], the above vessels were constructed with

a labor force of 1900, with 1150 employed on steeiwork and 750 employed on machinery/outfitinstallation. A further 800 workers were employed on ship repair contracts. The work weekconsisted of 44 hours, with one shift per day and about 8 hours of overtime per worker perweek. Since the five vessels were built in one year (say 50 weeks), then an average of 988,000manhours per vessel was required for construction, excluding design hours.

Recent labor hour distribution data for construction of 40 and 95 KDWT double hulltankers in Japan was obtained from [19] and data for construction of an 84KDWT double hulltanker in Denmark was obtained from [18]. This data is summarized in Table 5.6 below.Tables 5.7 and 5.8 give the steel and outfitting breakdowns of Table 5.6.

Table 5.6: STEEL AND OUTFITTING RELATIVE LABOR HOURSFOR DOUBLE HULL TANKERS

Japanese* Danish**

Steel 55-63% 70%

Outfitting 45-37% 30%

*IHI **B&W

50

Table 5.7: STEEL LABOR BREAKDOWN FOR DOUBLE HULL TANKERS

Japanese Japanese Danish4OKDWT 95KDWT 84KDWT

Parts Cutting & Bending 15% 14% 13.75%Sub-assembly 13% 13% 12.75%Assembly 45% 48% 45.25%Erection 27% 25% 28.25%

Steel Total 100% 100% 100%

Table 5.8: MACHINERY/OUTFITT1G LABOR BREAKDOWNFOR DOUBLE HULL TANKERS

Japanese Japanese Danish4OKDWT 95KDWT 84KDWT

Machine Shop 2%Pipe fab. and machinery pkgs. 11 %* l0%* 10%Pipe installation 21 %Misc. steel outfitting 17%Hull & Accommodations 25%* 23%*Mechanical Installation 8% *Joiners & carpenters 8%*Machinery Outfitting 18% 16%Electrical Outfitting 9% 9% 16%Tests & trials md. Dry Dockg. 6% 8%Painting 31% 34% 18% Danish coating of cargo

& WB tanks subcontractedOutfitting totals 100% 100% 100%

*Affected by hull structural concept

To produce the Table 5.7 breakdown of steel labor hours, the original categories receivedfrom the Danish shipyard (steel processing, sub-assembly, flat and curved panels, blocks, erection,transport and riggers) were re-combined to better compare with those of the Japanese shipyard sothat a meaningful comparison of labor hours could be made. Note that the Danish coating of cargoand water ballast tanks were subcontracted. It can be seen that if this item is added into the Danishtotal, then their outfitting percentage would increase and their steel percentage would decrease,possibly coming into closer agreement with the Japanese values.

If it is assumed from Table 5.6 that an average of 59% steel and 41 % outfit breakdownin labor hours was consistent with Japanese production in 1972, then the 988,000 labor hoursderived from Table 5.5 for single hull tanker construction in Japan would divide into 582,920labor hours for steel and 405,080 labor hours for machinery/outfitting. Some support for

51

52

assuming identical distribution of labor hours in 1972 and 1994 can be gleaned from aconsideration of the advances made in shipyard steel fabrication through automation, and at thesame time the modular nature of some of the outfit delivered to a shipyard together with pre-outfitting. The above data can then be used to estimate the labor hours required in Japan in1972 to construct 40K, 93K and 84K double hull tankers, and then to project the estimates to1994.

For this purpose, it has been assumed that the total steel labor hours vary in somemanner with the total weld length required for construction. To determine the relationshipbetween weld length and vessel dimensions, a flat plate structural unit with longitudinals andtransverse webs was first considered. The number of welds (butts and fillets) in the width w ofthe unit varies with plate width and the spacing of longitudinals, which both vary with w. Thenthe total length of welds varies with wi, where / is the length of the unit. Similarly, the totallength of welds required for the transverse plate butts and webs (including face plates, etc.)varies with 1w. Then the total length of welds for the complete unit varies with w!, i.e. the areaof the unit.

To extend this reasoning to a ship, it may therefore be assumed that the total length ofwelds (and therefore the steel labor hours) in similar ships, with similar construction and blockcoefficients, varies approximately with an area numeral such as L (B+D). For a better accountof welding on main transverse bulkheads, a factor xBD may be added, where x is the numberof bulkheads. For comparing ships with different internal arrangements however, such as singlehull and double hull tankers, the numeral must be modified to take account of the inner bottom,the side tanks and any additional longitudinal bulkheads. Thus, for a single hull tanker with twolongitudinal bulkheads and say ten transverse bulkheads, the numeral becomes N= (2LB +4LD + 1OBD). For a double hull tanker with a center-line longitudinal bulkhead and tentransverse bulkheads, the numeral becomes ND = (3LB + 5LD + 1OBD).

The average Japanese tanker deadweight in Table 5.5 was taken to be 228,000 tons(single hull) and estimated dimensions of the vessel were derived. The dimensions of the84KDWT Danish double hull tanker were obtained from [18], while the dimensions of the 40Kand 95KDWT double hull tankers are those given in this Section for the baseline vessels.

Table 5.9 was then prepared, providing a comparison of labor hours for theconstruction of tankers in Japan in 1972. The labor hours for construction of the 228 KDWT

single hull tanker were derived previously by assuming steel labor hours andmachinery/outfitting labor hours to be 59% and 41% of the total hours respectively. The steellabor hours for the 40K, 95K and 84KDWT double hull tankers were then obtained from thoseof the 228KDWT tankers by application of the factors ND/Ns. The resulting hours were then

taken to be 59% of the total, with the remaining 41 % applying to machinery/outfitting. Totallabor hours were increased by 50,000 for design, as surmised from Figures 5.6 and 5.7,although this figure appears to be quite optimistic.

Table 5.9: ESTIMATED LABOR HOURS JAPAN 1972(All vessels double hull except 228KDWT)

* Includes 50,000 hours for design

It was now assumed that by 1972 the Japanese had developed half of the improvementin producibility indicated in Table 5.4 for automation (i.e. 16%) and half of the improvementdiscussed in Section 5.3.3 for statistical accuracy control (i.e. 7.5%). Then the labor hours forconstruction in Japan in 1994 can be derived from those in Table 5.9 (excluding design hours)by applying similar percentage improvements, i.e. by multiplying by 0.84x0.925 = 0.777.

Using the 1994 values of steel and machinery/outfitting labor hours derived in thismanner, a comparison can be made using both the Japanese and Danish labor hour breakdownpercentages of Tables 5.7 and 5.8 to construct Tables 5. 10 and 5. 11. These Tables representan estimate of labor hour distribution for the 40K and 95KDWT base alternatives and an84KDWT tanker, using 1994 estimates of total labor hours. It should be noted that the totalhours for the 84KDWT data are based on the Japanese data, but its labor hour distribution isbased on the Danish data. The latter distribution has been included for purposes of comparison.It may be noted that the total labor hours for the 84KDWT vessel compare favorably with thosefor an 8OKDWT tanker given in Table 5.3, although it is not know whether the latter vessel wasa single or double hull tanker.

Table 5.10: STEEL FABRICATION LABOR HOURS (Japan 1994)

53

D W T LxBxD

N/NSteel

Hours (59%)Machy/OutfitHours (41%)

Total *Labor Hours(M.T.) (meters)

228K 313x51x26.18 N5=78055 582,920 405,080 1,038,000

40K 183x31x17.7 ND=38702 0.50 291,460 202,540 544,000

95K 234x41.5x19.75 N0=60437 0.77 448,848 311,911 810,759

84K 229x32.24x21.6 ND=53845 0.69 402,215 279,505 731,720

4OKDWT 95KDWT 84KDWT

Parts Cutting & Bending 33,970 48,826 42,972Sub Assembly 29,440 45,338 39,846Assembly 101,909 167,402 141,416Erection 61,145 87,189 88,287

Steel Total 226,464 348,755 312,521

Table 5.11: MACHINERY/OUTFITTING LABOR HOURS (Japan 1994)

Table 5.12: TOTAL STEEL & MACHINERY OUTFITTING

4OKDWT 95KDWT 84KDWT

Total Steel and Machinery Outfitting 383,838 591,110 529,696

*Affected by uniqueness of hull structural conceptand difference from base vessel

Danish coatingof cargo and

WB tankssubcontracted

According to information recently received, {29], the following labor hours forconstruction were achieved by Japanese and Korean shipyards in 1992:

This information indicates that the projected Far East labor hours for 40K and95KDWT double hull tankers given in Table 5. 11 are supported by the Korean data.

Reference [3fl states that sorne medium and smaller Japanese shipyards are buildingdouble hull Aframax tankers (approx. 95KDWT) for 200,000 hours. These hours and theJapanese labor hours above are so low compared with historical and other data bases that for thepurpose of this study, the Korean hours have been taken to be typical of Far East construction.

Japan Korea28OKDWT single hull tanker 380-450,000 700-800,00028OKDWT double hull tanker 550-650,000 850-950,00015OKDWT single hull tanker About 300,000 About 640,000

4OKDWT 95KDWT 84KDWT

Machine Shop 4,343Pipe fab. and mach. packages 17,311* 24,235* 21,717*

Pipe installation 45,607*

Misc. steel outfitting 36,920 *

Hull & Accommodations 39,344* 55,742*

Mech. installation 17,374*

Joiners & carpenters 17, 374*

Machinery Outfitting 28,327 38,777Electrical Outfitting 14, 164 21,812 34,748Tests & Trials mcl. Dry Docking 9,442 19,388Painting 48,786 82,401 39,092

Machinery & Outfitting Total 157,374 242,355 217,175

Figure 5.8 provides the Danish B&W yard's "Learning Curve" for series productionof 17 double hull tankers of 84KDWT, [18]. The production index of that figure shows thatafter production of the 17 vessels, the index dropped from loo down to nearly 50. Statedanother way, a shipyard building such a series design can construct the last vessel in one halfthe labor hours of a shipyard with a one-off design. This displays a clear case for seriesproduction and its effect on producibility which, on face value, is likely to overshadow any otherimprovements on producibility.

However, the advantage of series production is available to all shipyards. A learningcurve is not a fixed line and can be improved (i.e. displaced downwards) by superior workmethods or design changes. A shipyard that can improve a learning curve by constant smalldownward displacements will be more competitive.

NDXL

loo

50

I

PRODUCTiON

iDES}GN ANO PRODUCTION

uU \J\20 NO. IN 5ERIES

Figure 5.8Learning Curve for Series Production, [B&W]

5.4 APPLICATION OF ALTERNATIVE STRUCTURAL SYSTEMS

From the list of generic alternative structural system concepts given in Table 4.2, aseries of alternative concepts was identified for study and evaluation for both the 40K and95KDWT vessels.

For the identification of the various structural alternatives, a key code was establishedas follows. The key number for each 4OKDWT alternative starts with 40 and ends in a numbersuch as 10, assigned to identify the structural configuration of the alternative. For example, the4OKDWT base alternative has the number 4010 assigned to it. The other 40K alternatives havenumbers 4020, 4030 etc. assigned to them. Similar key numbers, such as 9510, 9520 etc. havebeen assigned to the 95KDWT alternatives. A full list of the alternatives investigated, togetherwith their key numbers, is provided in Table 5. 13. These numbers appear on all calculationsheets. Alternatives 9590 thru 95112, 95130 , 95140 and 95150 were not evaluated sinceexperience with other alternatives indicated that the relationship of their producibility to theremainder of the 95KDWT series would not differ greatly from the relationship exhibited by the4OKDWT series.

55

Table 5.13: ALTERNATIVE STRUCTURAL SYSTEM CONCEPTS

NOTE: All vessels 4010 thru 4090 and 9510 thru 9580 have high strength steel (grade

AH32) in the deck and bottom except 4020 and 9520. All unidirectional vessels

are mild steel except 40112, which has high strength steel in the deck and bottom.

All vessels have conventionally stiffened transverse bulkheads (vertical stiffeners)

and center line bulkheads (longitudinal stiffeners), except where noted otherwise.

Key N24010 - 4OKDWT base vessel with square (bracketed) lower outboard corner of cargo tank.

9510 - 95KDWT base vessel with sloped tank side (hopper) at lower outboard corner.

4020 - Same as 10, except all mild steel.

9520 - Same as 10, except all mild steel.

4030 - Same as 10, three times the stiffener sizes in order to minimize weight.

9530 - Same as 10, with additional stiffener sizes, as in 4030.

4040 - Same as 10, with vertically corrugated transverse bulkhead.

9540 - Same as 10, with vertically corrugated transverse bulkhead.

4050 - Same as 60, but sloped hopper fitted with formed corners.

9550 - Same as 10, but sloped hopper fitted with formed corners.

4060 - Same as 10, but with sloped hopper at lower outboard corner.

9560 - Same as 10, but with square (bracketed) lower outboard corner of tank.

4070 - Same as 10, but with bulb plates in lieu of other stiffeners.

9570 - Same as 10, but with bulb plates in lieu of other stiffeners.

4080 - Same as 10, but with stiffened elements fashioned from one frame space width of

plate with stiffener formed on one side. This in lieu of plate stiffener combinations.

9580 - Same as 10, but with stiffened elements fashioned from one frame space width of

plate with stiffener formed on one side. This in lieu of plate stiffener combinations.

4090 - Same as 10, but with all floor, girder and web stiffeners assumed automatically

welded.

56

40100- U4 - Unidirectional alternative with vertically corrugated transverse and center linebulkheads.

40110- U5 - Unidirectional alternative with vertically corrugated transverse and center linebulkheads.

40111- U5 - Unidirectional alternative with double plate transverse bulkhead and verticallycorrugated center line bulkhead.

40112- U5 - Unidirectional alternative with high strength steel deck and bottom, verticallycorrugated transverse bulkhead and no center line bulkhead.

40120- U6 - Dished plate unidirectional alternative, with vertically corrugated transverse and

center line bulkheads. Dished plating formed by rolling.

95120- U3 - Dished plate unidirectional alternative, with vertically corrugated transverse andcenter line bulkheads. Dished plating formed by rolling.

40121- U6 - Dished plate unidirectional alternative - same as 120, but dished plating formedby pressing and credit given for unique welding. Also, floor, girder and webstiffeners assumed automatically welded.

95121- U3 - Dished plate unidirectional alternative - same as 120, but dished plating formedby pressing and credit given for unique welding. Also, floor, girder and webstiffeners assumed automatically welded.

40130- Same as 10, but double bottom floors and girders lugged and slotted into bottom shelland inner bottom for easier alignment.

40140- Same as 10, but 50% labor hour reduction for series production of standard vessels.

40150- Same as 10, with use of design standards for contract/detail designs. Design laborhours reduced from 200,000 to 100,000 and schedule reduced to suit.

A midship section was synthesized for each structural system concept considered. Themidship scantlings for all longitudinal items were obtained from the American Bureau ofShipping (ABS) program OMSEC, which incorporates all pertinent sections of ABS Rules. Theinput consisted of the basic geometry of the midship section, spacing of longitudinals andgirders, position of stringers, deck camber and other information pertinent to geometry. Withthis information, a bending moment estimation provided by the older ABS Rules within theprogram and an internal table of stiffeners and plating (which can be modified), the programcalculates the midship section longitudinal scantlings with required hull girder section modulusand minimum weight as the design parameters. Sample OMSEC outputs for the base alternativesare given in the Appendix.

57

It should be noted that stiffener sizes were selected from a limited range of flat bars andbuilt-up shapes included in the program, which can result in some stiffeners being oversized.This procedure was followed since it is the practice in some shipyards to restrict stiffener sizesto a limited range to simplify storage, handling and design details. However, intermediate sizesof stiffeners were also added to the program and alternatives 4030 and 9530 included in the listof structural alternatives studied, so that any oversized stiffeners could be replaced by smallersizes. Alternatives 4030 and 9530 are otherwise similar to the base alternatives 4010 and 9510respectively.

Since they are not included in the OMSEC program, the scantlings of transverse structureand bulkheads were determined from ABS Rules for the 4OKDWT and were adapted fromsimilar ship's drawings for the 95KDWT alternatives.

For the unidirectional alternatives, an assumed spacing of longitudinal girders was usedto enable the OMSEC program to calculate the required minimum ABS Rule shell platingthickness. In addition, some approximate calculations were performed to obtain representativescantlings for the longitudinal girders.

For the dished plate unidirectional alternatives, plating thickness was estimated byconsidering the additional strength due to curvature over an equivalent flat plate structure. Itshould be noted that the spacing of longitudinal girders for the dished plate vessels is greaterthan that of the other unidirectional alternatives, as approximately identical shell thickness wasmaintained and the additional strength due to curvature allowed greater girder spacing. Also,the scantlings of the dished plate double hull were maintained constant around the entireperiphery of the midship section. This feature, which can be applied to any of the unidirectionalalternatives, enables the number of unique structural blocks to be considerably reduced, butincurs some weight penalty.

5.5 STRUCTURAL BLOCKS

To simplify the producibility investigation, yet keep it meaningful, only one midshipcargo tank length of each structural alternative concept, including one transverse bulkhead, wasselected for initial compari son and evaluation.

Since the producibility study required seams and butts of plating to be located, it was thennecessary to break down the midship tank structure into suitable blocks for erection. Somediscussion of block breakdown is provided in Section 4.2, item 15, and the actual breakdownselected is shown in Figures 5.9 and 5.10. It may be noted that the breakdown is similar forboth the 40K and 95KDWT alternatives, although the numbering systems are different, asindicated in Section 6.3.

The lengths of the blocks were based on the length of cargo tanks (17.9m. for 40K and25.06m. for 95KDWT alternatives) and the 3.58m. spacing of transverse floors and webs.Thus, the block lengths are 7. 16m. forward and 10.74m. aft for 40K and 10.74m. forward and

14.32m. aft for 95KDWT alternatives. These arrangements provide some repetitive blockswithin the parallel mid-body of the vessels. The transverse bulkheads inside the double hullformed separate blocks.

58

BLO

CK

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Fig

ure

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TB

DJ

AF

T

BLO

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6-1

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BD

6-2

PO

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7-2

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ST

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EN

TE

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10-2

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NT

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8-1

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BD

AFT

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CK

6-1

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RT

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8-2

PO

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AFT

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ST

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Fig

ure

5.10

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OW

N F

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95K

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T B

AS

ELI

NE

6.0 TASK V - ESTIMATES OF PHYSICAL PRODUCTION CHARACTERISTICSFOR ALTERNATIVE STRUCTURAL SYSTEM CONCEPTS

6.1 OBJECTIVE

The objective of this task is the development of production characteristics such as weight,number of pieces and other quantifying estimates for each of the alternative structural systemconcepts. They are utilized in the next Section to study the concepts in ternis of producibility.

6.2 APPROACH

In considering the producibility of the various alternative structural system concepts, itis necessary to consider many characteristics aspects of the structure, including the following,[31]:

amount of weldingtype and number of frames, and stiffenersnumber of unique piecestotal number of piecesweightsurface area for coatingsnumber, type and position of welded jointsself-alignment and supportneed for jigs and fixtureswork positionnumber of physical turns/moves before completionaids in dimensional controlspace access and stagingstandardizationnumber of compartments to be entered to complete work

The quantification of these characteristics for producibility considerations shouldgenerally be in terms of physical quantities, i.e. weight, number of pieces, number and lengthof welded joints, etc., or the labor hours and schedule time required for their construction orapplication. The remainder of this sub-section describes how the physical quantifications weremade. The labor hour and schedule quantifications are described in Section 7.0.

As indicated in Section 5.5, the structure of one complete midship tank section for eachalternative, port to starboard, including one transverse bulkhead, was studied for the purposesof considering producibility. Following the breakdown into structural blocks described inSection 5.5, the quantification of the characteristics noted above then required each one tanklength alternative to be broken down into all its component plates, longitudinals, stiffeners,brackets and chocks. A spreadsheet computer program was utilized for this purpose to form thebasis for quantifying the various physical steel construction properties of the alternatives. Thespreadsheet format is shown in Figure 6.1. An entire sample data set is presented in theAppendix, on pages A29 through A60, for both the 40 and 95KDWT baseline alternatives.These data include the number of unique pieces, total number of pieces, dimensions and

61

Alternative

Inst

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ions

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in s

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r in

put t

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FIGURE

6.1

SPREADSHEET FOR QUANTIFYING THE

PHYSICAL PRODUCTION CHARACTERISTICS

OF THE ALTERNATIVE STRUCTURAL

SYSTEM CONCEPTS.

Wek

ling

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for

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thickness of plates, type, length, thickness and cross section area of longitudinals and stiffeners,surface areas of plates, longitudinals and stiffeners, weights, weld type (automatic, manual,fillet, butt), weld position, weld length and weld volume. These properties of the variousalternatives were derived for each structural block and then totalled for all blocks. Metric unitswere used throughout. Certain characteristics were defined and handled as follows:

o Number of Unique Pieces - Any structural member such as a plate or longitudinal withunique dimensions, including thickness, was counted as a unique element within each one tanklength alternative.

O Total Number of Pieces - The number of separate structural pieces such as plates orlongitudinals in each alternative.

O Number and Dimensions of Plates and Longitudinals etc. - The number,dimensions and thickness of plates were listed, together with the length,thickness and cross section area of all sectional material such as flat bars,angles, tees and bulb flats.

O Surface Area of Plates and Sections - The surface area (one side only) of allplates and sections in each alternative. No account was taken of lighteningholes or other cutouts in plating. This data was used in Section 7.0 toestimate the labor hours required for coatings.

O Steel Weight - The total weight of all structural members in each alternative.No account was taken of lightening holes or other cutouts in plating.

O Welded Joints and Weld Volume As previously indicated, weld volume wasadopted as a measure of steel labor hours, although it was later replaced byweld length and steel thickness.

Manual and automatic welding processes were considered for both fillet and butt welds.Longitudinal erection seams were assumed to be automatically welded, while transverse erectionbutts were assumed to be manually welded. Elsewhere, manual or automatic welding wasassigned in accordance with current shipbuilding practice. Plate thicknesses were subdivided forwelding purposes according to whether they were less than/equal to 19 mm or greater than19mm, since the latter require significantly more edge preparation than lesser thicknesses, suchas 10 to 16 mm., [7]. Weld length for plates was split up into flat and curved plate categories.Weld volume was estimated as a function of steel thickness for butt welds and leg length forfillet welds. Leg length was selected according to steel thickness.

Weld positions considered were flat (i.e. downhand), horizontal (on sloping or verticalstructure), vertical and overhead. Since welding speeds vary with weld position, the calculatedvolumes were increased by suitable factors to account for the relative speeds in estimates oflabor hours. Factors of 1 for flat, 2 for horizontal, and 3 for vertical were applied, [33], whilean estimated factor of 4 was applied to overhead. For a downhand/overhead weld, an estimatedfactor of 2 was applied. A further factor of 2 was applied to manual welds to take some accountof the difference in labor hours for manual versus automatic welding, [34]. The weldingpositions for each alternative was derived from a construction scenario for each unit based onlaying plate, attaching stiffeners, placing cross structure, including floors, and turning tomaximize downhand welding.

63

Weld volumes were therefore determined from the following formulae:

Fillet Weld

Volume Vf = ½12 x f1 x f2 x f3 x L (cm2.M)where 1 = leg length (cm)

12/2 = total fillet weld area (cm2)f1 = 1 for one fillet, 2 for two filletsf2 = i for automatic, 2 for manualf3 = i for flat

= 2 for horizontal= 3 for vertical= 4 for overhead

L length of weld (M)

Butt Weld

Half Volume Vb = '/2t2 x b1 x b, x b3 x L (cm2.M)where t = thickness of material joined (cm)

b1 = 1 for single Vee, ½ for double Veeb, = i for automatic, 2 for manualb3 = 1 for downhand

= 2 for horizontal= 3 for vertical= 4 for overhead

L = Length of weld (M)

NOTE: Half volume of butt welds calculated since volume computed onspreadsheet by summing up the half volumes on each of 2 adjoining plates orsections.

The welding of the hull structure of the unidirectional alternatives was assumed to beconventional, i.e. longitudinal plate seams butt welded clear of longitudinal girders, which arefillet welded to the shell plating etc. However, for the dished plate unidirectional alternatives,it is understood that a highly automated welding process is being developed for the welding ofthe longitudinal girders to the shell plating etc., [10] [35]. As shown in Figure 3.5, the junctionof a longitudinal girder with adjacent panels of dished plating forms a 3 way joint. Since it isbelieved that this joint is welded completely by the above process, it would appear that thewelding must be performed with the joint set vertically. Robotic welding of the girder stiffenershas also been proposed.

Since details of the welding of the 3 way joint are not known, the weld cross-section wasassumed to be rectangular (sides defined by the plating thicknesses) for the purpose ofcalculating weld volume.

For estimating steel labor hours for the dished plate unidirectional alternatives 40120 and95120, welding of the 3 way joints was assumed to be equivalent to automatic vertical buttwelding, with manual welding of the girder stiffeners. However, in anticipation that the specialwelding technique referred to may be transportable in sorne form to an existing U.S. yardwithout existing facilities enhancements, dished plate unidirectional alternatives 40121 and 95121were assumed to be welded with this technique, to represent the application of such technology.

64

r

The labor hours for the vertical 3 way joints were then assumed identical to those for the fastestconventional welding, i.e. automatic downhand welding. Automatic welding of the girderstiffeners was also assumed, so as to mimic the proposed robotic welding. It should be notedthat the 3-way joints could also appear in the smooth plate unidirectional alternatives, and theirapplication in 40121 and 95121 should be indicative of the benefit in both types of alternatives.

6.3 RESULTS

Although the data listed was calculated for each alternative, only summaries by block forthe remainder of the alternatives of each ship size are presented in the Appendix on pages A61through A72, since full data sets for each alternative would require too voluminous a document.Summaries of the number of pieces, areas, weights, weld lengths and weld volumes for the 40Kand 95K alternatives are also presented in the Appendix on pages A73 through A84. Graphs ofareas, weights, weld lengths and weld volumes are presented in the Appendix on page Al 17through Al22. Graphs of lengths for flame cutting, edge preparation and different types ofwelds are presented on pages Al26 and Al27.

The original numbering system adopted for the structural blocks is utilized for the 95KDWTalternatives, but the block numbers were later changed to reflect numerically the erectionsequence anticipated for both sizes of vessel. The revised numbers were then utilized for the4OKDWT alternatives. It may be noted that the block breakdown is the same for both sizes ofvessels. A discussion of block breakdown is provided in Section 4.2, item 15 and Figures 5.9and 5.10 show the block breakdown and block numbers for the 40K and 95KDWT alternativesrespectively.

Although it was originally intended to use the length of welded joints as a measure of steellabor hours, weld volume was later considered to be a more realistic measure. However, itwas later decided to use References [36] and [37] for the estimation of steel labor hours, whichrequire weld length and steel thickness in lieu of weld volume.

65

7.0 TASK VI- LABOR HOURS AND SCHEDULES

7.1 OBJECTIVE

The objective of this task is to estimate the labor hours and schedules required to producethe alternative structural system concepts for each of the 40K and 95KDWT double hull tankerdesigns. The principal characteristics of interest are the labor hours and schedules to producethe vessels.

7.2 APPROACH

As indicated in Section 6.3, it was decided to estimate steel labor hours by adopting andmodifying a method proposed in References [36] and [37]. Initially, the intent was to utilize therelative producibility procedure of Reference [36], based on the Analytic Hierarchy Process(AHP). However, further study indicated that with some modifications, the labor hour approachof this reference would be more suitable for the study of the alternatives. Full details of themethod to determine labor hours and schedules are given in Sections 7.3 thru 7.5.

In order to establish a baseline for studying of the alternatives, it was first necessary toestablish more accurate estimates of the labor hours and schedules for the construction of thebaseline vessels in a typical U.S. shipyard.

U.S. shipbuilding's introduction of automation and accuracy control has been advancingbut is acknowledged as being behind that abroad. As a result, both were taken as one-half ofthe 32% presented in Table 54 for a Far Eastern automated yard's advantage over a traditionalyard in 1985. One half of the 15% improvement in overall production by implementation ofstrict dimensional controls and statistical accuracy, as discussed in Section 5.3.3 for Far Easternyards. Then the U.S. yards can be expected to achieve the labor hours and schedules ofconstruction for the base alternative vessels shown in Table 7. 1 and 7.2 respectively.

The schedules in Table 7.2, also shown in Figure 7.1, are from contract signing todelivery, and have been developed to incorporate about 12 months from the start of fabricationto launch, since this was required in 1983 for the last series of tankers to be constructed in theU.S. - see Figure 5.4. These schedules have some potential slack at the beginning and end(particularly from trials to delivery), allowing for meeting contractual dates. It may be notedthat the design labor hours were based on the anticipated performance of U.S. shipyards. lt maybe further noted that according to the data provided by Reference [19], there is almost nodifference between the 40K and 95KDWT Far East baseline building schedules. Therefore nodifference is shown in Table 7.2.

66

Table 7.1

TOTAL ESTIMATED LABOR HOURS FOR CONSTRUCTION OF BASELINE SHIPSIN U.S. IN 1994

Far East Base Labor Hours for construction (from Table 5.¡Increase for U.S. due to lesserautomation and accuracy control.Design LaborU.S. Total Labor Hours

11)

4OKDWT 95KDWT

383,838

110,162200,000

591,110

169,649225,000

694,000 985,759

U.S

BA

SE

LIN

EA

LTE

RN

AT

IVE

CO

NT

RA

CT

AW

AR

D

9 M

ON

TH

S

14 M

ON

TH

SD

ES

IGN

k38

M3.

2 M

A S

SE

M B

LY 4.3M

ER

EC

TIO

N 2.6

M2.

24 M

PA

INT

ING

29.1

MO

NT

HS

TO

TA

L

ST

AR

T O

F F

AB

RIC

AT

ION

7.6

M

KE

EL

LAID

48 M

LAU

NC

HIN

G

SE

A T

RIA

LS

4.2

M

FIG

. 7.1

- 1

994

U.S

. BA

SE

TIM

E L

INE

SC

HE

DU

LE

3.5

MD

ELI

VE

RY

Table 7.2

ESTIMATED SCHEDULE FOR CONSTRUCTION OFBASELINE SHIPS IN U.S. IN 1994.

4OKDWT 95KDWT

Far East Baseline Schedule, including design (from Figure 5.5) 20.5 months 20.5 monthsIncrease for U.S. due to lesser automationand accuracy control, applied from 2.6 2.6fabrication to sea trials.

Additional Design Period 6.0 6.0

U.S. Schedule for Construction 29.1 months 29.1 months

7.3 LABOR HOURS FOR STEELWORK

The following notes provide the assumptions, approaches and details of the method used toestimate tlìe steel labor hours required for the construction of the various one tank lengthalternatives.

a) In order to estimate the steel labor hours required to construct one midship cargo tanksection for the various structural alternatives, the steel labor hours required to construct thecomplete 40K and 95KDWT base vessels were first obtained from the total labor hours(excluding design labor) given in Table 7.1. For this purpose, the average percentagebreakdown of steel versus outfitting hours given in Table 5.6 for the construction of vessels inJapan was used, i.e. 59% for steel construction and 41% for outfitting.

Then total steel labor hours to construct 40K and 95KDWT base vessels are 291,460 and448,848 respectively.

An estimate of the steel labor hours to construct one cargo tank section for the basevessels was then obtained from a consideration of the relative lengths of the separate parts of thevessels (i.e. 7 cargo tanks + bow + stern + superstructure), the structural contents of each partand the relative complexity (e.g. curved shell plating) of the structure. Approximately 10% ofthe total steel hours was required, but this was later refined to 9.53% and 10.42% for the 40Kand 95KDWT vessels respectively in the following manner:

The 40K and 95KDWT vessels each have 7 cargo tank sections, with constant lengthsof 17.9m and 25.06m respectively. Steel labor hours for Nl & 2 cargo tank sections wereestimated to be 85% and 95% respectively of those for the midship cargo tank section. Steellabor hours for the remaining five tank sections were all assumed to be the same as for themidship tank section. Steel labor hours for the remaining bow and stern portions of the vesselswere assumed initially to vary with those for the midship tank in proportion to length, and werethen corrected for volume and structural contents by applying an estimated correction factor of0.7. Estimated structural complexity factors of 1.5 and 1.3 for bow and stern respectively werethen applied to allow for more difficult construction. Steel labor hours for the deckhouse andstack were similarly assumed to vary with length, followed by the application of an estimated

69

single correction factor of 0.5. Lengths of the bow, stern and deckhouse for the 40K and95KDWT vessels were taken to be l0.5m/10.66m for the bow, 47.2m/47.92m for the stern and24/30.7m for the deckhouse.

Based on these assumptions, it can be shown that the total steel labor hours to constructthe 40K and 95KDWT base vessels are equivalent to the hours required to construct 10.49 or9.60 midship tanks respectively. Then the steel labor hours to construct one midship tanksection for the 40K and 95K base vessels can be obtained by multiplying the total steel hoursby 1/10.49 (i.e. 9.53%) or 1/9.60 (i.e. 10.42%) respectively. Thus the required labor hoursare 27,785 or 46,755.

b) In order to study the various structural one tank length alternatives, a method ofestimating the steel labor hours for each, as compared with the two base designs, was nowrequired. As indicated in Section 7.2, it was therefore decided to utilize the method providedin References [36] and [37] to obtain the man hours to construct the various one tank lengthalternatives.

This method identifies all of the work processes used to manufacture a steel product (e.g.flame cutting, welding, etc.) and assigns appropriate work units such as linear feet or square feetto each. The individual work units are then multiplied by an appropriate process factor (laborhours/work unit) to obtain the labor hours for each process.

Each work process is performed in or at a particular work site or construction stage (e.g.fabrication shop or erection site) and for each of these, difficulty factors have been assigned toaccount for the progressive increase in the difficulty of manufacturing a product under varyingconditions. The stages utilized and their associated difficulty factors are shown in Table 7.3.

Table 7.3: Construction Stages and Difficulty Factors, [36]

To account for the impact of construction stages on steel labor hours, the typical stagefor each process is identified as standard. If a process is performed in a later stage, the laborhours obtained as above are increased in the ratio of actual to standard difficulty factor. Valuesof this ratio less than 1.0 are not permitted by the program.

When the labor hours for each work process have been obtained, they are summed toprovide the total steel trade labor hours. This total is then increased by an appropriatepercentage to account for steel trade support labor hours.

70

DifficultyStage Location Factor

1. Fabrication In Shop 1.02. Pre-Paint Outfitting On Platten - Hot work 1.53. Painting Paint Ship/Stage 2.04. Post-Paint Outfitting On Platten - Cold Work 3.05. Erection Erection Site 4.56. Outfitting Erection Site 7.07. Waterborne Pierside after Launch 10.08. Tests arid Trials Pierside & Underway 15.0

The calculations are performed on spreadsheets, and a typical example from Reference[36] is shown in Table 7.4. The spreadsheet input files provided with the above references arecontained on computer disks for Lotus.

Further to the process factors, many of these vary with material thickness and appropriatefactors are automatically selected from 'look-up' tables within the program spreadsheet whenthe thickness is inputted. The steel thickness used for each alternative in this evaluationprocedure was the average thickness, derived from the weight of the tank section and the surfacearea of the steel components. The programmed process factors are given in Table 7.5 for arange of thickness from 0.25 inch to 2.00 inches. The factors for shaping steel are standardexcept for bending, rolling and pressing. These have basic values of 0.40, 1.00 and 0.02respectively, which are multiplied by appropriate thickness factors to obtain the required processfactors. Other factors not listed in Table 7.5 have the standard values shown in Table 7.4.

c) For the application of this procedure to the structural alternatives, surface preparation,coating and testing were removed from the list of work processes, since they were consideredto be part of machinery/outfitting for the purposes of this report.

However, "rework" was included as an additional factor. Furthermore, the processfactors needed adjustment to correlate with commercial construction, since the factors inReference [35] were based ori Philadelphia Naval Shipyard repair information. This may beillustrated by the application of the described procedure to the 40K and 95KDWT baselinevessels, using the programmed process factors with no modification and with no reworkincluded. This resulted in steel labor hours exceeding those estimated in paragraph (a) by62.70% and 47.28% for the 40K and 95KDWT vessels respectively. As indicated in Table 7.1,

the estimates of labor hours required to construct the 40K and 95KDWT base vessels assumethat U.S. yards have instituted one half of the effort expended by the Japanese on accuracycontrol. However, some rework will still be required. as it is in Japan, and for the purposesof evaluation of the structural alternatives, this has been assumed to require 10% of the laborhours expended on flame cutting, edge preparation, fit up/assembly and welding. Finally, theprocess factor of 0. 10 hours/sq. ft. for obtaining material/receipt etc. was considered to be toohigh and was reduced to 0.01 hours/sq.ft.

71

Table 7.4NSRP PANEL SP-4

72

FILE: STRCTMS COST ESTIMATING FORM FOR STRUCTURAL WORK

PROJECT: 'TITLE MATERIAL: MS-STSFILE. XYZ123.WK1 THICKNESS 0.57 INCHES

WORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDUNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR

(M NH RS!WORK UNIT)

MNHRSREDO

i OBTAIN MATERIAL SOFT 0.100 0 1 1 10 1.0 0RECEIPT & PREP

2 FLAME CUTTINGAUTOMATIC LN FT 0.050 0 1 1 1 0 1.0 0MANUAL LNFT 0.090 0 2 2 1.5 1.5 0

3 EDGE PREP-GRINDINGFLAT LN FT 0.040 0 1 2 1.0 1.5 0VERTICAL LN FT 0.060 0 2 2 1.5 1.5 0

OVERHEAD LN FT 0.080 0 2 2 1.5 1.5 0

4 SHAPINGBREAK BEND 0.480 0 1 1 1.0 1.0 0ROLLING PIECE 1.200 0 1 1 1.0 1.0 0LINEHEATING PIECE 10.000 0 1 1 1.0 1.0 0FURNACE PIECE 15.000 0 1 1 1.0 1.0 0PRESS PIECE 0.024 0 1 1 1 0 1.0 0MACHINING CU IN 0.020 0 1 1 1.0 1.0 0

5 FIT UP & ASSEMBLY JOINT 0.560 0 2 2 1.5 1.5 0

6 WELDING, AUTO/MACHINEFILLET LNFT 0.065 0 2 2 1.5 1.5 0BUTT LN FT 0.48 0 2 2 1.5 1.5 0

7 WELDING, MANUALFILLETDOWNHAND LN FT 0.340 0 2 2 1.5 1.5 0VERT1CAL LN FT 0.510 0 2 2 1.5 1.5 0OVERHEAD LNFT 0.680 0 2 2 1.5 1.5 0

BUTTDOWNHAND LNFT 1.300 0 2 2 1.5 1.5 0VERTICAL LN FT 1.950 0 2 2 1.5 1.5 0OVERHEAD LNFT 2.600 0 2 2 1.5 1.5 0

8 MARKING PIECE 0.100 0 1 1 l.0 1.0 0

9 HANDLINGSTORAGE PIECE 0,100 0 2 2 1.5 1.5 0

TRANSPORTING ASSY 5.000 0 3 3 2.0 2.0 0

LiFTING ASSY 5.000 0 4 4 3.0 3.0 0

10 SURFACE PREPBLASTING SQ FT 0.100 0 3 3 2.0 2.0 0

GRINDING FOOT 0.200 0 3 3 2.0 2.0 0

11 COATING SOFT 0.100 0 3 3 2.0 2.0 0

12 TESTINGDYE PENETRANT FOOT 0.250 0 2 2 1.5 1.5 0AUDIOGAGE FOOT 0.500 0 2 2 1.5 1.5 0

XRAY FOOT 0.500 0 2 2 1.5 1.5 0

TOTAL TRADE MANHOURS 0

TRADE SUPPORT MANHOURS (35% OF TRADE MANHOURS) 0

TOTAL PRODUCTION MANHOURS o

LABOR COST (MANHOURS X MNHR COST) $20.00 $0

MATERIAL COST (FROM MATERIAL SCHEDULE) $0

TOTAL COST

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0.56

0.05

0.56

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0.56

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0.56

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0.56

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7.8

1.20

81

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7.6

1.20

10.2

1.20

When the remaining programmed process factors were applied to the 40K and 95KDWTbase designs for one tank length, the resultant steel labor hours were found to be higher than theestimates given in paragraph (g). The excess amounted to 40.23% for 40K and 23.58% for95KDWT designs, with an average of 3 1.90%.

It would appear justifiable therefore, to reduce some of the process factors to enable thelabor hour estimates of paragraph (a) for the two base designs to be correlated. It would appear,in particular, that process factors for work processes 2,3,5,6 and 7 in Table 7.4 should bereduced. Since it was desirable to use identical process factors for both ship sizes, varying onlywith material thickness, it was decided to reduce programmed factors by 20.75%. The standard35% used on the spreadsheet (Table 7.4) for trade support hours was also reduced by the samepercentage, i.e. to 28%. This procedure provided steel labor hours for the midship cargo tanksof the 40K and 95KDWT base designs that differed from those given in paragraph (a) of thisSection by about ±6%, which was considered satisfactory. The amended labor hours for themidship tanks then became 29,578 and 43,872 respectively. The steel labor hours for allalternatives were therefore computed on this basis. The corresponding modified spreadsheetsare shown in Tables 7.6 and 7.7.

Further to the application of the estimating procedure of References [36] and [37], thefollowing assumptions were made to suit the format of the procedure shown in Tables 7.6 and7.7:

O Manual flame cutting assumed employed on 5% of total plate edge length.O Edge preparation and grinding employed only in way of manual flame cutting.O On data sets and block summaries in the Appendix, welding has been delineated as

automatic or manual, welded joints as butts or fillets and welding positions as flat (i.e.downhand), horizontal, vertical or overhead. To suit the estimating spreadsheet, weldinglengths were then regrouped into automatic butt or fillet welds - or manual butt or filletwelds in downhand, vertical or overhead positions.

O Although metric units have been used throughout this report, British units were used inthe estimating procedure since these units were used in References [36] and [37].

The completed spreadsheets for the estimation of the steel labor hours for the one tanklength structural alternatives are given in the Appendix on pages A87 through A1l5 for both the40 and 95KDWT designs. The results are also shown graphically in Figures 7.2 and 7.3 for the40K and 95KDWT designs respectively, and in the Appendix on page Al24. Figures 7.2 and7.3 include a breakdown of the labor hours required separately for obtaining material/flamecutting etc. (work processes N2 i thru 4), fit up and assembly (work process N9 5), automaticwelding (work process N2 6), manual welding (work process N2 7), marking and handling etc.(work processes N28 and 9) and rework (work process N2 10).

Further to the calibration of the steel labor hours to suit the estimating proceduredescribed in paragraph (d), it was considered desirable to validate this further by applying thesame procedure to the estimated steel labor hours for the construction of the 40K and 95KDWTvessels in the Far East in 1994.

Table 7.6NSRP PANEL SP-4

75

FILE; STRCThIS Revised LABOR HOUR ESTiMATING FORM FOR STRUCTURAL WORK4OKDWT BASE ALTERNATiVE

PROJECT: Entire Tank Section MATERIAL: MS-STSFILE: 4010 THICKNESS 0.57 INCHES

WORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDUNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR

(MNHRS/WORK UNIT)

MNHRSREQD

I OBTAIN MATERIAL SOFT 0,010 79149 1 1 1.0 1.0 791RECEIPT& PREP

2 FLAME CUTtINGAUTOMATIC LN FT 0,040 47582 1 1 1.0 1.0 1885MANUAL LN FT 0.071 2504 2 2 1.5 1.5 179

3 EDGE PREP-GRINDINGFLAT LN FT 0.032 1990 1 2 1.0 1.5 63VERTICAL LN FT 0.048 407 2 2 1.5 1.5 19OVERHEAD LN FT 0.063 108 2 2 1.5 1.5 7

4 SHAPINGBREAK BEND 0.380 0 1 1 1.0 1.0 0ROLLING PIECE 0.951 4 1 1 1.0 1.0 4UNEHEATING PIECE 10.000 0 1 1 1.0 1.0 0FURNACE PIECE 15.000 0 1 1 1.0 1.0 0PRESS PIECE 0.019 0 1 1 1.0 1.0 0MACHINING CUIN 0.020 0 1 1 1.0 1.0 0

5 FITUP&ASSEMBLY JOINT 0.444 6568 2 2 1.5 1.5 2915

6 WELDING, AUTO/MACHINEFILLET LN FT 0.052 49968 2 2 1 .5 1 .5 2574BUTT LN FT 0.3804 3530 2 2 1.5 1.5 1343

7 WELDING,MANUALFI LLETDOWNHAND W FT 0.269 22352 2 2 1.5 1.5 6023VERTICAL L.N FT 0.404 4571 2 2 1.5 1.5 1847OVERHEAD LNFT 0.539 1213 2 2 1.5 1.5 653

BUTTDOWNHAND LNFT 1.030 1579 2 2 1.5 1.5 1627VERTICAL LN FT 1.545 323 2 2 1 .5 1 .5 499OVERHEAD LNFT 2.061 66 2 2 1.5 1.5 177

8 MARKING PIECE 0.100 1642 1 1 1.0 1.0 164

9 HANDUNGSTORAGE PIECE 0.100 1642 2 2 1.5 1.5 164TRANSPORTING ASSY 5.000 24 3 3 2.0 2.0 120UFT1NG ASSY 5.000 24 4 4 3.0 3.0 120

10 REWORK JOINT 1.000 660 5 2 4.5 1.5 1981

TOTAL TRADE LABORHOURS 23156TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS) 6423

TOTAL PRODUCTION LABORHOURS 29578

NSRP PANEL SP -4

76

FILE: STRCTMS Revised LABOR HOUR ESTiMATING FORM FOR STRUCTURAL WORK95KDWT BASE ALTERNATiVE

PROJECT: Entire Tank Section MATERIAL: MS-STSFILE 9510 THICKNESS 0.6 INCHES

WORK PROCESS PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDUNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTCR

(MN H RS!WORK UNIT)

MNHRSREQD

OBTAIN MATERIAL SQ FT 0010 132358 1 1 1.0 1 0 1324RECEIPT& PREP

2 FLAME CUflNGAUTOMAflC LN FT 0.040 75044 1 1 1.0 1 0 2974MANUAL LN FT 0.071 3950 2 2 1.5 1 5 282

3 EDGE PREP-GRINDINGFLAT LN FT 0.032 3157 1 2 1.0 1 s' looVERfl CAL LN FT 0.048 674 2 2 1.5 1 5 32OVERHEAD LN FT 0.063 119 2 2 1.5 1.5 8

4 SHAPINGBREAK BEND 0.380 0 1 1 1.0 10 0

ROLLI NG PIECE 0.951 4 1 1 1.0 10 4

LINE HEATiNG PIECE 10.000 0 1 1 1.0 10 0

FURNACE PIECE 15.000 0 1 1 1.0 10 0

PRESS PIECE 0.019 0 1 1 1.0 10 0

MACHINING CU IN 0.020 0 1 1 10 10 0

5 FIT UP & ASSEMBLY JOINT 0.444 9828 2 2 1.5 1 5 4362

6 WELDING, AUTO/MACHINEFILLET LN FT 0.052 82561 2 2 1.5 1.5 4253

BUTT LN FT 0.3804 6294 2 2 1.5 1.5 2394

7 WELDING, MANUALFILLETDOWNHAND LN FT 0.269 30775 2 2 1.5 1.5 8292

VERTiCAL LN FT 0.404 6568 2 2 1.5 1.5 2664

OVERHEAD LN FT 0.539 1164 2 2 1.5 1.5 627

BUTTDOWNHAND LN FT 1.030 2346 2 2 1.5 1.3 2417

VERTiCAL LN FT 1.545 501 2 2 1.5 1.5 774

OVERHEAD LN FT 2.061 89 2 2 1.5 1.5 183

8 MARKING PIECE 0.100 2457 1 1 1.0 1,0 246

9 HANDLINGSTORAGE PIECE 0.100 2457 2 2 1.5 1.5 246

TRANSPORTiNG ASSY 5.000 24 3 3 2.0 2.0 120

LI Fn NG ASSY 5.000 24 4 4 3.0 3.0 120

10 REWORK JOINT 1.000 978 5 2 4.5 1.5 2935

TOTAL TRADE LABORHÖURS 34346346

TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS) 95279527

TOTAL PROD UC11ON LABORHOURS 4387243872

FIG

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As shown in Table 5. 10, the estimated steel labor hours for these vessels were 226,464and 348,755 respectively, based on increased use of automation and accuracy control. Theabove procedure was therefore applied to the estimated steel labor hours for the midship cargotanks, obtained as described in paragraph (a), assuming transverse erection butts to be weldedautomatically instead of manually (in order to give some credit for the increased automation),and using 2'/2% rework instead of the previously assumed 10%. This resulted in an averageexcess of labor hours of 43.59%. The reduction of the same process factors as before by26.50% then gave steel labor hours for the midship tanks which again differed by about ±6%from the initial estimates, which was again considered satisfactory. This result provided furthervalidation of the calibration procedure and also gave some credence to the estimated labor hoursfor construction in the Far East in 1994. The latter estimates, of course, provided the basis forthe later estimates for construction in the U.S.

These steel labor hours were then extended to the complete ships, using the proceduregiven in paragraph (a). The corresponding total labor hours for the vessels were then obtainedby adding in the machinery/outfit labor hours from Table 5.11 and the 50,000 hours for designfrom Table 5.9. The resulting labor hours for the construction of the 40K and 95KDWT vesselsin the Far East in 1994 were 447,480 and 622,057 respectively. For comparison, these resultsare included in Figures 7.4 and 7.5, and also in the plot of total labor hours given in theAppendix on page Al25.

An important result of this analysis is that it highlights the main causes of reduced laborhours in the Far East as being the greater use of automation and accuracy control, together withreduced hours for design.

7.4 LABOR HOURS FOR CONSTRUCTION OF COMPLETE VESSELS

As indicated in Section 7.3, paragraph (a), the steel labor hours for the construction of themidships one tank length alternatives were estimated to be 1/10.49 and 1/9.60 of the total steellabor hours for the 40K and 95Kdwt designs respectively. Therefore, the total steel labor hoursfor the construction of a complete vessel could be obtained by multiplying the labor hours forone midships tank length by the appropriate factor 10.49 or 9.60.

However, to allow for the transition of cargo tank structure into the bow and stern portionsof the vessels, it was decided to maintain the steel labor hours for the construction of N21 cargotank section, the bow and the stern constant for the two sets of vessel sizes and equal to thehours determined for the 40K and 95KDWT base alternatives in these areas. The steel laborhours for the deckhouses were similarly held constant. Thus, from the information derived inSection 7.3, paragraph (a), the constant portion of the steel labor hours for the 4OKDWTalternatives was obtained from

(10.49 - 5.95) 29,578 = 134,284 hours.where 10.49 expresses the ratio of the total steel labor hours for the vessel to those required forthe midship cargo tank section and 5.95 expresses a similar ratio for the steel labor hours forN22 thru N7 cargo tank sections. The corresponding figure for the 95KDWT alternative wasobtained from

(9.60- 5.95) 43,872 = 160,133 hours.

Thus, only the steel labor hours for the construction of N22 thru N7 cargo tank sectionswere varied to suit the structural alternatives. These hours were obtained by multiplying thederived labor hours for the construction of the midship tank section for the various alternatives

79

by 5.95. The total steel labor hours were then obtained by adding the appropriate constant laborhours given above.

As further indicated in Section 7.3, paragraph (a), the machinery/outfitting labor hoursrequired to construct the complete 40K and 95KDWT base vessels were taken to be 41% of thetotal labor hours (excluding design labor) given in Table 7.1.

Then machinery/outfitting labor hours for the complete 40K and 95KDWT base vesselsare 202,540 and 311,911 respectively. All such labor hours were assumed constant for allalternatives with the exception of the labor hours required for painting.

Table 5.8 gives a percentage breakdown of the labor hours required for machinery!outfitting, and indicates that the labor hours required by the Japanese for painting were 31% ofthe total machinery/outfitting hours for 4OKDWT vessels and 34% for 95 KDWT vessels. Thesepercentages were applied to the two base vessels, and for the remaining alternatives, the laborhours for painting were varied in proportion to the surface area of the steel components.

Thus, the constant portions of the machinery/outfitting labor hours for all alternatives are139,753 for the 40KDWT vessels and 205,861 for the 95KDWT vessels. The totalmachinery/outfitting labor hours were obtained by adding the appropriate painting hours for thevarious alternatives to these figures.

Design labor hours for the 40K and 95KDWT alternatives were estimated at 200,000 and225,000 hours respectively, as indicated in Section 7.2, except for alternative 40150 providingfor enhanced standardization where significant detail design data or working drawings are onfile, for which they were reduced to 100,000.

The total labor hours for the various alternatives were then obtained by summing up thehours for steel construction, the constant hours for machinery/outfitting, the hours for paintingand the hours for design. For the baseline vessels, the resulting total labor hours for theconstruction of the 40K and 95KDWT alternatives in the U.S. in 1994 were 712,813 and958,082 respectively. The results of all calculations are shown graphically in Figures 7.4 and7.5 respectively, and also in the Appendix on page Al24.

7.5 CONSTRUCTION SCHEDULES

As indicated in Section 7.2, Figure 7. 1 and Table 7.2 provide the estimated constructionschedules in a U.S. shipyard for the 40K and 95KDWT baseline vessels. These schedules area modified version of those provided by Reference [19J for similar vessels building in the FarEast As indicated in Section 7.2, this reference shows almost no difference in schedules forthe 40K or 95KDWT vessels, and this is reflected in Table 7.2. The Far East schedule wasmodified to reflect predicted U.S. attainment in 1994 as follows:

80

i0.

90.

80.

70.

60.

50.

40.

30.

20.

1 O

FIG

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o The design time was increased from 8 months to approximately 14 months (6 monthsincrease) to provide additional design time for one off ships with less incorporation ofinterim products.

O It is assumed that the time line between the commencement of steel fabrication and trialsincreases by 2.6 months to allow for the lesser utilization of automation and accuracycontrol in U.S. shipyards. The figure of 2.6 months was obtained by increasing the FarEast schedule of 9 months by the factors (1/0.84) x (1/0.925) - see Table 7.2.

O The time line between commencement of steel fabrication and launching was increased from7.4 to 12.4 months, to suit the U.S. construction data for 4OKDWT tankers in Figure 5.4.This 5 month increase was overlapped into the design period.

O The time line between sea trials and delivery (3.5 months) was unchanged, assuming thesame yard would produce all alternatives with a 3.5 month seatrial to delivery time.

Thus, the U.S. baseline schedule was increased to 29.1 months, and this was used as a basisfor the estimation of schedules for the various structural alternatives. Key milestones such asthe commencement of fabrication, keel laying and launching are included in Figure 7. 1, whichalso incorporates time lines for assembly, erection and painting. The time spread of these timelines and the locations of the key milestones given in the Far East schedule were iìodified to suitthe above changes. It should be noted that in preparing the basic schedule for construction inU.S. shipyards, it has been assumed that all required iìiaterial and equipment would be deliveredto the shipyard as required to meet the schedule. Any delay in such deliveries would impact onthe schedule and increase vessel costs.

For estimating the construction schedules for the various 40K and 95KDWT alternatives,the pertinent information derived from their evaluation for this purpose consisted of the totalsteel labor hours and the labor hours (or surface areas of steel components) for painting. Asindicated in Section 7.4, the machinery and outfitting labor hours for the 40K and 95KDWTbase vessels have been assumed constant, with the exception of those required for painting.Therefore, it has been assumed that the time lines for steel assembly and erection areproportional to the total steel labor hours, and the time line for painting is proportional to thelabor hours (or surface areas) required for painting. As indicated in Section 7.4, labor hoursfor painting were varied in proportion to the surface areas, so that either quantity may be usedto modify the time line.

As previously stated, the base construction schedule shown in Figure 7. 1 shows keymilestones in the building process, and since it was considered desirable to include these in allschedules, the following procedure was adopted to estimate the construction schedules for thestructural alternatives:

O With reference to Figure 7. 1, no change was made to the location of the milestone for thecommencement of steel fabrication.

O The time line for steel assembly preceding keel laying was modified in proportion to thetotal steel labor hours, resulting in relocation of keel laying and all subsequent keymilestones.

83

O The time lines for steel assembly and erection located between keel laying and launchingwere modified in proportion to the total steel labor hours. The time line for paintingpreceding launching was modified in proportion to the total painting labor hours. Sincethese three construction processes overlap in this portion of the schedule, the changes intheir corresponding time lines were then averaged to provide the accumulative effect uponthe time required between keel laying and launching. Keel laying and all subsequent keymilestones were then again relocated to suit.

o The time line for painting following launching was modified in proportion to the totalpainting labor hours, resulting in further relocation of the milestones for sea trials and shipdelivery.

The resulting construction schedules for all of the 40K and 95KDWT structural alternativesare shown in Figures 7.6 and 7.7 respectively. For comparison purposes, the Far East scheduleof 20.5 months has also been incorporated in these figures.

7.6 IMPROVEMENTS TO DESIGN AND CONSTRUCTION

The labor hours and construction schedules shown in Figures 7.4, 7.5, 7.6 and 7.7 forbaseline vessels constructed in the Far East are considerably smaller than those for the variousalternatives constructed in the U.S. and show the effect of increased automation, increasedaccuracy control and reduced design labor hours, as these were the only variables consideredsignificant in differentiating the U.S. and Far East labor hours and schedules, as discussed inSection 7.2.

In the interest of testing this hypothesis, the automation, accuracy control and design timewere improved for alternatives 4010, 4090 and 40110 yielding alternatives 4010N, 4090N and401 iON. The improvements reflect the following:

O Floor and girder stiffeners are assumed automatically welded. Field welds of side shelldecks and longitudinal bulkhead are assumed automatically welded.

o Accuracy control improved by careful edge preparation and increased statisticalmeasurements and rework was reduced from 10% to 2%.

O Design labor hours, due to standardization was reduced to 100,000 hours.

A comparison of the alternatives before and after these assumptions are shown in figures7.8 and 7.9, using the method of evaluations contained herein. They demonstrate that theimprovements noted reduce the difference in labor hours between the Far Eastern Baseline andthe U.S. constructed vessel is in the order of 12%.

84

Far East Base10203040-so

60- 70

Z 90100

120121130140150

i Contrct. to Fabric.

FIGURE 7.6

CONSTRUCTION SCHEDULE4OKDWT ALTERNATIVES

Months

0 5 10 15 20 25 30 35

-T

----t

To Keel Laying To LaunchingTo Delivery

85

To Sea Trials

Far East Base10

20

3040

50

70

z90

100110

111

112

120

121

I

FIGURE 7.7

CONSTRUCTION SCHEDULE95KDWT ALTERNATIVES

Months

o 10 15 20 25 30 35

86

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.9

8.0 CONCLUSIONS

The physical characteristics, estimated in Section 6.0 and the labor hour and constructionschedules estimated in Section 7.0, provide a measure of producibility of the alternativestructural concepts. The estimated labor hours for construction of the 4OKDWT alternatives,shown in Figure 7.4, indicate that the labor hours for most of the alternatives are within 20,000(about 3%) of the 712,813 hours estimated for the baseline alternative 4010. As an example,alternative 4070 shows the benefit (about 10,000 hours reduction) of using rolled sections (bulbplates) in lieu of built-up sections. The results show that the effect of the different structuralelements used in the various alternatives is generally small. Exceptions to this trend includeunidirectional alternative 40100 (+80,000 hours) and dished plate unidirectional alternatives40120 (+150,000 hours) and 40121 (+40,000 hours). These results are perhaps surprising,since unidirectional designs incorporate significantly less structural pieces, but the increasedlabor hours for these vessels appears to be largely due to increased flame cutting/welding hoursetc. necessitated by increased plating thickness. Also, as indicated in Section 5.4, the scantlingsof dished plate unidirectional alternatives were maintained constant around the entire peripheryof the midship section, which again incurs additional labor hours due to oversized scantlings insome areas. More notable exceptions are alternative 40140, which shows the advantage of seriesproduction of the baseline vessel, assuming labor hours are halved, and alternative 40150, whichshows the advantage of using standard designs for structural details, assuming the design laborhours are halved. Finally, the comparisons in Figures 7.8 and 7.9 represent alternatives wherethe design hours have been halved, welding automation increased and accuracy control increasedto reduce rework to 2%.

The estimated labor hours for construction of the 95KDWT alternatives, shown in Figure7.5, indicate similar trends relative to the 958,082 hours estimated for the baseline alternative9510 as exhibited by the 4OKDWT alternatives. Labor hours for unidirectional alternative 95100were not estimated (see Section 5.4), but dished plate alternatives 95120 and 95121 show about+ 100,000 hours and -10,000 hours relative to the baseline vessel 9510. This shows a somewhatimproved level of producibility than that shown by the corresponding 4OKDWT vessels.

Further to the increased plating thickness for unidirectional alternatives referred to above,this increase is due to the wider spacing of the longitudinal girders as compared withconventional longitudinal stiffeners. Sorne reduction in plating thickness is achieved in dishedplate unidirectional designs by the adoption of dished plating, but the hull steel weight of bothversions of the dished plate hull exceed those of a corresponding conventional double hulldesign. The advantage of dished plating compared with flat plating may be illustrated bycomparing the shell plating thickness for each case, utilizing dished plate alternative 40120 with2.4M. girder spacing. A thickness of 25.4mm. was estimated for dished plating, but thisincreased to 45mm. for flat plating. The steel weight of one midship cargo tank length wouldthen increase by 37.6%, and the estimated steel labor hours would increase by 45%.

The construction schedules for the 4OKDWT alternatives, shown in Figure 7.6, indicatethat the schedules for most of the alternatives are equal to or slightly lower than that of the 29. 1months required for the baseline alternative 4010. Exceptions include 40100, 40120, 40140 and40150, referred to in the preceding discussion of labor hours. It may be noted that the schedulefor 40140 is only slightly greater than the 20.5 months required for construction in the Far East,but of course a similar advantage for series production should be expected to apply there as well.The schedule for 40150 shows a reduction of about 3 months from the schedule for 4010.

89

Similar trends are exhibited by the construction schedules for the 95KDWT alternatives,shown in Figure 7.7. The schedule for the baseline alternative 9510 is 29. 1 months, as for the4OKDWT baseline 4010.

The labor hours and construction schedule shown in Figures 7.4, 7.5, 7.6 and 7.7 forbaseline vessels constructed in the Far East are considerably smaller than those for the variousalternatives constructed in the U.S. Figures 7.8 and 7.9 demonstrate how improved automationaccuracy control and reduced design labor hours can reduce the labor hours significantly. Thissuggests that these areas are where the greatest gains may be possible to make U.S. shipyardsmore productive and more competitive on a world scale. It is likely that to maximize suchimprovements will require facilities enhancements to mimic Table 2.4, which is beyond thescope of this study.

The differences between the design labor hours in Japan and the U.S. can only beexplained by the existence of standard ship designs and design standards in Japan, as discussedin Section 4.2, paragraph 23. It should also be noted that the absence of such standards incursincreased risk in time phased material procurement. These differences can also suggest aproduction labor force which requires fewer drawings for construction, which also suggestsstandardization.

90

9.0 ACKNOWLEDGEMENTS

This project is being conducted by M. Rosenblatt & Son, Inc. for the Ship StructureCommittee under contract to the U.S. Coast Guard, supported by two consultants, and under thereview of the Ship Structure Committee.

The M. Rosenblatt & Son, Inc. (MR&S) team contributing to this project consisted of theauthors and Messrs. Hans A. Hofmann, and Ta-Jen (Willie) Wu, along with its consultantsMessrs. Louis Chirillo and Roger Kline. Thanks are extended to Ms. Lynn Sloane forpreparation of the text.

The authors are grateful for the constructive comments and guidance received from theShip Structure Committee Project Technical Committee under the chair of Mr. Norman Hammerof MARAD.

A number of individuals from the industry provided valuable discussion and commentduring the project. In particular we acknowledge: Dr. James Wilkins, Wilkins Enterprises,Inc.; Mr. Thomas Lamb, Textron Marine Systems, a division of Textron, Inc.; Mr. RoyJohnson, Mobil Oil Corporation; Messrs. John S. Tucker and Thomas Perrine, National Steeland Shipbuilding Company; Mr. Donald Liu, American Bureau of Shipping; Mr. Rik F. vanHemmen, Martin, Ottoway and van Hemmen, Inc.; and Mr. Jeffrey Beach, Carderock Divisionof the Naval Surface Warfare Center.

91

10.0 REFERENCES

"Design for Production Manual" (Vol's I-III); National Shipbuilding Research Program,December 1985.

Daidola, J. C.; "Considerations for Earlier Design for Production"; S NAME/NSRPSymposium, September 1993.

Lamb, T.; "Design for Production in Basic Design"; SNAME Spring Meeting/STARSymposium, 1986.

Ichinose, Y. et al; "Product Oriented Material Management"; The National ShipbuildingResearch Program, June 1985.

NSRP SP-4; "Build Strategy Development Project"; January 1994.

Henn, A.L. and Marhoffer, W.R.; "Cost of U.S. Coast Guard Regulations to the U.S.Maritime Industry and Coast Guard Initiatives to Reduce These Costs"; SNAME Journalof Ship Production, November 1993.

Kline, R.G.; "Evaluation of Double Skin Hull Structure for a Major Surface Combatant";SNAME Transactions, 1990.

Okamoto, T., et. al.; "Strength Evaluation of Novel Unidirectional-Girder-System ProductOil Carrier by Reliability Analysis"; SNAME, Transactions, 1985.

Skaarup, O.; "The Revival of Commercial Shipbuilding in the U.S.A."; SNAMECentennial Meeting, September 1993.

"Marc Guardian - A New Generation U.S. Supertanker Proposal"; Royal Institution ofNaval Architects, The Naval Architect, May 1993.

Nielsen, K.K.; "Modern Ship Design and Production"; Paper 2, ICMES 93, MarineSystem Design and Operation.

Muntjewerf, Ir.J.J.; "Methodical Series Experiments on Cylindrical Bows"; RoyalInstitution of Naval Architects, Transactions, 1970.

NSRP Project N7-91-4; "Tee-Beam Manufacturing Analysis Milestone Report: Design

Review Phase".

Hills, W.; Buxton, I. L.; Maddison, R.G; "Design for Steeiwork Production During theConcept Design Phase", SNAME Journal of Ship Production, August 1990.

Bong, H.S.; Hills, W.; CaIdwell, J.B.; "Methods of Incorporating Design-for-ProductionConsiderations into Concept Design Investigations'; SNAME Journal of Ship Production,June 1988.

NSRP Publication 0371 "North American Shipbuilding Accuracy - Phase II", July 1993.

92

17. Chirillo, L.D.; "Flexible Standards: An Essential Innovation in Shipyards; SNAMEJournal of Ship Production, February 1991.

18 Burmeister & Wain (B&W - N.H. Brix), telefax to MR&S 11/15/93.

Maritech Engineering Japan Co. Ltd., Tokyo (H. Kurose) via L. Chirillo to MR&S10/26/93.

Bunch, H.M.; "Comparison of the Construction Planning and Manpower Schedules forBuilding the PD-214 General Mobilization Ship in a U.S. Shipyard and in a JapaneseShipyard"; SNAME Journal of Ship Production, February 1987.

Chirillo, L.D.; "Flexible Standards: An Essential Innovation in Shipyards"; SNAMEJournal of Ship Production, February 1991.

Frankel, E.G.; "The Path to U.S. Shipbuilding Excellence - Remaking the U.S. into aWorld Class Competitive Shipbuilding Nation': SNAME Journal of Ship Production,February 1992.

Frankel, E.G.; "Impact of Technological Change on Shipbuilding Productivity"; SNAMEJournal of Ship Production, August 1985.

Storch, R.L; Gribskov, J.R.; "Accuracy Control for U.S. Shipyards"; SNAME Journalof Ship Production, February 1985.

Sormunen J.; "Accuracy Control at Hull Construction"; Diploma Thesis, LappeenrantaUniversity of Technology, Helsinki, Finland, 1986 (in Finnish).

Chirillo, L.D.; "Interim Products - An Essential Innovation in Shipyards": SNAMEJournal of Ship Production, August 1985.

Chirillo L.D. and Chirillo R.D.; "Shipbuilding is a Science"; Pacific Northwest, SNAMEFebruary, 1982.

Vaughan R.; "Productivity in Shipbuilding"; North-East Coast Institution of Engineers andShipbuilders, Transactions, December 1983.

"Zosen Year Book 1973-1974"; Tokyo News Service Ltd., p.103.

Fax from ABS (Donald Liu) dated May 13, 1994, referencing a paper by Mr. S.Nagatsuka entitled "Expansion of Construction Facilities of Korean Yards and Its Effect".(Published in the Japan Maritime Research Report dated April 1994).

Kaiji Press dated 23 March, 1994.

Storch, R.L.; Hammer, C.P. and Bunch, H.M.; Ship Production; Cornell Maritime ress,1988.

Welding Handbook; 3rd Edition, American Welding Society.

American Bureau of Shipping, MR&S Fonecon, 12/8/93.

93

Communication with Carderock Division of Naval Surface Warfare Center, June 1993.

Wilkins, J.R.; Krame, G.L. and Thompson D.H.; "Evaluating the Producibility of ShipDesign Alternatives"; SNAME Journal of Ship Production, September 1992.

NSRP Report N 0352; "Development of Producibility Evaluation Criteria"; 1993.

94

11.0 BIBLIOGRAPHY OF ADDITIONAL REFERENCES

Honda, K.; Tabushi, N.; "The Design of Longitudinal Beam Layout on a Curved ShellBased on the Production-Oriented Design Concept"; 1993 Ship Production Symposiumpaper.

Chaffaut, A., et. al.; "The Rolling of Longitudinally Profiled Plates by GTS Industries(France) and Dillinger Steel Works (Germany)"; 3rd P.L.A.T.E. Seminar U.S.A., May1993.

"Identification of Producibility Inhibitors in Standard NAVSEA Ship Design Practices";The National Shipbuilding Research Program, NSRP 0388, August, 1993.

Sarabia, A.; Gutierrez, R.; "A Return to Merchant Ship Construction: The InternationalImpact of the NSRP and American Technology"; SNAME Journal of Ship Production,February 1992.

"Line Heating Operating Manual'; NSRP 0395, April, 1992.

Frisch, F.A.P.; "Design/Production Integration and the Industrial Structure"; SNAMEShip Production Symposium, September, 1992.

Manninen, M.; Jaatinen, J.; "Productive Method and System to Control DimensionalUncertainties at Final Assembly Stages in Ship Production"; SNAME Journal of ShipProduction, November, 1992.

"Integration and implementation of an Advanced Measurement System into the AssemblyProcess in Support of 'NEAT' Hull Block Construction and Erection"; 0385 NSRP,August 1993.

Japanese Shipbuilding Quality Standard (Hull Part) 1991.

"ABS Double Hull Tank Vessels"; American Bureau of Shipping, March 1991.

"Proceedings of the 1990 Forum on Alternative Tank Vessel Design"; AmericanPetroleum Institute.

"Fabrication Accuracy Through Distortion Control in Shipbuilding"; The NationalShipbuilding Research Program, September 1990.

Krame, G.L.; Ingvason, S.; "Producibility in Ship Design"; SNAME Journal of ShipProduction, November 1990.

Kelly, D.S.; "Improvements in Productivity Through Staff Integration"; SNAME Journalof Ship Production, August 1989.

Brown, D.; "An Aid to Steel Cost Estimating and Structural Design Optimization"; NorthEast Coast Institution of Engineers and Shipbuilders, Transactions Vol. 104, 1987-1988.

95

Bunch, H.M.; "Comparison of the Construction Planning and Manpower Schedules forBuilding the PD214 General Mobilization Ship in a Shipyard of the People's Republic ofChina"; SNAME Journal of Ship Production, February 1988.

Bruce, G.J.; "Ship Design for Production - Some U.K. Experience"; SNAME Journal ofShip Production, February 1988.

Niernenberg, A.B.; Caronna, S.G.; "Proven Benefits of Advanced ShipbuildingTechnology: Actual Case Studies of Recent Comparative Construction Programs";SNAME Journal of Ship Production, August 1988.

Winkle, I. E.; Baird, D.; "Towards More Effective Structural Design through Synthesisand Optimization of Relative Fabrication Costs"; Royal Institution of Naval Architects,Transactions Vol. 128, 1986.

"U.S. Shipbuilding Accuracy Phase I"; NSRP 0239, May 1986.

Hunt, E. C.; "A Monte Carlo Approach to One-Dimensional Variation Merging forShipbuilding Accuracy Control"; SNAME Journal of Ship Production, February, 1987

Sasaki, H.; "IHI's Experience of Technical Transfer and Some Considerations on FurtherProductivity Improvement in U.S. Shipyards"; National Shipbuilding Research Program1987 Ship Symposium, August 1987.

Butler, J. D.; Warren, T. R.; "The Establishment of Shipbuilding ConstructionTolerances"; SNAME Journal of Ship Production, August, 1987.

Di Luca, R.; "An Integrated Procedure for Hull Design and Production"; SNAME Journalof Ship Production, August 1987.

Lamb, T.; "Engineering for Ship Production"; SNAME Journal of Ship Production,November 1987.

Weirs, B. J.; "The Productivity Problem in U.S. Shipbuilding"; SNAME Journal of ShipProduction, February, 1985.

Chirillo, L.D.; Chirillo, R.D.; "The History of Modern Shipbuilding Methods: The U.S.- Japan Interchange"; SNAME Journal of Ship Production, February 1985.

Storch, R. L.; "Accuracy Control Variation-Merging Equations: A Case Study of TheirApplication in U.S. Shipyards"; SNAME Journal of Ship Production, May 1985.

Steiler, M.E.; Dibner, B.; "Rationalization of Shipyard Information Flows for ImprovedShipbuilding Productivity"; SNAME Journal of Ship Production, May 1985.

"Process Analysis Via Accuracy Control"; National Shipbuilding Research Program,Revised August 1985.

Lamb, T.; "Engineering Management for Zone Construction of Ships"; SNAME Journalof Ship Production, November 1985.

96

Vaughan, R.; "Productivity in Shipbuilding"; North East Coast Institution of Engineersand Shipbuilders, Transactions Vol 100, 1983-1984.

Baumler, R.J.; Watanabe, T.; Huzimura, H.; "Sea-Land's D9 Containerships: Design,Construction, and Performance"; SNAME Transactions, 1983.

"Integrated Hull Construction Outfitting and Painting (IHOP)"; the National ShipbuildingResearch Program, 1983.

"Product Work Breakdown Structure"; The National Shipbuilding Research Program,1982.

Lowry, R.; Stevens, W.L.; Craggs, J.D.F; "Technology Survey of Major U.S.Shipyards"; SNAME Transactions 1980.

Gupta, S.K.; "Comparison of U.S. and Foreign Shipbuilding Practices"; 1980

Colton, T.; Mikami, Y.; Bringing Japanese Shipbuilding Ideas to U.S. Shipyards;SNAME, May 1980.

"Survey of Structural Tolerances in the United States Commercial Shipbuilding Industry";Ship Structure Committee, SSC-273, 1978.

Masubuchi, K.; Terai, K.; "Assessment of the Japanese Shipbuilding Industry"; SNAMEMarine Technology , July 1974.

97

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Appendix

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4OKDWT Base Alternative Vessel 4010 LongitudinalScantlings with

ABS OMSEC Program

- Al -

AEs/OMsEC PROGRAM VERSION 3.02 PAGE - 1

(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: 4BASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: 4BASE.OUTTITLE : 4OKDWT BASE W/BKT W/OMSEC SCANTL. 4010

ASSIGNED

MATERIALNUMBER DESC

2 AH32i MILD2 AH32

EXTENT OF MATERIAL

BOTTOM TOP(METER) (METER)

.00 1.901.90 16.00

16.00 18.50

YIELDSTRESSKG / MM2

32.24.32.

ULTIMATESTRESSKG / MM2

48.41.48.

Q- FACTOR(6.13.3)

.7801.000.780

- A2 -

TYPE OF VESSEL: OIL CARRIERIBCODE : i ISCODE : i

LEP 183.00 (METER)

ISTRUT : O

L(SCANT.) 181.00 (METER) BILGE RADIUS 1.90 (METER)BREADTH 31.00 (METER) D. B. HEIGHT 2.20 (METER)DEPTH 17.70 (METER) DEADRISE .00 (METER)

DRAFT 11.58 (METER) CAMBER .70 (METER)WIDTH SHEER: 1.71 (METER) GUNWALE RADIUS: .00 (METER)

WIDTHKEEL 1.80 (METER) WIDTH FLATDECK: 4.00 (METER)

ZD IS T .00 (METER) WIDTHFLATBOT.: .00 (METER)WIDTH STRNG: 1.85 (METER) -

DISPLACEMENT : 53280. (METRIC TONS)BLOCK COEFFICIENT : .800

NOMINAL WEB SPACING = 3.58 (METER)FLOOR OR SUPPORTING SPACING = 3.58 (METER)

BENDING MOMENT (FOR THE DESIGN) = 247437.50

(6.3.4 A SECTION MODULUS)

FP = 1.784 (MT/CM**2)SM = 138698.20 (CM**2_M)

(6.3.4 2. MINIMUN SECTION MODULUS)

Cl = 94519E+01SM= 143988.40 (CM**2_M)

(BENDING STRESS AND REQUIRED SECTION MODULUS)

SIGMA B = 1.718 (MT/CM**2)SM = 143988.40 (CM**2_M)

(6.3.4 B REQUIRED HULL-GIRDER MOMENT OF INERTIA)

HGMI = 782639.70 (CM**2_M**2)

(VALUES MODIFIED BY Q FACTOR)

REQ. SECTION MODULUS Q-FACTOR LIMIT STRESS(CM * * 2 - M) (MT/CM**2)

TOP 112311.00 .780 2.203

BOTTOM 112311.00 .780 2.203

SECTION MODULUS(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)

LENGTH OF VESSEL : 181.00 (METER)BREADTH OF VESSEL : 31.00 (METER)BLOCK COEFFICIENT : .800

ClC2

STILL WATER BM (Msw)ABS Wave Sagging BM (Mws)ADS Wave Hogging BM (Mwh)

945E+01.100E-01

= 98687.90= -161555.00= 148749.60

(TONS -METERS)(TONS -METERS)(TONS -METERS)

(TONS-METERS)

- A3 -

ABS/OMSEC PROGRAM VERSION 3.02 PAGE- 2(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: 4BASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: 4EASE.OUTTITLE : 40KDWT EASE W/BKT W/OMSEC SCANTL.

PLATE SEAN COORDINATES

SHELLSECTION DESCRIPTION NODE GIRTHS Y-COORD Z-COORD

(METER) (METER) (METER)

1 BOTTOM 1 .00 .00 .001 BOTTOM 2 1.80 1.80 .001 BOTTOM 3 4.57 4.57 .001 BOTTOM 4 9.14 9.14 .001 BOTTOM 5 13.30 13.30 .001 BOTTOM 6 13.60 13.60 .001 BOTTOM 7 16.58 15.50 1.902 SIDE 1 .00 15.50 1.902 SIDE 2 .30 15.50 2.202 SIDE 3 4.20 15.50 6.102 SIDE 4 11.42 15.50 13.322 SIDE 5 14.10 15.50 16.002 SIDE 6 15.80 15.50 17.703 MAIN DECK 1 .00 15.50 17.703 MAIN DECK 2 1.85 13.65 17.813 MAIN DECK 3 2.20 13.30 17.833 MAIN DECK 4 11.52 4.00 18.403 MAIN DECK 5 15.52 .00 18.404 INNER BOTTOM 1 .00 .00 2.204 INNER BOTTOM 2 4.57 4.57 2.204 INNER BOTTOM 3 9.14 9.14 2.204 INNER BOTTOM 4 13.30 13.30 2.204 INNER BOTTOM 5 15.50 15.50 2.205 BULKHEAD 1 .00 .00 2.205 BULKHEAD 2 3.00 .00 5.205 BULKHEAD 3 6.00 .00 8.205 BULKHEAD 4 9.00 .00 11.205 BULKHEAD 5 12.00 .00 14.205 BULKHEAD 6 16.20 .00 18.406 BULKHEAD 1 .00 13.30 2.206 BULKHEAD 2 3.00 13.30 5.206 BULKHEAD 3 6.00 13.30 8.206 BULKHEAD 4 9.00 13.30 11.206 BULKHEAD 5 12.00 13.30 14.206 BULKHEAD 6 15.63 13.30 17.83

- A4 -

ABS/OMSEC PROGRAM VERSION 3.02 ?AGE- 3(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: 4BASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: 4BASE.OUTTITLE : 4OKDWT BASE W/BKT W/OMSEC SCANTL.

SHELLSECTION DESCRIPTION PLATE AREA MOMENT INERTIA

(METER) (M**2) (M**3)

1 BOTTOM 1 1.80 .00 .0i BOTTOM 2 2.77 .00 .01 BOTTOM 3 4.57 .00 .01 BOTTOM 4 4.16 .00 .01 BOTTOM 5 .30 .00 .01 BOTTOM 6 2.98 2.06 2.42 SIDE 1 .30 .62 1.32 SIDE 2 3.90 16.18 72.12 SIDE 3 7.22 70.11 712.12 SIDE 4 2.68 39.21 576.32 SIDE 5 1.70 28.72 484.43 MAIN DECK 1 1.85 32.85 583.33 MAIN DECK 2 .35 6.31 112.53 MAIN DECK 3 9.32 168.80 3058.43 MAIN DECK 4 4.00 73.60 1354.24 INNER BOTTOM 1 4.57 10.05 22.14 INNER BOTTOM 2 4.57 10.05 22.14 INNER BOTTOM 3 4.16 9.15 20.14 INNER BOTTOM 4 2.20 4.84 10.65 BULKHEAD 1 1.50 5.55 21.75 BULKHEAD 2 1.50 10.05 68.55 BULKHEAD 3 1.50 14.55 142.35 BULKHEAD 4 1.50 19.05 243.15 BULKHEAD 5 2.10 34.23 561.06 BULKHEAD 1 3.00 11.10 43.36 BULKHEAD 2 3.00 20.10 136.96 BULKHEAD 3 3.00 29.10 284.56 BULKHEAD 4 3.00 38.10 486.16 BULKHEAD 5 3.63 58.20 936.3

PLATE AREA, MOMENT, AND INERTIA ¡UNIT THICKNESS

AS

ABS/OMSEC PROGRAM VERSION 3.02 PAGE- 4(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: 4BASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: 4BASE.OUTTITLE : 4OKDWT BASE W/BKT W/OMSEC SCANTL.

SIDE STRINGERS -

ITEM X-ORD. Y-ORD. PLT L PLT T AREA ARM XIO

- A6 -

ITEM X-ORD. Y-ORD. WEB H WEB T FACE W FACE T AREA ARM XI0

1 .00 .00 2200. 13. 0. 0. 28600. 1.10 11535.2 4.57 .00 2200. 13. 0. 0. 57200. 1.10 23071.3 9.14 .00 2200. 13. 0. 0. 57200. 1.10 23071.4 13.30 .00 2200. 13. 0. 0. 57200. 1.10 23071.

1 15.50 6.10 2200. 13. 57200. 6.10 0.

2 15.50 13.32 2200. 13. 57200. 13.32 0.

ABS /OMSEC PROGRAM VERSION 3.02 PAGE- 5

(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: 4BASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: 4BASE.OUTTITLE 4OKDWT BASE W/BKT W/OMSEC SCANTL.

BOTTOM GIRDERS -

ABS/OMSEC(BASED ONINP FILE:TITLE

KEEL PLATEBOTTOMBOTTOMBOTTOMBOTTOMBOTTOMSIDESIDESIDESIDESHEERSTRAKESTRINGERMAIN DECKMAIN DECKMAIN DECKINNER BOTTOMINNER BOTTOMINNER BOTTOMINNER BOTTOMBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEAD

PROGRAM VERSION 3.02PROPOSED ABS RULE CHANGES4BASE.INP TLB FILE: T4OKDWT BASE W/BKT W/OMSEC

LONGITUDIAL PLATE - 0.4L AMIDSHIPS

SHELL PLATE

SECTION ELE. MAT'L KG/M2

1 AH32 125.60 16.000 (16.000) 1.802 AH32 113.82 14.500 (14.500) 2.773 AH32 113.82 14.500 (14.500) 4.574 AH32 113.82 14.500 (14.500) 4.165 AH32 113.82 14.500 (14.500) .306 AH32 113.82 14.500 (14.500) 2.981 MILD 117.75 15.000 (15.000) .302 MILD 117.75 15.000 (15.000) 3.903 MILD 117.75 15.000 (15.000) 7.224 MILD 117.75 15.000 (15.000) 2.685 AH32 113.82 14.500 (14.500) 1.701 AH32 113.82 14.500 (14.500) 1.852 AH32 113.82 14.500 (14.500) .353 AH32 113.82 14.500 (14.500) 9.324 AH32 113.82 14.500 (14.500) 4.001 MILD 121.67 15.500 (15.500) 4.572 MILD 121.67 15.500 (15.500) 4.573 MILD 121.67 15.500 (15.500) 4.164 MILD 121.67 15.500 (15.500) 2.201 MILD 117.75 15.000 (15.000) 3.002 MILD 109.90 14.000 (14.000) 3.003 MILD 98.13 12.500 (12.500) 3.004 MILD 78.50 10.000 ( 2.500) 3.005 AH32 113.82 14.500 (14.500) 4.201 MILD 117.75 15.000 (15.000) 3.002 MILD 109.90 14.000 (14.000) 3.003 MILD 98.13 12.500 (12.500) 3.004 MILD 78.50 10.000 ( 2.500) 3.005 AH32 113.82 14.500 (14.500) 3.63

THICKNESS (MM) LENGTHLOCAL RULE

DESIGN ( REQ'D ) (METER) FRAMED

LONGITUDINALLONGITUDINALLONGITUDINALLONGITUDINALLONGITUDINALLONGITUDINALLONGITUDINALLONGITUDINALLONGITUDINALLONGITUDINALLONG I TUD INALLONGITUDINALLONGITUDINALLONGITUDINALLONGITUD INALLONGITUDINALLONG I TUD INALLONG I TUD INALLONGITUDINALLONGITUDINALLONG I TUD INALLONG I TUD INALLONGITUDINALLONGITUDINALLONGITUDINALLONGITUDINALLONGITUDINALLONGITUDINALLONGITUDINAL

- A7 -

PAGE- 6FOR 1991)ABLE2 . TLB OUTPUT FILE: 4BASE.OUTSCANTL.

SECTION NO. = 1(BOTTOM ) NOMINAL SPACING = .800

NO MAT'L SCANTLINGS AREA PLATE PLATE Y-ORD. Z-ORD. RULE CALC.THK EFW SM (ABS) SM

1 AH32 400X100X13X182 AH32 400X100X13X183 AH32 400X100X13X184 AH32 400X100X13X185 AH32 400X100X13X186 AH32 400X100X13X187 AH32 400X100X13X188 AH32 400X100X13X189 AH32 400X100X13X18

10 AH32 400X100X13X1811 AH32 400X100X13X1812 AH32 400X100X13X1813 AH32 400X100X13X1814 AH32 400X100X13X1815 AH32 400X100X13X18

\

7000.7000.7000.7000.7000.7000.7000.7000.7000.7000.7000.7000.7000.7000.7000.

16.016 . O

14 . 5

14 . 5

14 . 5

14 . 5

14 . 5

14 . 5

14 . 5

14 . 5

14 . 5

14 . 5

14 . 5

14 . 5

14 . 5

800.800.800.800.800.800.800.800.800.800.800.800.800.800.800.

.801.602.403.204.005.376 . 17

6.977.778.579.94

10.7411.5412 .3413.60

.00

.00

.00

.00

.00

.00

.00

.00

.00

.00

.00

.00

.00

.00

.00

SECTION NO. = 2(SIDE ) NOMINAL SPACING = .780

NO MAT'L SCANTLINGS AREA PLATE PLATE Y-ORD. Z-ORD. RULE CALC.THK EFW SM (ABS) SM

1067.1067.1067.1067.1067.1067.1067.1067.1067.1067.1067.1067.1067.1067.1067.

1314.1314.1301.1301.1301.1301.1301.1301.1301.1301.1301.1301.1301.1301.1301.

1 AH32 350X100X12X17 5900. 15.0 780 15.50 1.90 936. 1019.2 MILD 400X100X13X18 7000. 15.0 780 15.50 2.98 1124. 1303.3 MILD 400X100X13X18 7000. 15.0 780 15.50 3.76 1070. 1303.4 MILD 350X100X12X17 5900. 15.0 780 15.50 4.54 1015. 1019.5 MILD 350X100X12X17 5900. 15.0 780 15.50 5.32 960. 1019.6 MILD 350X100X12X17 5900. 15.0 780 15.50 6.88 851. 1019.7 MILD 350X100X12X17 5900. 15.0 780 15_50 7.66 796. 1019.8 MILD 350X100X12X17 5900. 15.0 780 15.50 8.44 741. 1019.9 MILD 300X90X11X16 4740. 15.0 780 15.50 9.22 686. 728.10 MILD 300X90X11X16 4740. 15.0 780 15.50 10.00 632. 728.11 MILD 300X90X11X16 4740. 15.0 780 15.50 10.78 577. 728.12 MILD 250X90X10X15 3850. 15.0 780 15.50 11.56 522. 532.13 MILD 250X90X10X15 3850. 15.0 780 15.50 12.34 467. 532.14 MILD 250X90X10X15 3850. 15.0 780 15.50 14.10 344. 532.15 MILD 250X90X10X15 3850. 15.0 780 15.50 14.88 289. 532.16 MILD 250X90X10X15 3850. 15.0 780 15.50 15.66 234. 532.17 A.H32 250X90X10X15 3850. 14.5 780 15.50 16.44 140. 531.

18 AH32 250X90X10X15 3850. 14.5 780 15.50 17.22 97. 531.

- A8 -

ABS/OMSEC PROGRAM VERSION 3.02 PAGE- 7(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: 4BASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: 4BASE.OUTTITLE : 40KDWT BASE W/BKT W/OMSEC SCANTL.

LONGITUDINAL STIFFENER SCANTLINGS - 0.4L AMIDSHIPS

- A9 -

SECTION NO. =

NO MAT'L SCANTLINGS

3(MAIN DECK )

AREA PLATETHK

NOMINAL SPACING =

PLATE Y-ORD. Z-ORD.EFW

.800

RULESM (ABS)

CALC.SM

i AR32 200X15 3000. 14.5 800. 14.70 17.75 190. 203.2 AH32 200X15 3000. 14.5 800. 13.90 17.80 190. 203.3 AH32 200X15 3000. 14.5 800. 12.50 17.88 190. 203.4 AH32 200X15 3000. 14.5 800. 11.70 17.93 190. 203.5 AH32 200X15 3000. 14.5 800. 10.90 17.98 190. 203.6 AH32 200X15 3000. 14.5 800. 10.11 18.03 190. 203.7 AH32 200X15 3000. 14.5 800. 9.31 18.08 190. 203.8 AH32 200X15 3000. 14.5 800. 8.51 18.13 190. 203.9 AH32 200X15 3000. 14.5 800. 7.71 18.17 190. 203.

10 AB32 200X15 3000. 14.5 800. 6.91 18.22 190. 203.11 AH32 200X15 3000. 14.5 800. 6.11 18.27 190. 203.12 AH32 200X15 3000. 14.5 800. 5.31 18.32 190. 203.13 AN32 200X15 3000. 14.5 800. 4.52 18.37 190. 203.14 AR32 200X15 3000. 14.5 800. 3.72 18.40 190. 203.15 AH32 200X15 3000. 14.5 800. 2.92 18.40 190. 203.16 A1132 200X15 3000. 14.5 800. 2.12 18.40 190. 203.17 AH32 200X15 3000. 14.5 800. 1.32 18.40 190. 203.18 AH32 200X15 3000. 14.5 800. .52 18.40 190. 203.

SECTION NO. = 4(INNER BOTTOM)

NO MAT'L SCANTLINGS AREA PLATETHK

NOMINAL SPACING =

PLATE Y-ORD. Z-ORD.EFW

.800

RULESM (ABS)

CALC.SM

i MILD 450X150X11.5X15 7425. 15 . 5 800. .80 2.20 1435. 1669.2 MILD 4SOX1SOX11.5X15 7425. 15 . 5 800. 1.60 2.20 1435. 1669.3 MILD 450X150X11.5X15 7425. 15.5 800. 2.40 2.20 1435. 1669.4 MILD 450X150X11.5X15 7425. 15.5 800. 3.20 2.20 1435. 1669.5 MILD 450X150X11.5X15 7425. 15.5 800. 4.00 2.20 1435. 1669.6 MILD 450X150X11.5X15 7425. 15 . S 800. 5.37 2.20 1435. 1669.7 MILD 450X150X11.5X15 7425. 15.5 800. 6.17 2.20 1435. 1669.8 MILD 450X150X11.5X15 7425. 15.5 800. 6 . 97 2.20 1435. 1669.9 MILD 450X150X11.5X15 7425. 15.5 800. 7.77 2.20 1435. 1669.

10 MILD 450X150X11.5X15 7425. 15.5 800. 8.57 2.20 1435. 1669.11 MILD 450X150X11.5X15 7425. 15.5 800. 9 . 94 2.20 1435. 1669.12 MILD 450X150X11.5X15 7425. 15.5 800. 10.74 2.20 1435. 1669.13 MILD 450X150X11.5X15 7425. 15.5 800. 11.54 2.20 1435. 1669.14 MILD 450X150X11.5X15 7425. 15.5 800. 12 .34 2.20 1435. 1669.15 MILD 450X150X11.5X15 7425. 15 . 5 800. 14.10 2.20 1435. 1669.16 MILD 450X150X11.5X15 7425. 15.5 800. 14.90 2.20 1435. 1669.

ABS/OMSEC PROGRAIVI VERSION 3.02 PAGE- 8(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: 4BASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: 4BASE.OUTTITLE : 40KDWT EASE W/BKT W/OMSEC SCANTL.

LONGITUDINAL STIFFENER SCANTLINGS - 0.4L AMIDSHIPS

SECTION NO. = 5(BULKHEAD ) NOMINAL SPACING = .780

NO MAT'L SCANTLINGS AREA PLATE PLATE Y-ORD. Z-ORD. RULE CALO.THK EFW SM (ABS) SM

- AlO -

i MILD 400X100X13X18 7000. 15.0 780. .00 2.98 1204. 1303.2 MILD 400X100X13X18 7000. 15.0 780. .00 3.76 1150. 1303.3 MILD 400X100X13X18 7000. 15.0 780. .00 4.54 1095. 1303.4 MILD 400X100X13X18 7000. 14.0 780. .00 5.32 1040. 1293.5 MILD 350X100X12X17 5900. 14.0 780. .00 6.10 985. 1012.6 MILD 350X100X12X17 5900. 14.0 780. .00 6.88 931. 1012.7 MILD 350X100X12X17 5900. 14.0 780. .00 7.66 876. 1012.8 MILD 350X100X12X17 5900. 12.5 780. .00 8.44 821. 1001.9 MILD 350X100X12X17 5900. 12.5 780. .00 9.22 766. 1001.

10 MILD 300X90X11X16 4740. 12.5 780. .00 10.00 712. 716.li MILD 300X90X11X16 4740. 12.5 780. .00 10.78 657. 716.12 MILD 300X90X11X16 4740. 10.0 780. .00 11.56 602. 702.13 MILD 300X90X11X16 4740. 10.0 780. .00 12.34 547. 702.14 MILD 250X90X10X15 3850. 10.0 780. .00 13.12 493. 514.15 MILD 250X90X10X15 3850. 10.0 780. .00 13.90 438. 514.16 MILD 250X90X10X15 3850. 14.5 780. .00 14.68 383. 531.17 MILD 250X90X10X15 3850. 14.5 780. .00 15.46 328. 531.18 AH32 250X90X10X15 3850. 14.5 780. .00 16.24 213. 531.19 AH32 250X90X10X15 3850. 14.5 780. .00 17.02 171. 531.20 AH32 250X90X10X15 3850. 14.5 780. .00 17.80 128. 531.

ABS/OMSEC PROGRAN VERSION 3.02 PAGE- 9

(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: 4BASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: 4BASE.OUTTITLE : 40KDWT BASE W/EKT W/OMSEC SCANTL.

LONGITUDINAL STIFFENER SCANTLINGS - 0.4L ANIDSHIPS

- All -

SECTION NO. =

NO MAT'L SCANTLINGS

6 (BULKHEAD

AREA

)

PLATETHK

NOMINAL SPACING =

PLATE Y-ORD. Z-ORD.EFW

. 780

RULESM (ABS)

CALC.SM

1 MILD 400X100X13X18 7000. 15.0 780. 13.30 2.98 1204. 1303.2 MILD 400X100X13X18 7000. 15.0 780. 13.30 3.76 1150. 1303.3 MILD 400X100X13X18 7000. 15.0 780. 13.30 4.54 1095. 1303.4 MILD 400X100X13X18 7000. 14.0 780. 13.30 5.32 1040. 1293.S MILD 350X100X12X17 5900. 14.0 780. 13.30 6.10 985. 1012.6 MILD 350X100X12X17 5900. 14.0 780. 13.30 6.88 931. 1012.7 MILD 350X100X12X17 5900. 14.0 780. 13.30 7.66 876. 1012.8 MILD 350X100X12X17 5900. 12.5 780. 13.30 8.44 821. 1001.9 MILD 350X100X12X17 5900. 12.5 780. 13.30 9.22 766. 1001.10 MILD 300X90X11X16 4740. 12.5 780. 13.30 10.00 712. 716.11 MILD 300X90X11X16 4740. 12.5 780. 13.30 10.78 657. 716.12 MILD 300X90X11X16 4740. 10.0 780. 13.30 11.56 602. 702.13 MILD 300X90X11X16 4740. 10.0 780. 13.30 12.34 547. 702.14 MILD 250X90X10X15 3850. 10.0 780. 13.30 13.12 493. 514.15 MILD 250X90X10X15 3850. 10.0 780. 13.30 13.90 438. 514.16 MILD 250X90X10X15 3850. 14.5 780. 13.30 14.68 383. 531.17 MILD 250X90X10X15 3850. 14.S 780. 13.30 15.46 328. S31.18 AH32 250X90X10X15 3850. 14.5 780. 13.30 16.24 213. S31.19 AH32 250X90X10X15 3850. 14.5 780. 13.30 17.02 171. 531.

ABS/OMsEC PROGRAM VERSION 3.02 PAGE - lo(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: 4EASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: 4BASE.OUTTITLE : 4ÛKDWT BASE W/BKT W/OMSEC SCANTL.

LONGITUDINAL STIFFENER SCANTLINGS 0.4L AMIDSHIPS

SUMMARY OF LONGITUDINAL MATERIAL - 0.4L AMIDSHIPS

PLATE LONGITUDINAL SECTION

SECTION DESCRIPTION AREA (MM-M) (MT/M) AREA (MM-M) (MT/M) (MT/M)

i BOTTOM 243.18 1.91 105.002 SIDE 236.15 1.85 90.573 MAIN DECK 225.06 1.77 54.004 INNER BOTTOM 240.25 1.89 118.805 BULKHEAD 107.70 .85 51.716 BULKHEAD 207.19 1.63 99.56

0.4L AMIDSHIPS = 72.40 (M)

STEEL WEIGHT = 2201.13 (MT)

.82 2.73

.71 256

.42 2.19

.93 2.82

.41 1.25

.78 2.41

- Al2 -

ABS/OMSEC PROGRAM VERSION 3.02 PAGE - 11(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: 4BASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: 4BASE.OUTTITLE : 4OKDWT BASE W/BKT W/OMSEC SCANTL.

SUB-TOTAL--- 1259.52 9.89 519.64 4.08 13.97

DECK GIRDERS .00

BOTTOM GIRDERS .79

SIDE STRINGERS .45

MISC. VERT. PLTS .00

(ONE SIDE) TOTAL 15.20

TOTAL 30.40

TOTAL WEIGHT OF LONG'L MATERIAL - 0.4L AMIDSHIPS

NEUTRAL AXIS HEIGHT = 7.36 (M) ABV. KEEL

PROPOSEDABS 1990 RULE CHANGES

CALC SECTION MODULUS REQ. SECTION MODULUS SM RATIO(CM**2M) (CM**2M) SMR/SMA

TOP 166568.10 112311.00 .674

BOTTOM 234093.30 112311.00 .480

CALC HULL-GIRDERMOMENT OF INERTIA

(CM**2_M**2)

1722569.00

REQ. HULL-GIRDERMOMENT OF INERTIA

(CM**2 _M**2)

782639.70

-A13-

ABS/OMSEC PROGRAM VERSION 3.02 PAGE - 12(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: 4BASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: 4BASE.OUTTITLE 4OKDWT BASE W/BKT W/OMSEC SCANTL.

SUMMARY

95KDWT Base Alternative Vessel 9510 LongitudinalScantlings with

ABS OMSEC Program

- A14 -

ABS/OMSEC PROGRAM VERSION 3.02(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: 1BASE.INP TLB FILE: TABLE2.TLBTITLE 95KDWT BASE HULL W/OMSEC 9510: SCANTL.

ASSIGNED EXTENT OF MATERIAL

PAGE- 1

OUTPUT FILE: 1BASE.OUT

ULTIMATESTRESSKG/MM2

Q- FACTOR(6 . 13 . 3)

- A15 -

TYPE OF VESSEL: OIL CARRIERIBCODE : 1 ISCODE : 1 ISTRUT : O

LBP 234.00 (METER)L(SCANT.) 231.54 (METER) BILGE RADIUS 1.90 (METER)BREADTH 42.00 (METER) D. B. HEIGHT 2.20 (METER)DEPTH 19.50 (METER) DEADRISE .00 (METER)DRAFT 13.60 (METER) CAMBER .80 (METER)WIDTH SHEER: 2.90 (METER) GUNWALE RADIUS: .00 (METER)WIDTHKEEL : 2.43 (METER) WIDTH FLATDECK: 6.60 (METER)ZDIST 5.00 (METER) WIDTHFLATBOT.: .00 (METER)WIDTH STRNG: 2.50 (METER)

DISPLACEMENT : 108450. (METRIC TONS)BLOCK COEFFICIENT : .800

2 AR32 .00 1.90 32. 48. .7801 MILD 1.90 16.60 24. 41. 1.0002 AM32 16.60 20.40 32. 48. .780

NOMINAL WEB SPACING = 3 .58 (METER)FLOOR OR SUPPORTING SPACING = 3.58 (METER)

YIELDMATERIAL BOTTOM TOP STRESSNUMBER DESC (METER) (METER) KG/MM2

(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)

LENGTH OF VESSEL : 231.54 (METER)BREADTH OF VESSEL : 42.00 (METER)BLOCK COEFFICIENT : .800

Cl 102E+02C2 .100E-01

STILL WATER BM (Msw) = 242301.80 (TONS-METERS)ABS Wave Sagging BM (Mws) = -385909.10 (TONS-METERS)ABS Wave Hogging BM (Mwh) = 355320.70 (TONS-METERS)

BENDING MOMENT (FOR THE DESIGN) = 597622.50 (TONS - METERS)

(6.3.4 A SECTION MODULUS)

FP = 1.784 (MT/CM**2)SM = 334990.20 (CM**2_M)

(6.3.4 2. MINIMUM SECTION MODULUS)

Cl = 10184E+02SM= 343947.50 (CM**2_M)

(BENDING STRESS AND REQUIRED SECTION MODULUS)

SIGMA B = 1.738 (MT/CM**2)SM = 343947.50 (CM**2_M)

(6.3.4 B REQUIRED HULL-GIRDER MOMENT OF INERTIA)

HGMI = 2391520.00 (CM**2_M**2)

(VALUES MODIFIED BY Q FACTOR)

REQ. SECTION MODULUS Q-FACTOR LIMIT STRESS(CM**2_M) (MT/CM**2)

TOP 268279.00 .780 2.228

BOTTOM 268279.00 .780 2.228

- A16 -

ABS/OMSEC PROGRAM VERSION 3.02 PAGE - 2

(EASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: 1BASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: 1BASE.OUTTITLE : 95KDWT EASE HULL W/OMSEC SCANTL.

SECTION MODULUS

PLATE SEAM COORDINATES

SHELLSECTION DESCRIPTION NODE GIRTHS Y-COORD Z-COORD

(METER) (METER) (METER)

1 BOTTOM 1 .00 .00 .00i BOTTOM 2 2.43 2.43 .001 BOTTOM 3 8.00 8.00 .00i BOTTOM 4 16.00 16.00 .001 BOTTOM 5 19.10 19.10 .001 BOTTOM 6 22.08 21.00 1.902 SIDE 1 .00 21.00 1.902 SIDE 2 4.20 21.00 6.102 SIDE 3 12.78 21.00 14.682 SIDE 4 14.70 21.00 16.602 SIDE 5 17.60 21.00 19.503 MAIN DECK 1 .00 21.00 19.503 MAIN DECK 2 2.50 18.50 19.643 MAIN DECK 3 2.70 18.30 19.653 MAIN DECK 4 14.42 6.60 20.303 MAIN DECK 5 21.02 .00 20.304 INNER BOTTOM 1 .00 .00 2.204 INNER BOTTOM 2 8.00 8.00 2.204 INNER BOTTOM 3 16.00 16.00 2.205 BULKHEAD 1 .00 16.00 2.205 BULKHEAD 2 2.44 17.25 4.30S BULKHEAD 3 4.53 18.30 6.105 BULKHEAD 4 7.88 18.30 9.455 BULKHEAD 5 10.38 18.30 11.955 BULKHEAD 6 12.94 18.30 14.515 BULKHEAD 7 15.63 18.30 17.205 BULKHEAD 8 18.08 18.30 19.656 BULKHEAD 1 .00 .00 2.206 BULKHEAD 2 3.00 .00 5.206 BULKHEAD 3 6.00 .00 8.206 BULKHEAD 4 9.00 .00 11.20G BULKHEAD 5 12.00 .00 14.206 BULKHEAD 6 15.00 .00 17.206 BULKHEAD 7 18.10 .00 20.30

-A17-

s/OMsEC PROGRAM VERSION 3.02 PAGE- 3(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: 1BASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: 1BASE.OUTTITLE : 95KDWT BASE HULL W/OMSEC SCANTL.

PLATE AREA, MOMENT, AND INERTIA /UNIT THICKNESS

SHELLSECTION DESCRIPTION PLATE AREA MOMENT INERTIA

(METER) (M**2) (M**3)

1 BOTTOM 1 2.43 .00 .0

1 BOTTOM 2 5.57 .00 .0

i BOTTOM 3 8.00 .00 .0

i BOTTOM 4 3.10 .00 .0

1 BOTTOM 5 2.98 2.06 2.42 SIDE 1 4.20 16.80 73.42 SIDE 2 8.58 89.15 978.92 SIDE 3 1.92 30.03 470.22 SIDE 4 2.90 52.34 946.93 MAIN DECK 1 2.50 48.92 957.43 MAIN DECK 2 .20 4.01 78.83 MAIN DECK 3 11.72 234.07 4675.93 MAIN DECK 4 6.60 133.98 2719.84 INNER BOTTOM 1 8.00 17.60 38.74 INNER BOTTOM 2 8.00 17.60 38.75 BULKHEAD 1 2.44 7.94 26.75 BULKHEAD 2 2.08 10.84 56.95 BULKHEAD 3 3.35 26.05 205.65 BULKHEAD 4 2.50 26.75 287.55 BULKHEAD 5 2.56 33.87 449.55 BULKHEAD 6 2.69 42.65 677.85 BULKHEAD 7 2.45 45.14 833.06 BULKHEAD 1 1.50 5.55 21.76 BULKHEAD 2 1.50 10.05 68.56 BULKHEAD 3 1.50 14.55 142.36 BULKHEAD 4 1.50 19.05 243.16 BULKHEAD 5 1.50 23.55 370.96 BULKHEAD 6 1.55 29.06 5462

- A18 -

ABS/OMSEC PROGRAM VERSION 3.02 PAGE- 4

(EASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: 1BASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: 1BASE.OUTTITLE : 95KDWT EASE HULL W/OMSEC SCANTL.

SIDE STRINGERS -

ITEM X-ORD. Y-ORD. PLT L PLT T AREA ARM XI0

-A19-

1 .00 .00 2200. 14. 0. 0. 30800. 1.10 12423.2 8.00 .00 2200. 14. 0. 0. 61600. 1.10 24845.3 16.00 .00 2200. 13. 0. 0. 55000. 1.10 22183.

1 21.00 6.10 2700. 14. 72900. 6.10 0.2 21.00 14.68 2700. 14. 72900. 14.68 0.

ABS/OMSEC PROGRAM VERSION 3.02 PAGE- 5(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: 1BASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: 1BASE.OUTTITLE : 95KDWT BASE HULL W/OMSEC SCANTL.

BOTTOM GIRDERS -

ITEM X-ORD. Y-ORD. WEB H WEB T FACE W FACE T AREA ARM XI0

ABS/OMSEC PROGRAM VERS(EASED ON PROPOSED ABSINP FILE: 1BASE.INPTITLE : 95KDWT BASE HU

KEEL PLATEBOTTOMBOTTOMBOTTOMBOTTOMSIDESIDESIDESHEERSTRAKESTRINGERMAIN DECKMAIN DECKMAIN DECKINNER BOTTOMINNER BOTTOMBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEAD

LONGITUDIAL PLATE - 0.4L AMIDSHIPS

ION 3.02RULE CHANGES FOR 1991)TLE FILE: TABLE2.TLB

LL W/OMSEC SCANTL.

THICKNESS (MM) LENGTHLOCAL RULE

DESIGN ( REQ'D ) (METER) FRAMED

i AH32 129.52 16.500 (16.500) 2.432 AH32 117.75 15.000 (15.000) 5.57

3 AH32 117.75 15.000 (15.000) 8.004 AH32 117.75 15.000 (15.000) 3.105 AH32 117.75 15.000 (15.000) 2.981 MILD 137.38 17.500 (17.500) 4.202 MILD 137.38 17.500 (17.500) 8.583 MILD 137.38 17.500 (17.500) 1.924 AH32 122.36 15.587 (15.500) 2.90i AH32 122.36 15.587 (15.500) 2.50

2 AH32 122.36 15.587 (15.500) .20

3 AH32 122.36 15.587 (15.500) 11.724 AH32 122.36 15.587 (15.500) 6.60

1 MILD 125.60 16.000 (16.000) 8.00

2 MILD 125.60 16.000 (16.000) 8.00i MILD 121.67 15.500 (15.500) 2.442 MILD 117.75 15.000 (15.000) 2.08

3 MILD 109.90 14.000 (14.000) 3.35

4 MILD 102.05 13.000 (13.000) 2.505 MILD 90.28 11.500 (11.500) 2.566 AH32 98.13 12.500 (12.500) 2.69

7 AH32 125.60 16.000 (16.000) 2.451 MILD 121.67 15.500 (15.500) 3.00

2 MILD 113.82 14.500 (14.500) 3.00

3 MILD 105.97 13.500 (13.500) 3.00

4 MILD 94.20 12.000 (12.000) 3.00S AH32 98.13 12.500 (12.500) 3.00

6 AH32 125.60 16.000 (16.000) 3.10

PAGE- 6

OUTPUT FILE: 1EASE.OUT

LONG I TUD INALLONGITUDINALLONG ITUDINALLONGITUDINALLONGITUDINALLONGITUDINALLONGITUDINALLONG I TUD INALLONG I TUD INALLONG ITUD INALLONGITUDINALLONGITUDINALLONGITUDINALLONG I TUD INALLONGITUDINALLONGITUDINALLONGITUDINALLONG I TUD INALLONGITUDINALLONG I TUD INALLONGITUDINALLONGITUDINALLONGITUDINALLONGITUDINALLONGITUDINALLONGITUDINALLONGITUDINALLONGITUDINAL

- A20 -

SHELL PLATE

SECTION ELE. MAT'L KG/M2

ABS/OMSEC PROGRAM VERSION 3.02(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: 1BASE.INP TLE FILE: TABLE2.TLBTITLE : 95KDWT BASE HULL W/OMSEC SCANTL.

LONGITUDINAL STIFFENER SCANTLINGS - 0.4L AMIDSHIPS

PAGE- 7

OUTPUT FILE: 1BASE.OUT

- A21 -

SECTION NO. =

NO MAT'L SCANTLINGS

1(BOTTOM

AREA

)

PLATETHK

NOMINAL SPACING =

PLATE Y-ORD. Z-ORD.EFW

.800

RULESM (ABS)

CALC.SM

1 AH32 400X100X13X18 7000. 16.5 800. .80 .00 1168. 1318.2 AH32 400X100X13X18 7000. 16.5 800. 1.60 .00 1168. 1318.3 AH32 400X100X13X18 7000. 16.5 800. 2.40 .00 1168. 1318.4 AH32 400X100X13X18 7000. 15.0 800. 3.20 .00 1168. 1305.5 AH32 400X100X13X18 7000. 15.0 800. 4.00 .00 1168. 1305.6 AH32 400X100X13X18 7000. 15.0 800. 4.80 .00 1168. 1305.7 AH32 400X100X13X18 7000. 15.0 800. 5.60 .00 1168. 1305.8 AH32 400X100X13X18 7000. 15.0 800. 6.40 .00 1168. 1305.9 AH32 400X100X13X18 7000. 15.0 800. 7.20 .00 1168. 1305.

10 AH32 400X100X13X18 7000. 15.0 800. 8.80 .00 1168. 1305.11 AH32 400X100X13X18 7000. 15.0 800. 9.60 .00 1168. 1305.12 AH32 400X100X13X18 7000. 15.0 800. 10.40 .00 1168. 1305.13 AH32 400X100X13X18 7000. 15.0 800. 11.20 .00 1168. 1305.14 AH32 400X100X13X18 7000. 15.0 800. 12.00 .00 1168. 1305.15 AH32 400X100X13X18 7000. 15.0 800. 12.80 .00 1168. 1305.16 AH32 400X100X13X18 7000. 15.0 800. 13.60 .00 1168. 1305.17 AH32 400X100X13X18 7000. 15.0 800. 14.40 .00 1168. 1305.18 AH32 400X100X13X18 7000. 15.0 800. 15.20 .00 1168. 1305.19 AH32 400X100X13X18 7000. 15.0 800. 16.80 .00 1168. 1305.20 AH32 400X100X13X18 7000. 15.0 800. 17.60 .00 1168. 1305.21 AH32 400X100X13X18 7000. 15.0 800. 18.40 .00 1168. 1305.22 AH32 400X100X13X18 7000. 15.0 800. 19.10 .00 1168. 1305.

SECTION NO. = 2(SIDE ) NOMINAL SPACING = .780

- A22 -

NO MAT'L SCANTLINGS AREA PLATETHK

PLATE Y-ORD.EFW

Z-ORD. RULESM (ABS)

CALC.SM

1 AH32 400X100X13X18 7000. 17.5 780. 21.00 1.90 1035. 1323.2 MILD 400X100X13X18 7000. 17.5 780. 21.00 2.68 1272. 1323.3 MILD 400X100X13X18 7000. 17.5 780. 21.00 3.46 1217. 1323.4 MILD 400X100X13X18 7000. 17.5 780. 21.00 4.24 1162. 1323.5 MILD 400X100X13X18 7000. 17.5 780. 21.00 5.02 1107. 1323.6 MILD 350X100X12X17 5900. 17.5 780. 21.00 6.88 977. 1034.7 MILD 350X100X12X17 5900. 17.5 780. 21.00 7.66 922. 1034.8 MILD 350X100X12X17 5900. 17.5 780. 21.00 8.44 867. 1034.9 MILD 350X100X12X17 5900. 17.5 780. 21.00 9.22 813. 1034.10 MILD 350X100X12X17 5900. 17.5 780. 21.00 10.00 758. 1034.11 MILD 300X90X11X16 4740. 17.5 780. 21.00 10.78 703. 739.

12 MILD 300X90X11X16 4740. 17.5 780. 21.00 11.56 648. 739.

13 MILD 300X90X11X16 4740. 17.5 780. 21.00 12.34 594. 739.

14 MILD 250X90X10X15 3850. 17.5 780. 21.00 13.12 539. 540.

15 MILD 250X90X10X15 3850. 17.5 780. 21.00 13.90 484. 540.

16 MILD 250X90X10X15 3850. 17.5 780. 21.00 15.46 375. 540.

17 MILD 250X90X10X15 3850. 17.5 780. 21.00 16.24 320. 540.

18 AH32 250X90X10X15 3850. 15.6 780. 21.00 17.02 207. 534.

19 AH32 250X90X10X15 3850. 15.6 780. 21.00 17.80 164. 534.

20 AH32 250X90X10X15 3850. 15.6 780. 21.00 18.58 122. 534.

ABS/OMSEC PROGRAM VERSION 3.02 ?AGE- 8

(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: 1BASE.INP TLE FILE: TABLE2.TLB OUTPUT FILE: :LBASE.OUTTITLE : 95KDWT BASE HULL W/OMSEC SCANTL.

LONGITUDINAL STIFFENER SCANTLINGS - 0.4L AMIDSHIPS

-A23-

SECTION NO. =

NO MAT'L SCANTLINGS

3(MAIN DECK )

AREA PLATETHK

NOMINAL SPACING =

PLATE Y-ORD. Z-ORD.EFW

.800

RULESM (ABS)

CALC.SM

1 AH32 300X18 5400. 15.6 800. 20.20 19.54 190. 517.2 AH32 300X18 5400. 15.6 800. 19.40 19.59 190. 517.3 AH32 300X18 5400. 15.6 800. 18.60 19.63 190. 517.4 AH32 300X18 5400. 15.6 800. 17.50 19.69 190. 517.5 AH32 300X18 5400. 15.6 800. 16.70 19.74 190. 517.6 AH32 300X18 5400. 15.6 800. 15.90 19.78 190. 517.7 A1132 300X18 5400. 15.6 800. 15.10 19.83 190. 517.8 AH32 300X18 5400. 15.6 800. 14.31 19.87 190. 517.9 AH32 300X18 5400. 15.6 800. 13.51 19.92 190. 517.

10 Ai-132 300X18 5400. 15.6 800. 12.71 19.96 190. 517.11 AH32 300X18 5400. 15.6 800. 11.91 20.01 190. 517.12 AH32 300X18 5400. 15.6 800. 11.11 20.05 190. 517.13 AH32 300X18 5400. 15.6 800. 10.31 20.09 190. 517.14 AH32 300X18 5400. 15.6 800. 9.51 20.14 190. 517.15 AH32 300X18 5400. 15.6 800. 8.71 20.18 190. 517.16 AH32 300X18 5400. 15.6 800. 7.92 20.23 190. 517.17 AH32 300X18 5400. 15.6 800. 7.12 20.27 190. 517.18 Ai-132 300X18 5400. 15.6 800. 6.32 20.30 190. 517.19 AH32 300X18 5400. 15.6 800. 5.52 20.30 190. 517.20 AH32 300X18 5400. 15.6 800. 4.72 20.30 190. 517.21 AH32 300X18 5400. 15.6 800. 3.92 20.30 190. 517.22 AH32 300X18 5400. 15.6 800. 3.12 20.30 190. 517.23 AH32 300X18 5400. 15.6 800. 2.32 20.30 190. 517.24 AH32 300X18 5400. 15.6 800. 1.52 20.30 190. 517.25 AH32 300X18 5400. 15.6 800. .72 20.30 190. 517.

ABS/OMSEC PROGRAM VERSION 3.02 PAGE- 9(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: 1BASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: 1BASE.OUTTITLE : 95KDWT BASE HULL W/OMSEC SCANTL.

LONGITUDINAL STIFFENER SCANTLINGS - 0.4L AMIDSHIPS

A24 -

SECTION NO. = 4(INNER BOTTOM)

NO MAT'L SCANTLINGS AREA PLATETHK

NOMINAL SPACING =

PLATE Y-ORD. Z-ORD.EFW

.800

RULESM (ABS)

CALO.SM

i MILD 450X150X11.5X15 7425. 16.0 800. .80 2.20 1579. 1673.2 MILD 450X150X11.5X15 7425. 16.0 800. 1.60 2.20 1579. 1673.3 MILD 450X150X11.5X15 7425. 16.0 800. 2.40 2.20 1579. 1673.4 MILD 450X150X11.5X15 7425. 16.0 800. 3.20 2.20 1579. 1673.5 MILD 450X150X11.5X15 7425. 16.0 800. 4.00 2.20 1579. 1673.6 MILD 450X150X11.5X15 7425. 16.0 800. 4.80 2.20 1579. 1673.7 MILD 450X150X11.5X15 7425. 16.0 800. 5.60 2.20 1579. 1673.8 MILD 450X150X11.5X15 7425. 16.0 800. 6.40 2.20 1579. 1673.9 MILD 450X150X11.5X15 7425. 16.0 800. 7.20 2.20 1579. 1673.10 MILD 450X150X11.5X15 7425. 16.0 800. 8.80 2.20 1579. 1673.11 MILD 450X150X11.5X15 7425. 16.0 800. 9.60 2.20 1579. 1673.12 MILD 450X150X11.5X15 7425. 16.0 800. 10.40 2.20 1579. 1673.13 MILD 450X150X11.5X15 7425. 16.0 800. 11.20 2.20 1579. 1673.14 MILD 450X150X11.5X15 7425. 16.0 800. 12.00 2.20 1579. 1673.15 MILD 450X150X11.5X15 7425. 16.0 800. 12.80 2.20 1579. 1673.

16 MILD 450X150X11.5X15 7425. 16.0 800. 13.60 2.20 1579. 1673.17 MILD 450X150X11.5X15 7425. 16.0 800. 14.40 2.20 1579. 1673.

18 MILD 450X150X11.5X15 7425. 16.0 800. 15.20 2.20 1579. 1673.

ABS/OMSEC PROGRAM VERSION 3.02 PAGE - 10(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: 1BASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: 1BASE.OUTTITLE : 95KDWT BASE HULL W/OMSEC SCANTL.

LONGITUDINAL STIFFENER SCANTLINGS - O.4L AMIDSHIPS

- A25 -

SECTION NO. = 5(BULKHEAD

NO MAT'L SCANTLINGS AREA

)

PLATETHK

NOMINAL SPACING =

PLATE Y-ORD. Z-ORD.EFW

.780

RULESM (ABS)

CALC.SM

i MILD 450X150X11.5X15 7425. 15.5 780. 16.38 2.84 1340. 1666.2 MILD 400X100X13X18 7000. 15.5 780. 16.77 3.49 1295. 1307.3 MILD 400X100X13X18 7000. 15.5 780. 17.15 4.13 1250. 1307.4 MILD 400X100X13X18 7000. 15.0 780. 17.55 4.82 1202. 1303.5 MILD 400X100X13X18 7000. 15.0 780. 17.93 5.47 1156. 1303.6 MILD 400X100X13X18 7000. 14.0 780. 18.30 6.85 1059. 1293.7 MILD 350X100X12X17 5900. 14.0 780. 18.30 7.63 1004. 1012.8 MILD 350X100X12X17 5900. 14.0 780. 18.30 8.41 950. 1012.9 MILD 350X100X12X17 5900. 14.0 780. 18.30 9.19 895. 1012.

10 MILD 350X100X12X17 5900. 13.0 780. 18.30 10.05 834. 1005.11 MILD 350X100X12X17 5900. 13.0 780. 18.30 10.83 780. 1005.12 MILD 350X100X12X17 5900. 13.0 780. 18.30 11.61 725. 1005.13 MILD 300X90X11X16 4740. 13.0 780. 18.30 12.39 670. 719.14 MILD 300X90X11X16 4740. 11.5 780. 18.30 12.35 673. 711.15 MILD 300X90X11X16 4740. 11.5 780. 18.30 13.13 618. 711.16 MILD 300X90X11X16 4740. 11.5 780. 18.30 13.91 564. 711.17 MILD 250X90X10X15 3850. 12.5 780. 18.30 15.50 452. 524.18 MILD 250X90X10X15 3850. 12.5 780. 18.30 16.28 397. 524.19 AH32 250X90X10X15 3850. 12.5 780. 18.30 17.06 267. 524.20 AH32 250X90X10X15 3850. 16.0 780. 18.30 17.85 224. 535.21 AH32 250X90X10X15 3850. 16.0 780. 18.30 18.63 181. 535.22 AH32 250X90X10X15 3850. 16.0 780. 18.30 19.41 138. 535.

ABS/OMSEC PROGRAÎ4 VERSION 3.02 PAGE - 11(EASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: 1BASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: 1EASE.OUTTITLE : 95KDWT EASE HULL W/OMSEC SCANTL.

LONGITUDINAL STIFFENER SCANTLINGS - 0.4L AMIDSHIPS

- A26 -

SECTION NO. = 6(BULKHEAD

NO MAT'L SCANTLINGS AREA

)

PLATETHK

NOMINAL SPACING =

PLATE Y-ORD. Z-ORD.EFW

.780

RULESM (ABS)

CALCSM

1 MILD 450X150X11.5X15 7425. 15.5 780. .00 2.98 1331. 16662 MILD 400X100X13X18 7000. 15.5 780. .00 3.76 1276. 13073 MILD 400X100X13X18 7000. 15.5 780. .00 4.54 1221. 13074 MILD 400X100X13X18 7000. 14.5 780. .00 5.32 1166. 12985 MILD 400X100X13X18 7000. 14.5 780. .00 6.10 1112. 12986 MILD 400X100X13X18 7000. 14.5 780. .00 6.88 1057. 12987 MILD 350X100X12X17 5900. 14.5 780. .00 7.66 1002. 10168 MILD 350X100X12X17 5900. 13.5 780. .00 8.44 947. 10099 MILD 350X100X12X17 5900. 13.5 780. .00 9.22 893. 100910 MILD 350X100X12X17 5900. 13.5 780. .00 10.00 838. 100911 MILD 350X100X12X17 5900. 13.5 780. .00 10.78 783. 100912 MILD 350X100X12X17 5900. 12.0 780. .00 11.56 728. 99713 MILD 300X90X11X16 4740. 12.0 780. .00 12.34 674. 71414 MILD 300X90X11X16 4740. 12.0 780. .00 13.12 619. 71415 MILD 300X90X11X16 4740. 12.0 780. .00 13.90 564. 71416 MILD 250X90X10X15 3850. 12.5 780. .00 14.68 509. 52417 MILD 250X90X10X15 3850. 12.5 780. .00 15.46 455. 52418 MILD 250X90X10X15 3850. 12.5 780. .00 16.24 400. 52419 AH32 250X90X10X15 3850. 12.5 780. .00 17.02 269. 52420 AH32 250X90X10X15 3850. 16.0 780. .00 17.80 227. 53521 AH32 250X90X10X15 3850. 16.0 780. .00 18.58 184. 53522 AH32 250X90X10X15 3850. 16.0 780. .00 19.36 141. 535

ABS/OMSEC PROGRAM VERSION 3.02 PAGE - 12(EASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: 1BASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: 1BASE.OTJTTITLE : 95KDWT EASE HULL W/OMSEC SCANTL.

LONGITUDINAL STIFFENER SCANTLINGS - 0.4L AMIDSHIPS

SECTION DESCRIPTION

SUMMARY OF LONGITUDINAL MATERIAL - 0.4L AMIDSHIPS

PLATE

i BOTTOM 334.92 2.63 154.002 SIDE 302.45 2.37 105.673 MAIN DECK 327.68 2.57 135.004 INNER BOTTOM 256.00 2.01 133.655 BULKHEAD 250.80 1.97 119.896 BULKHEAD 126.80 1.00 59.50

0.4L AMIDSHIPS = 92.62 (M)STEEL WEIGHT = 3566.76 (MT)

LONGITUDINAL SECTION

AREA (MM-M) (MT/M) AREA (MM-M) (MT/M) (MT/M)

1.21 3.84.83 3.20

1.06 3.631.05 3.06.94 2.91.47 1.46

- A27 -

AES/OMSEC PROGRAM VERSION 3.02 PAGE - 13(EASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: 1BASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: 1BASE.OUTTITLE : 95KDWT BASE HULL W/OMSEC SCANTL.

SUB-TOTAL--- 1598.65 12.55 707.70 5.56 18.10

DECK GIRDERS .00

BOTTOM GIRDERS .58

SIDE STRINGERS .57

MISC. VERT. PLTS .00

(ONE SIDE) TOTAL 19.26

TOTAL 38.51

TOTAL WEIGHT OF LONG'L MATERIAL - 0.4L AMIDSHIPS

SUMMARY

CALC HULL-GIRDERMOMENT OF INERTIA

(CM**2 _M**2)

2918411.00

REQ. HULL-GIRDERMOMENT OF INERTIA

(CM**2_M**2)

2391520.00

- A28 -

ABS/OMSEC PROGRAM VERSION 3.02 PAGE - 14(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: 1BASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: 1BASE.OUTTITLE : 95KDWT BASE HULL W/OMSEC SCANTL.

NEUTRAL AXIS HEIGHT = 8.59 (M) ABV. KEEL

PROPOSEDABS 1990 RULE CHANGES

CALC SECTION MODULUS REQ. SECTION MODULUS SM RATI((CM**2M) (CM**2M) SMR/SMA

TOP 267620.80 268279.00 1.002

BOTTOM 339548.60 268279.00 .790

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7547

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6-7

6_2

14_7

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12_I

l_00

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97.

7272

-664

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1514

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6149

014

4047

9-26

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4911

0444

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0.4)

247.

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__71

6059

4 4 6 2 9 24

850

66

204

700

2*4 7* 92 (00

210

7811

035

(99

927

049

979

242

9910

26770

(SIl

80

lOO

*72

676

2410

(741

0<0

7605

5*56

01,

04

2478

1104

9207

0

7944

1260

0204

9

8*36

5010

676

.544

77(0

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(S -

Z 49*2

7978

(907

.

7952

9740

4

0449

974

646

7074 96

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70*3

-007 *770

890

744

6597

1684

1027

49

14*0

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2079

7082

784(

9279

574

44*9

1669

2109

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8168

9874

8

2452

9542

06

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9,09

7924

6

181*

109

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70*2

-070

7494

5 (9

52-9

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9

422

6,!

640

7559

0

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2-4

6*4

546 41

4119

44.

9*09

0029

0

1- 4

5 764

249

696

474

9940

(059

(709

4050

9259

676

976

7442

-419

72-4

9 (0

*2-6

7492

-3*

7194

2-17

499-

49 (

0012

. 1,7

p<2_

45

4* 8

469

210

70*0

-1(0

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2-I

7489

7497

7495

9

6(94

6114

9497

6097

6444

9a69

7041

5440

4a69

16

010.

_970

41

0_9L

841

2104

1.11

841

9191

*9*2

412.

41.1

1641

0420

0t29

00(L

O71

40.2

54.0

(241

Summary - 4OKDWT Alternative VesselsNo. Pieces, Area, Weight

-A73-

Uni

que

Item

Tot

alof

ltem

LF

.B(m

)

L

Ang

le(m

)

L

Tee (m

)

L

Bul

b(m

)

Are

aC

urve

Pl

(M"2

)

Are

a of

Pla

te(M

'2)

Wei

ght

Item

(MT

)A

ltern

ativ

eB

LKD

escr

iptio

n

4010

4OK

DW

TB

ase

Ves

sel

157

1642

2215

235

793

118

2.0

7353

.484

6.7

4020

Bas

e M

ild S

teel

157

1642

2215

235

793

118

2.0

7467

.987

0.7

4030

Bw

/add

ition

al c

hoic

e st

iffs

195

1646

2258

235

793

118

2.0

7257

.084

0.3

4040

Bw

/Cor

ruga

ted

bhd

155

1566

2215

178

993

111

7.4

7309

.984

1.0

4050

Bw

I for

med

Hop

159

1650

2215

241

496

716

2.0

7287

.983

9.7

4060

B w

! hop

per

side

170

1810

2359

230

793

118

2.0

7185

.582

9.6

4070

Bw

/Bul

bs22

316

4222

1532

3818

2.0

6803

.684

1.3

4060

B w

/PIt

Ang

com

bina

tion

9615

3016

06 3

828

182.

072

88.0

840.

5

4090

B w

/Flr,

etc

Stif

f Aut

o W

eld

157

1642

2214

235

693

0.18

2.0

7353

.484

6.7

4010

0U

4 U

nidi

rect

w/C

orru

gate

133

1360

1295

653

117.

489

71.7

145

5.5

4011

0U

5w!c

orru

gate

d bh

d10

599

282

946

651

211

7.4

8291

.3 1

178.

2

4011

1U

5w!d

oubl

epla

tebh

d10

799

882

946

651

211

7.4

8597

.7 1

213.

3

4011

2U

5w/c

orru

g &

HT

S D

&B

no C

L bh

d86

854

781

328

512

117.

470

87.1

979.

1

4012

0U

6Dis

hed

plat

e67

2116

3448

130

629

31,6

8155

.3 1

369.

5

4012

1U

6Dis

hed

Pla

te/r

ev67

2116

3448

130

629

31.6

8155

.3 1

369.

5

4013

0B

w/S

lotte

d l.B

.15

716

4222

14 2

356

930.

182.

073

53.4

846.

7

4014

0B

w/S

tand

&S

erie

s15

723

5673

53.4

1642

2214

930.

182.

084

6.7

1642

2214

235

693

0.18

2.0

846.

740

150

B w

!Std

Des

ign

157

7353

.4

Alte

rnat

ives

Sum

mar

yW

EIG

HT

S A

ND

WE

LD V

OLU

ME

FO

R V

AR

IOU

S A

LTE

RN

AT

IVE

S

ELE

ME

NT

S O

F B

LOC

KS

- O

NE

TA

NK

LE

NG

TH

Sununary - 95KDWT Alternative VesselsNo. Pieces, Area, Weight

- A75 -

Alte

rn a

tiv e

s S

u m

mar

y W

EIG

HT

S A

ND

WE

LD V

OLU

ME

FO

R V

AR

IOU

S A

LTE

RN

AT

IVE

SE

LEM

EN

TS

OF

BLO

CK

S

Uni

que

Item

Tot

al #

of lt

em#

Ea. L

L F.B

(m)

LA

n g

le

(m)

LB

ulb

(m)

Leng

th/W

idth

(m)

Are

aC

urve

Pl

(M2)

Are

a of

Pla

te(M

'2)

Wei

ght

Item

(MT

)A

ltern

ativ

eD

escr

iptio

n

95K

DW

T B

ase

Ves

sel

153

2457

3796

343

3 20

0445

2.2

1229

6.8

1472

.995

10

9520

Bas

e M

ild S

teel

153

2457

3796

343

3 20

0445

2.2

1249

8.0

1587

.0

9530

Non

Std

Stif

fnrs

191

2457

3897

392

2 20

0545

2.2

1219

4.2

1580

.5

9540

Bas

e w

/Cor

ruga

ted

142

2440

3603

340

2 20

0545

2,2

1236

4.7

1486

.0

9550

For

med

Hpr

Sid

e15

724

6537

97 3

434

2005

452.

212

296.

8 14

72.8

9560

Bkt

in li

eu H

oppe

r14

922

7936

43 3

405

2105

452.

212

424.

6 14

90.0

9570

Bas

e w

/Bul

b F

lats

181

2457

2581

6533

452.

211

544.

6 14

96.5

9580

W/a

ngle

PIt

units

8321

3325

94 6

641

452.

212

264.

4 14

90.9

U3

Uni

dir

dish

ed67

2375

5579

.611

263.

5295

120

3813

144

119

44.

9512

123

7538

13 1

441

U3

Uni

dis

hed/

rev

6755

79.6

1126

3.52

1944

.

Summary - 4OKDWT Alternative VesselsWeld Volume, Auto, Manual, Fillet, Butt

- A77 -

Alte

rnat

ives

Sum

mar

yW

ELD

ING

VO

LUM

ON

ET

AN

KIE

NO

TH

Wel

diug

Fta

tPta

teW

eldi

ng C

wv

Pla

te

Aut

omat

icM

anua

lA

utot

na4c

Men

ual

fille

tB

utt

611.

1B

utt

fIlet

But

tB

IlaI

But

t

t,l9m

m(c

m2-

M)

1>1g

m(c

n,2-

W

on.u

tded

twos

ided

t<l8

mm

(cm

2-M

)t>

lgm

m(c

m2-

M)

twoe

lded

10=

59m

m(c

m2-

M)

1>19

mm

(cm

2-M

)

onas

ided

twos

ided

10=

19m

m(c

m2-

M)

(cm

2-W

twos

ided

Atle

rna9

veD

escr

iptio

nl<

l9m

m t>

lgm

ry 1

0=19

mm

1,1

9mm

10=

19m

m¡1

'mm

(cm

2-M

)I

(cm

2-M

)50

=19

mm

t,lg

mrr

t<=

lgm

m t>

lgrn

lrt,i

gmni

tc=

tgm

m(c

m2-

M)

1>l9

mrr

(cm

2-W

(cm

2-M

) (c

m2-

W (

cm2-

M)

(cm

2-M

)(c

m2-

M)

(cm

2-W

(cn

,2-M

)(c

m2-

I.

4050

4OK

DW

T B

asa

Ves

sel

3138

021

40.2

5502

.214

50.9

2842

.360

.058

.324

.163

.0

4020

Bas

e M

ild S

teel

3135

.722

012

5419

.514

50.9

3094

.360

.058

.329

.171

4

4050

8w/a

dditi

onal

cho

icos

tifti

3157

221

40.2

5502

.214

50.9

2853

,380

.058

.329

.163

.0

4940

Bw

/Cer

rugu

ladb

hd26

67.5

1941

.574

54,4

546.

227

166

60.0

63.0

4050

B w

(for

rrre

d H

op31

389

2197

.853

995

1434

031

44.2

600

58.3

241

61,0

4060

Bw

/ hop

per

sIda

3085

218

97.9

6453

.543

4.0

3094

.080

058

.329

.143

0

4070

B w

/But

bs21

106

2218

.754

17.3

1354

.725

24.8

277.

556

329

.184

5

41)6

0B

w/P

IIAn9

con

Irin

alio

n41

2.6

422.

949

427

143u

023

80.9

60.0

58.3

29,1

63,0

4090

B w

/FIr

.etc

Stil

t Aut

o W

eld

4342

721

40.2

3092

814

50,9

2642

380

.058

.329

.163

.0

4050

0lJ

4 U

lndI

rect

w! C

orru

gata

869

t25

15.4

1433

851

53.9

4733

.449

16.0

5773

,271

05.2

388

4055

0U

5w/c

orru

gale

d bh

d80

2218

31.5

875.

329

52.9

3325

.834

195

4669

242

82.3

1388

4055

1U

S w

/dou

blo

piul

e bh

d10

15.1

1311

.112

86.8

3124

.937

20.4

3978

.349

806

4434

.213

8.8

4055

2U

S w

lcor

rog

6 H

i'S 0

66no

CLb

trd

428.

198

4584

1 5

2533

730

789

2570

.741

39,8

3757

.811

0.3

4012

0U

6üie

hed

plat

a10

33,8

727

5880

273

63,6

3480

927

33,0

9769

1862

222

0,3

5835

.1

4!iZ

iU

SC

/sho

d P

lato

/rev

t791

0r1

505

5880

9121

,218

23,5

375.

397

6.9

1862

222

0.3

5835

,1

4054

0B

w/S

loO

wt l

B31

380

2140

,255

02.2

1450

,928

423

60,0

583

29.1

63,0

4015

0B

w/S

tand

&S

erie

s31

38.0

2140

,255

02,2

1450

.928

42,3

80,0

58.3

29.1

63.0

Bw

/Std

Des

rgn

3138

021

402

5502

245

0.9

2842

360

.058

.329

163

.0

Sum

Wel

ds15

2640

1552

03

1531

4.2

1652

4.3

1552

78

1638

0

1406

57

9848

5

1407

93

3263

6,6

2277

7 3

2394

8 2

1844

5.1

4416

6.S

2374

4 0

1528

40

1528

40

1528

40

Summary - 95KDWT Alternative VesselsWeld Volume, Auto, Manual, Fillet, Butt

-A79-

Alte

rnat

ives

Sum

mar

y

o

Wel

ding

Fla

t Pla

taW

eldi

ng C

urve

d P

late

Aut

omat

icM

anua

lA

utom

atic

Man

ual

fil le

tB

utt

fil le

tB

utt

fit le

tB

utt

fil le

tB

utt

one

sIde

dtw

o si

ded

two

sIde

don

e si

ded'

two

side

dtw

o si

ded

Alte

rnat

ive

Des

crip

tion

t<=

l9rn

m t>

19m

nt<

=I9

mm

f>19

mm

t<l9

mrr

t>1Q

mm

t<19

mm

t>19

mt<

=lg

mm

t>lg

mrr

t<=

lQm

m t>

lgm

m'f<

=lQ

mm

t>l9

mm

t<=

l9m

mt>

l9m

rrt<

=lg

mm

t>19

mnt

<19

mm

t>lg

rnrr

(cm

2-M

) (c

m2-

W (

cm2-

M)

(crn

2-W

(cm

2-M

) (c

m2-

M)

(cm

2-M

) (c

m2-

.' (c

m2-

M)

(cm

2-M

(cm

2-M

) (c

m2-

M (

cm2-

M)

(cm

2-M

(cm

2-M

) (c

m2-

F(c

rn2-

M)

(cm

2-f (

cm2-

M)

(cn,

2-M

9510

95K

DW

TB

aseV

es51

55.7

4465

.910

5.6

8570

.411

74.8

4822

.367

.623

0.2

476.

784

.8

9520

Bas

e M

ild S

teel

4532

.056

1.3

3925

.420

75.6

8484

.714

56.3

4090

.422

41.5

257.

347

6,7

94.7

9530

Non

Std

5tif

lnr

4899

.045

132

105.

678

40.0

1180

.647

71.7

57.6

230.

247

5784

.8

9540

Bas

e w

/Cor

ruga

led

5643

.754

10.1

105.

683

26.2

791.

543

99.3

115.

223

0.2

476.

784

,8

9550

For

med

Hpr

Sid

e51

63.9

4949

.010

5.6

8026

.111

93.8

5035

.657

.623

0.2

4757

84.8

9560

Bkt

in li

eu H

oppe

r52

57.5

4575

.910

5.6

8414

,710

61.7

4818

.857

.623

0.2

476.

784

.8

9570

Bas

e w

1Bul

b F

lats

3761

.337

43.4

1308

.583

10,6

1315

.335

96.9

1413

.423

0.2

475.

784

.8

9580

W/a

ngle

Pit

units

325.

356

6.1

105.

677

44.8

1095

.037

34.3

51.6

230.

223

8.3

84.8

9512

0U

3 U

nidi

r di

shed

1147

.472

.787

4.6

4382

5.1

3916

,422

47.2

982.

423

00.1

223,

867

54.2

9512

1U

3 U

ni d

ishe

crev

2007

.892

5.6

641.

4 14

608.

419

63.9

381.

090

9.3

2300

.122

3.8

6764

.2

Sum

Wel

ds25

144.

0

2818

5.9

2415

9.5

2548

3.4

2532

3.3

2508

3.4

2424

3 1

1417

6.0

6236

4.0

3072

6.6

Summary - 4ODWT Alternative VesselsWeld Lengths

-A81-

Alte

rnat

ives

Sum

mar

yW

ELD

ING

LE

NG

TH

SO

NE

TA

NK

LE

NG

TH

Man

ual

Alte

rnat

ive

Des

crip

tion

Ave

rage

tF

i'let

But

tD

ownh

and

Ver

tical

Ove

rhea

dD

ownh

and

Ver

tical

Ove

rhea

dT

otal

leng

t

mm

MM

MM

MM

MM

M

4010

4OK

DW

TB

aseV

esse

l14

.65

1519

6.0

1084

.567

97.5

1390

.036

8.7

485.

199

.226

.325

447.

5

4020

Bas

e M

ild S

teel

14.8

315

118.

510

86.0

6848

.014

01.3

370.

349

1,9

100.

726

.625

443.

2

4030

Bw

/add

ition

alch

oice

stiff

14.7

315

286.

010

83.5

6871

.613

75.3

305.

348

7.1

97.5

21.6

2552

8.0

4040

Bw

/Cor

ruga

ted

bhd

14.6

413

497.

296

2.2

6821

.019

03.5

413,

448

6.2

135.

729

.524

248,

5

4050

Bw

/form

ed H

op14

.66

1527

9.3

1124

.469

01.9

1389

.037

8.2

507.

910

2,2

27.8

2571

0.9

4060

Bw

/ hop

per

side

14.6

915

089.

710

16.5

7625

.215

91.8

339.

151

3.7

107.

222

.826

306.

0

4070

Bw

/Bul

bs15

.73

9247

.492

8.3

5738

.115

29.6

369.

357

6.0

153.

637

.118

579,

4

4080

Bw

/FIt

Ang

com

bina

tion

14.6

744

86.7

1280

.032

97.6

1177

.927

9.9

940.

833

6.1

79.9

1187

9.0

4090

Bw

/Flr,

etc.

Stit

f Aut

o W

eld

14.6

517

695.

112

62.9

4812

.198

4.0

261.

034

3.4

70.2

18.6

2544

7.5

4010

0U

4 U

nidi

rect

iona

l w/c

orr

20.6

449

32.8

856.

541

31.9

1514

.259

3.9

717.

426

2,9

103.

113

112.

7

4011

0U

5w/c

orru

gate

d bh

d18

,08

5180

.196

4.8

4096

.613

92.0

597.

576

3.0

259,

311

1.3

1336

4.4

4011

1U

Sw

/dou

ble

plat

e bh

d17

.96

3928

.490

5.5

3302

.411

23.4

561.

776

1.2

259,

012

9.5

1097

1,1

4011

2U

5 w

/cor

rug

& H

TS

D &

Bno

CL

bhd

17.5

854

36.6

1036

.242

27.4

1404

.658

4.2

805.

826

7.7

111.

313

873.

8

4012

0U

6 D

ishe

d pl

ate

21.3

784

33.1

1107

.037

10.7

3039

.326

2.8

487.

139

9.0

34,5

1747

3.3

4012

1U

6 D

ishe

d P

late

/rev

21.3

711

703.

815

96.7

2666

.037

0.4

120.

936

3.7

50.5

16.5

1688

8.5

4013

0B

w/S

lotte

d lB

.14

.65

1519

6,0

1084

.567

97.5

1390

.036

8.7

485.

199

.226

.325

447.

5

4014

0B

w/S

tand

& S

erie

s14

.65

1519

6.0

1084

.567

97.5

1390

.036

8.7

485.

199

,226

.325

447.

5

4015

0B

w/S

td D

esig

n14

.65

1519

6.0

1084

.567

97.5

1390

.036

8.7

485.

199

.226

.325

447.

5

Aut

o m

atic

Fill

etB

utt

Summary - 9SDWT Alternative VesselsWeld Lengths

-A83-

Alte

rnat

ives

Sum

mar

yW

ELD

ING

LE

NG

TH

S IN

ME

TE

RS

ON

E T

AN

K L

EN

GT

HM

anua

l

Alte

rnat

ive

Des

crip

tion

Ave

rg th

km

mF

illet

M

But

tM

Dow

nhan

dM

Ver

tical

MO

verh

ead

MD

ownh

and

M

Ver

tical

MO

verh

ead

MT

otal

lngt

hM

9510

95K

DW

T B

ase

Ves

sel

15.2

425

165

1919

9380

2002

355

715

153

2739

715

9520

Bas

e M

ild S

teel

16.1

625

074

1916

9448

2024

357

722

155

2739

722

9530

Non

Std

Stif

fnrs

16.4

925

591

1936

9247

1982

328

700

150

2539

957

9540

Bas

e w

/Cor

ruga

ted

15.2

925

763

2146

8951

1692

326

746

141

2739

793

9550

For

med

Hpr

Sid

e15

.24

2531

520

6490

0319

0634

873

415

528

3955

4

9560

Bkt

in li

eu H

oppe

r15

.26

2553

019

5989

4217

6634

369

713

827

3943

1

9570

Bas

ew/B

ulb

Fla

ts16

.49

1521

016

5675

2820

1435

183

422

339

2788

6

9580

W/a

ngle

PIt

units

15.4

764

0422

8638

3015

7736

513

6756

313

016

522

9512

0U

3 U

nidi

r di

shed

21.9

710

278

3301

241

562

4117

3333

3455

620

045

9512

1U

3 U

ni d

ishe

d/re

v13

422

2351

2743

234

480

1919

400

21.9

711

041

Aut

o m

atic

Fill

etB

utt

PAGE NOT USED

-A85-

PAGE NOT USED

-A86

4OKDWT Alternative VesselsEstimation of Labor Hours Calculations for One Tank

-A87-

NSRP PANEL SP-4

- A88 -

FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK4OKDWT BASE ALTERNATIVE

PROJECT: Entire Tank Section MATERIAL: MS-STSFILE: 4010 THICKNESS 0.57 INCHES

WORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDUNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR

(MNHRS/WORK UNIT)

MNHRSREaD

i OBTAIN MATERIAL SOFT 0.010 79149 1 1 1.0 1.0 791

RECEIPT & PREP

2 FLAME CU1TINGAUTOMATIC LNFT 0.040 47582 1 1 1.0 1.0 1885

MANUAL LNFT 0.071 2504 2 2 1.5 1.5 179

3 EDGE PREP-GRINDINGFLAT LNFT 0.032 1990 1 2 1.0 1.5 63

VERTICAL LNFT 0.048 407 2 2 1.5 1.5 19

OVER H EAD LNFT 0.063 108 2 2 1.5 1.5 7

4 SHAPINGBREAK BEND 0.380 0 1 1 1.0 1.0 0

ROLLING PIECE 0.951 4 1 1 1.0 1.0 4

LINE HEATING PIECE 10.000 0 1 1 1.0 1.0 0

FURNACE PIECE 15.000 0 1 1 1.0 1.0 0

PRESS PIECE 0.019 0 1 1 1.0 1.0 0

MACHINING CU IN 0.020 0 1 1 1.0 1.0 0

5 FIT UP & ASSEMBLY JOINT 0.444 6568 2 2 1.5 1.5 2915

6 WELDING, AUTO/MACHINEFILLET LN FT 0.052 49968 2 2 1 .5 1 .5 2574

BUTT LN FT 0.3804 3530 2 2 1.5 1.5 1343

7 WELDING, MANUALFILLET

DOWN HAND LN FT 0.269 22352 2 2 1.5 1 .5 6023

VERTICAL LNFT 0.404 4571 2 2 1.5 1.5 1547

OVERHEAD LNFT 0.539 1213 2 2 1.5 1.5 653

BUTTDOWN HAND LN FT 1 .030 1579 2 2 1 .5 1 .5 1627

VERTICAL LN FT 1 .545 323 2 2 1 .5 1 .5 499

OVERHEAD LNFT 2.061 86 2 2 1.5 1.5 177

8 MARKING PIECE 0.100 1642 1 1 1.0 1.0 164

9 HANDLINGSTORAGE PIECE 0.100 1642 2 2 1.5 1.5 164

TRANSPORTING ASSY 5.000 24 3 3 2.0 2.0 120

LIFTING ASSY 5.000 24 4 4 3.0 3.0 120

10 REWORK JOINT 1.000 660 5 2 4.5 1.5 1981

TOTAL TRADE LABORHOURS 23156

TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS) 6423

TOTAL PRODUCTION LABORHOURS 29578

NSRP PANEL SP-4

-A89 -

FILE: STRCTMS Revised LABOR HOURS ESTIMATING FORM FOR STRUCTURAL WORK4OKDWT BASE ALTERNATIVE

PROJECT: Entire Tank Section MATERIAL: MS-STSFILE: 4020 THICKNESS 0.58 INCHES

WORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDUNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR

(MNHRS/WORK UNIT)

MNHRSREaD

1 OBTAIN MATERIAL SQ FT 0.010 80382 1 1 1.0 1.0 804RECEIPT & PREP

2 FLAME CUTTINGAUTOMATIC LNFT 0.040 47622 1 1 1.0 1.0 1887MANUAL LNFT 0.071 2506 2 2 1.5 1.5 179

3 EDGE PREP-GRINDINGFLAT LNFT 0.032 1991 1 2 1.0 1.5 63VERTICAL LNFT 0.048 407 2 2 1.5 1.5 19OVERHEAD LNFT 0.063 108 2 2 1.5 1.5 7

4 SHAPINGBREAK BEND 0.380 0 1 1 1.0 1.0 0ROLLI NG PIECE 0.951 4 1 1 1.0 1.0 4LINE HEATING PIECE 10.000 0 1 1 1.0 1.0 0FURNACE PIECE 15.000 0 1 1 1.0 1.0 0PRESS PIECE 0.019 0 1 1 1.0 1.0 0MACHINING CUIN 0.020 0 1 1 1.0 1.0 0

5 FIT UP & ASSEMBLY JOINT 0.444 6568 2 2 1.5 1.5 2915

6 WELDING, AUTO/MACHINEFILLET LN FT 0.052 49601 2 2 1.5 1.5 2555BUTT LN FT 0.3804 3563 2 2 1.5 1.5 1355

7 WELDING, MANUALFILLET

DOWN HAND LNFT 0.269 22467 2 2 1.5 1.5 6054VERTICAL LNFT 0.404 4597 2 2 1.5 1.5 1858OVERHEAD LNFT 0.539 1215 2 2 1.5 1.5 655

BUTTDOWN HAND LNFT 1.030 1614 2 2 1.5 1.5 1663VERTICAL LNFT 1.545 330 2 2 1.5 1.5 510OVERHEAD LNFT 2.061 87 2 2 1.5 1.5 180

8 MARKING PIECE 0.100 1642 1 1 1.0 1.0 164

9 HANDLINGSTORAGE PIECE 0.100 1642 2 2 1.5 1,5 164TRANSPORTI NG ASSY 5.000 24 3 3 2.0 2.0 120LIFTING ASSY 5.000 24 4 4 3.0 3.0 120

10 REWORK JOINT 1.000 663 5 2 4.5 1.5 1990

TOTAL TRADE LABORHOURS 23266TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS) 6453

TOTAL PRODUCTION LABORHOURS 29719

NSRP PANEL SP-4

-A90-

FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK4OKDWT BASE ALTERNATIVE

PROJECT: Entire Tank Section MATERIAL: MS-STSFILE: 4030 THICKNESS 0.58 INCHES

WORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDUNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR

(M NHRS/WORK UNIT)

MNHRSREaD

i OBTAIN MATERIAL SOFT 0.010 78112 1 1 1.0 1.0 781RECEIPT & PREP

2 FLAME CUTTINGAUTOMATIC LN FT 0.040 47682 1 1 1.0 1 0 1889MANUAL LNFT 0.071 2510 2 2 1.5 15 179

3 EDGE PREP-GRINDINGFLAT LNFT 0.032 2016 1 2 1.0 1.5 64VERTICAL LNFT 0.048 404 2 2 1.5 1,5 19

OVER H EAD LNFT 0.063 90 2 2 1.5 1.5 6

4 SHAPINGBREAK BEND 0.380 0 1 1 1 .0 1 .0 0

ROLLI NG PIECE 0.951 4 1 1 1.0 1.0 4

LINE HEATING PIECE 10.000 0 1 1 1.0 1.0 0FURNACE PIECE 15.000 0 1 1 1.0 1.0 0

PRESS PIECE 0.019 0 1 1 1.0 1.0 0MACHINING CU IN 0.020 0 1 1 1.0 1.0 0

5 FIT UP & ASSEMBLY JOINT 0.444 6584 2 2 1.5 1.5 2922

6 WELDING, AUTO/MACHINEFILLET LNFT 0.052 50150 2 2 1.5 1.5 2583

BUTT LNFT 0.3804 3555 2 2 1.5 1.5 1352

7 WELDING,MANUALFILLET

DOWN HAND LN FT 0.269 22544 2 2 1 .5 1 .5 6075VERTICAL LNFT 0.404 4512 2 2 1.5 1.5 1824OVERHEAD LNFT 0.539 1002 2 2 1.5 1.5 540

BUTTDOWNHAND LNFT 1.030 1596 2 2 1.5 1.5 1646

VERTICAL LNFT 1.545 320 2 2 1.5 1.5 494OVERHEAD LNFT 2.061 71 2 2 1.5 1.5 146

8 MARKING PIECE 0.100 1646 1 1 1.0 1.0 165

9 HANDLINGSTORAGE PIECE 0.100 1646 2 2 1.5 1.5 165

TRANSPORTI NG ASSY 5.000 24 3 3 2.0 2.0 120

LIFTING ASSY 5.000 24 4 4 3.0 3.0 120

10 REWORK JOINT 1.000 658 5 2 4.5 1.5 1974

TOTAL TRADE LABORHOURS 23068TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS) 6398

TOTAL PRODUCTION LABORHOURS 29466

NSRP PANEL SP-4

-Agi -

FILE: STRCTMS Revised COST ESTIMATING FORM FOR STRUCTURAL WORK4OKDWT BASE ALTERNATIVE

PROJECT: Entire Tank Section MATERIAL: MS-STSFILE: 4040 THICKNESS 0.57 INCHES

WORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDUNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR

(MNHRS/WORK UNIT)

MNHRSREQ'D

i OBTAIN MATERIAL SOFT 0.010 78681 1 1 1.0 1.0 787RECEIPT & PREP

2 FLAME CUTTINGAUTOMATIC LNFT 0.040 45332 1 1 1.0 1.0 1796MANUAL LNFT 0.071 2386 2 2 1.5 1.5 170

3 EDGE PREP-GRINDINGFLAT LNFT 0.032 1781 1 2 1.0 1.5 56VERTICAL LN FT 0.048 497 2 2 i .5 1.5 24OVER H EAD LNFT 0.063 108 2 2 1.5 1.5 7

4 SHAPINGBREAK BEND 0.380 0 1 1 1.0 1 .0 0ROLLING PIECE 0.951 4 1 1 1.0 1.0 4LINE HEATING PIECE 10.000 0 1 1 1.0 1.0 0FURNACE PIECE 15.000 0 1 i 1.0 1.0 0PRESS PIECE 0.019 0 i 1 1.0 1.0 0MACHINING CUIN 0.020 0 1 1 1.0 1.0 0

5 FIT UP & ASSEMBLY JOINT 0.444 6264 2 2 1.5 1.5 2780

6 WELDING, AUTO/MACHINEFILLET LN FT 0.052 44281 2 2 1.5 1.5 2281BUTT LN FT 0.3804 3157 2 2 1.5 1.5 1201

7 WELDING, MANUALFILLET

DOWNHAND LN FT 0.269 22378 2 2 1 .5 1 .5 6030VERTICAL LNFT 0.404 6245 2 2 1.5 1.5 2524OVERHEAD LNFT 0539 1356 2 2 1.5 1.5 731

BUTTD O WN HAND LNFT 1.030 1595 2 2 1.5 1.5 1643VERTICAL LN FT 1 .545 445 2 2 1 .5 1 .5 688OVER H EAD LNFT 2.061 97 2 2 1.5 1.5 199

8 MARKING PIECE 0.100 1566 1 1 1.0 1.0 157

9 HANDLINGSTORAGE PIECE 0.100 1566 2 2 1.5 1.5 157TRANSPORTING ASSY 5.000 24 3 3 2.0 2.0 120LIFTING ASSY 5.000 24 4 4 3,0 3.0 120

lo REWORK JOINT 1.000 671 5 2 4.5 1.5 2013

TOTAL TRADE MANHOURS 23487TRADE SUPPORT MANHOURS (28% OF TRADE MANHOURS) 6515

TOTAL PRODUCTION MANHOURS 30002

NSRP PANEL SP-4

- A92-

FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK4OKDWT BASE ALTERNATIVE

PROJECT: Entire Tank Section MATERIAL: MS-STSFILE: 4050 ThICKNESS 0.57 INCHES

WORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARD

UNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR(MNHRS/

WORK UNIT)

MNHRSREQ'D

i OBTAIN MATERIAL SQ FT 0.010 78445 1 1 1.0 1.0 784

RECEIPT & PREP

2 FLAME CUTTINGAUTOMATIC LNFT 0.040 48307 1 1 1,0 1.0 1914

MANUAL LNFT 0.071 2542 2 2 1.5 1.5 181

3 EDGEPREP-GRINDINGFLAT LNFT 0.032 2024 1 2 1.0 1.5 64

VERTICAL LN FT 0.048 407 2 2 1.5 1,5 19

OVERHEAD LNFT 0.063 111 2 2 1.5 1.5 7

4 SHAPINGBREAK BEND 0.380 0 1 1 1 .0 1.0 0

ROLLING PIECE 0.951 4 1 1 1.0 1.0 4

LINE HEATING PIECE 10.000 0 1 1 1.0 1.0 0

FURNACE PIECE 15.000 0 1 1 1.0 1.0 0

PRESS PIECE 0.019 0 1 1 1.0 1.0 0

MACHINING CUIN 0.020 0 1 1 1.0 1.0 0

5 FIT UP & ASSEMBLY JOINT 0.444 6600 2 2 1 .5 1 .5 2929

6 WELDING, AUTO/MACHINEFILLET LN FT 0.052 50128 2 2 1.5 1.5 2582

BUTT LNFT 0.3804 3689 2 2 1.5 1.5 1403

7 WELDING, MANUALFILLET

DOWN HAND LNFT 0.269 22644 2 2 1.5 1.5 6101

VERTICAL LNFT 0.404 4557 2 2 1.5 1.5 1842

OVERHEAD LNFT 0.539 1241 2 2 1.5 1.5 669

BUTTDOWNHAND LNFT 1.030 1666 2 2 1.5 1.5 1717

VERTICAL LNFT 1.545 335 2 2 1.5 1.5 518

OVERHEAD LNFT 2.061 91 2 2 1.5 1.5 188

8 MARKING PIECE 0.100 1650 1 1 1.0 1.0 165

9 HANDLINGSTORAGE PIECE 0.100 1650 2 2 1.5 1.5 165

TRANSPORTING ASSY 5.000 24 3 3 2.0 2.0 120

LI Fil NG ASSY 5.000 24 4 4 3.0 3.0 120

lo REWORK JOINT 1.000 671 5 2 4.5 1.5 2014

TOTAL TRADE LABORHOURS23508

TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS) 6520

TOTAL PRODUCTION LABORHOURS30026

NSRP PANEL SP-4

-A93-

FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK4OKDWT BASE ALTERNATIVE

PROJECT: Entire Tank Section MATERIAL: MS-STSFILE 4060 THICKNESS 0.58 INCHES

WORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDUNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR

(M N HRS/WORK UNIi)

MNHRSREQ'D

i OBTAIN MATERIAL SQ FT 0.010 77342 1 1 1.0 1.0 773RECEIPT & PREP

2 FLAME CU1TINGAUTOMATIC LNFT 0.040 48757 1 1 1.0 1.0 1932MANUAL LNFT 0.071 2566 2 2 1.5 1.5 183

3 EDGE PREP-GRINDINGFLAT LNFT 0.032 2048 1 2 1.0 1.5 65VERTICAL LN FT 0.048 427 2 2 1 .5 1 .5 20

4 OVERHEAD LNFT 0.063 91 2 2 1.5 1.5 6

4 SHAPINGBREAK BEND 0.380 0 1 1 1.0 1.0 0ROLLING PIECE 0.951 4 1 1 1.0 1.0 4LINE HEATING PIECE 10.000 0 1 1 1,0 1.0 0FURNACE PIECE 15.000 0 1 1 1.0 1.0 0PRESS PIECE 0.019 0 1 1 1.0 1.0 0MACHINING CUIN 0.020 0 1 1 1.0 1.0 0

5 FITUP&ASSEMBLY JOINT 0.444 7240 2 2 1.5 1.5 3213

6 WELDING, AUTO/MACHINEFILLET LNFT 0.052 49506 2 2 1.5 1.5 2550BUTT LNFT 0.3804 3335 2 2 1.5 1.5 1269

7 WELDING, MANUALFILLETDOWN HAND LNFT 0.269 25017 2 2 1.5 1.5 6741VERTICAL LNFT 0.404 5222 2 2 1.5 1.5 2111OVERHEAD LNFT 0.539 1112 2 2 1.5 1.5 599

BUTTDOWN HAND LNFT 1.030 1685 2 2 1.5 1.5 1736VERTICAL LNFT 1.545 352 2 2 1.5 1.5 544OVERHEAD LNFT 2.061 75 2 2 1.5 1.5 154

8 MARKING PIECE 0.100 1810 1 1 1.0 1.0 181

9 HANDLINGSTORAGE PIECE 0.100 1810 2 2 1.5 1.5 181TRANSPORTING ASSY 5.000 24 3 3 2.0 2.0 120LIFTING ASSY 5.000 24 4 4 3.0 3.0 120

10 REWORK JOINT 1.000 704 5 2 4.5 1.5 2112

TOTAL TRADE LABORHOURS 24615TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS) 6828

TOTAL PRODUCTION LABORHOURS 31442

NSRP PANEL SP-4

-A94-

FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK4OKDWT BASE ALTERNATIVE

PROJECT: Entire Tank Section MATERIAL: MS-STSFILE: 4070 THICKNESS 0.62 INCHES

WORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDUNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR

(MNH R SiWORK UNIT)

MNHRSREaD

i OBTAIN MATERIAL SQFT 0.010 73232 i 1 1.0 1.0 732

RECEIPT& PREP

2 FLAME CUTTINGAUTOMATIC LNFT 0.040 36878 1 1 1.0 1.0 1461

MANUAL LNFT 0.071 1941 2 2 1.5 1.5 138

3 EDGEPREP-GRINDINGFLAT LNFT 0.032 1458 1 2 1.0 1.5 46

VERTiCAL LNFT 0.045 389 2 2 1.5 1.5 18

OVERHEAD LNFT 0.063 94 2 2 1.5 1.5 6

4 SHAPINGBREAK BEND 0.380 0 1 1 1.0 1.0 0

ROLLING PIECE 0.951 4 1 1 1.0 1.0 4

LINE HEATING PIECE 10.000 0 1 1 1.0 1.0 0

FURNACE PIECE 15.000 0 1 1 1.0 1.0 0

PRESS PIECE 0.019 0 1 1 1.0 1.0 0

MACHINING CUIN 0.020 0 1 1 1.0 1.0 0

5 FITUP&ASSEMBLY JOINT 0.444 6568 2 2 1.5 1.5 2915

6 WELDING, AUTO/MACHINEFILLET LN FT 0.052 30339 2 2 1.5 1.5 1563

BUTT LN FT 0.3804 3046 2 2 1.5 1.5 1159

7 WELDING, MANUALFILLET

DOWN HAND LNFT 0.269 18826 2 2 1.5 1.5 5073

VERTiCAL LNFT 0.404 5018 2 2 1.5 1.5 2028

OVERHEAD LNFT 0.539 1212 2 2 1.5 1.5 653

BUTTD OWN HAND LNFT 1.030 1890 2 2 1.5 1.5 1947

VERTICAL LN FT 1 .545 504 2 2 1 .5 1 .5 779

OVERHEAD LNFT 2.061 122 2 2 1.5 1.5 251

6 MARKING PIECE 0.100 1642 1 1 1.0 1.0 164

9 HANDLINGSTORAGE PIECE 0.100 1642 2 2 1.5 1.5 164

TRANSPORTI NG ASSY 5.000 24 3 3 2.0 2.0 120

LIFTING ASSY 5.000 24 4 4 3.0 3.0 120

lo REWORK JOINT 1.000 601 5 2 4.5 1.5 1804

TOTAL TRADE LABORHOURS 21145

TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS) 5865

TOTAL PRODUCTION LABORHOURS 27010

NSRP PANEL SP-4

-A95-

FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK4OKDWT BASE ALTERNATIVE

PROJECT: Entire Tank Section MATERIAL: MS-STSFILE: 4080 THICKNESS 0.58 INCHES

WORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDUNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR

(MN H RS/

WORK UNID

MNHRSREQ'D

i OBTAIN MATERIAL SQ FT 0.010 78445 1 1 1.0 1.0 784RECEIPT & PREP

2 FLAME CUTTINGAUTOMATIC LNFT 0.040 30774 1 1 1.0 1.0 1219MANUAL LNFT 0.071 1620 2 2 1.5 1.5 116

3 EDGE PREP-GRINDINGFLAT LNFT 0.032 1123 1 2 1.0 1.5 36VERTICAL LNFT 0.048 401 2 2 1.5 1.5 19OVERHEAD LN FT 0.063 95 2 2 1.5 1.5 6

4 SHAPINGBREAK BEND 0.380 7657 1 1 1.0 1.0 2913ROLLI NG PIECE 0.951 4 1 1 1.0 1.0 4LINE HEATING PIECE 10.000 0 1 1 1.0 1.0 0FURNACE PIECE 15.000 0 1 1 1.0 1.0 0PRESS PIECE 0.019 0 1 1 1.0 1.0 0MACHINING CU IN 0.020 0 1 1 1.0 1.0 0

5 FIT UP & ASSEMBLY JOINT 0.444 6120 2 2 1.5 1.5 2716

6 WELDING, AUTO/MACHINEFILLET LN FT 0.052 14720 2 2 1.5 1.5 758BUTT LN FT 0.3804 4200 2 2 1.5 1.5 1598

7 WELDING, MANUALFILLETDOWN HAN D LNFT 0.269 10819 2 2 1.5 1.5 2915VERTICAL LNFT 0.404 3865 2 2 1.5 1.5 1562OVERHEAD LNFT 0.539 918 2 2 1.5 1,5 495

BUTTDOWNHAND LNFT 1.030 3087 2 2 1.5 1.5 3180VERTICAL LNFT 1.545 1103 2 2 1.5 1.5 1704OVERHEAD LN FT 2.061 262 2 2 1 .5 1 .5 540

8 MARKING PIECE 0.100 1530 1 1 1.0 1.0 153

9 HANDLINGSTORAGE PIECE 0.100 1530 2 2 1.5 1.5 153TRANSPORTING ASSY 5.000 24 3 3 2.0 2.0 120LIFTING ASSY 5.000 24 4 4 3.0 3.0 120

10 REWORK JOINT 1.000 562 5 2 4.5 1.5 1686

TOTAL TRADE LABORHOURS 22796TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS) 6323

TOTAL PRODUCTION LABORHOURS 29120

NSRP PANEL SP-4

-A96 -

FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK4OKDWT BASE ALTERNATIVE

PROJECT: Entire Tank Section MATERIAL: MS-STSFILE: 4090 THICKNESS 0.57 INCHES

WORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDUNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR

(MNH RS/WORK UNIT)

MNHRSREOD

i OBTAIN MATERIAL SOFT 0.010 79149 1 1 1.0 1.0 791

RECEIPT & PREP

2 FLAME CUTTINGAUTOMATIC LNFT 0.040 47582 1 1 1.0 1.0 1885

MANUAL LNFT 0.071 2504 2 2 1.5 1.5 179

3 EDGE PREP-GRINDINGFLAT LNFT 0.032 1990 1 2 1.0 1.5 63

VERTICAL LNFT 0.048 407 2 2 1.5 1.5 19

OVERHEAD LNFT 0.063 108 2 2 1.5 1.5 7

4 SHAPINGBREAK BEND 0.380 0 1 1 1.0 1.0 0

ROLLING PIECE 0.951 4 1 1 1.0 1.0 4

LINE HEATING PIECE 10.000 0 1 1 1.0 1.0 0

FURNACE PIECE 15.000 0 1 1 1.0 1.0 0

PRESS PIECE 0.019 0 1 1 1.0 1.0 0

MACHINING CU IN 0.020 0 1 1 1.0 1.0 0

5 FITUP&ASSEMBLY JOINT 0.444 6568 2 2 1.5 1.5 2915

6 WELDING, AUTO/MACHINEFILLET LN FT 0.052 56054 2 2 1.5 1.5 2991

BUTT LN FT 0.3804 4143 2 2 1.5 1,5 1576

7 WELDING, MANUALFILLETDOWN HAND LNFT 0.269 15788 2 2 1.5 1.5 4254

VERTICAL LNFT 0.404 3228 2 2 1.5 1.5 1305

OVERHEAD LN FT 0.539 856 2 2 1.5 1.5 462

BUTTD OWN HAN D LNFT 1.030 1127 2 2 1.5 1.5 1161

VERTICAL LN FT 1 .545 230 2 2 1 .5 i .5 356

OVERHEAD LNFT 2.061 61 2 2 1.5 1.5 126

8 MARKING PIECE 0.100 1642 1 1 1.0 1.0 164

9 HANDLINGSTORAGE PIECE 0.100 1642 2 2 1.5 1.5 164

TRANSPORTI NG ASSY 5.000 24 3 3 2.0 2.0 120

LIFTING ASSY 5.000 24 4 4 3.0 3.0 120

lo REWORK JOINT 1.000 577 5 2 4.5 1.5 1730

TOTAL TRADE LABORHOURS 20392

TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS) 5656

TOTAL PRODUCTION LABORHOURS 26048

NSRP PANEL SP-4

-A97-

FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK4OKDWT BASE ALTERNATIVE

PROJECT: Entire Tank Section MATERIAL: MS-STSFILE: 40100 THICKNESS 0.51 INCHES

WORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDUNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR

(M N H RS!

WORK UNIT)

MNHRSREaD

i OBTAIN MATERIAL SOFT 0.010 96568 1 1 1.0 1.0 966RECEIPT& PREP

2 FLAME CUTTINGAUTOMATIC LNFT 0.055 29504 1 1 1.0 1.0 1637MANUAL LNFT 0.095 1553 2 2 1.5 1.5 148

3 EDGE PREP-GRINDINGFLAT LNFT 0048 1028 1 2 1.0 1,5 49VERTICAL LN FT 0.095 377 2 2 1 .5 1 .5 36OVER H EAD LNFT 0.135 148 2 2 1.5 1.5 20

4 SHAPINGBREAK BEND 0.380 0 1 1 1.0 1.0 0ROLLING PIECE 0.951 4 1 1 1.0 1.0 4LINE HEATING PIECE 10.000 0 1 1 1.0 1.0 0FURNACE PIECE 15.000 0 1 1 1.0 1.0 0PRESS PIECE 0.019 0 1 1 1.0 1.0 0MACHINING CU IN 0.020 0 1 1 1.0 1.0 0

5 FIT UP & ASSEMBLY JOINT 0.444 5440 2 2 1.5 1.5 2414

6 WELDING, AUTO/MACHINEFILLET LN FT 0.062 16183 2 2 1.5 1.5 1000BUTT LNFT 0.45965 2810 2 2 1.5 1.5 1292

WELDING, MANUALFILLETDOWN HAN D LNFT 0.476 13556 2 2 1.5 1.5 6446VERTICAL LN FT 0.951 4968 2 2 1 .5 1 .5 4724OVERHEAD LNFT 1.347 1949 2 2 1.5 1.5 2625

BUTTDOWN HAND LN FT 1 .427 2354 2 2 1 .5 1 .5 3358VERTICAL LNFT 2.853 863 2 2 1.5 1.5 2461OVERHEAD LNFT 4.042 338 2 2 1.5 1.5 1367

8 MARKING PIECE 0.100 1360 1 1 1.0 1.0 136

9 HANDLINGSTORAGE PIECE 0.100 1360 2 2 1.5 1.5 136TRANSPORTI NG ASSY 5.000 24 3 3 2.0 2.0 120LIFTING ASSY 5.000 24 4 4 3.0 3.0 120

10 REWORK JOINT 1.000 919 5 2 4.5 1.5 2758

TOTAL TRADE LABORHOURS 31816TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS) 8825

TOTAL PRODUCTION LABORHOURS 40641

NSRP PANEL SP-4

-A98 -

FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK4OKDWT BASE ALTERNATIVE

PROJECT: Entire Tank Section MATERIAL: MS-STSFILE: 40110 THICKNESS 0.7 INCHES

WORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDUNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR

(M NH RS!WORK UNIT)

MNHRSREaD

i OBTAIN MATERIAL SQFT 0.010 89244 1 1 1.0 10 892

RECEIPT & PREP

2 FLAME CUTTINGAUTOMATIC LN FT 0.040 30637 1 1 1.0 1 0 1214

MANUAL LNFT 0.071 1612 2 2 1.5 1.5 115

3 EDGE PREP-GRINDINGFLAT LNFT 0.032 1085 1 2 1.0 1.5 34

VERTICAL LNFT 0.048 369 2 2 1.5 1.5 18

OVERHEAD LNFT 0.063 158 2 2 1.5 1.5 10

4 SHAPINGBREAK BEND 0.380 0 1 1 1 .0 1.0 0

ROLLI NG PIECE 0.951 4 1 1 1.0 1.0 4

LINE HEATING PIECE 10.000 0 1 1 1.0 1.0 0

FURNACE PIECE 15.000 0 1 1 1.0 1.0 0

PRESS PIECE 0.019 0 1 1 1.0 1.0 0

MACHINING CU IN 0.020 0 1 1 1.0 1 .0 0

5 FIT UP & ASSEMBLY JOINT 0,444 3968 2 2 1.5 1.5 1761

6 WELDING, AUTO/MACHINEFILLET LN FT 0.052 16995 2 2 1.5 1.5 875

BUTT LNFT 0.3804 3165 2 2 1.5 1.5 1204

7 WELDING, MANUALFILLET

DOWN HAND LNFT 0.269 13440 2 2 1.5 1.5 3621

VERTICAL LNFT 0.404 4567 2 2 1.5 1.5 1846

OVERHEAD LNFT 0.539 1960 2 2 1.5 1.5 1056

BUTTDOWN HAND LNFT 1.030 2503 2 2 1.5 1.5 2579

VERTICAL LNFT 1.545 851 2 2 1.5 1.5 1314

OVERHEAD LNFT 2.061 365 2 2 1.5 1.5 752

B MARKING PIECE 0.100 992 1 1 1.0 1.0 99

9 HANDLINGSTORAGE PIECE 0.100 992 2 2 1.5 1.5 99

TRANSPORTING ASSY 5.000 24 3 3 2.0 2.0 120

LIFTING ASSY 5,000 24 4 4 3.0 3.0 120

10 REWORK JOINT 1.000 547 5 2 4.5 1.5 1640

TOTAL TRADE LABORHOURS 19375

TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS) 5374

TOTAL PRODUCTION LABORHOURS 24750

-A99-

PROJECT: Entire Tank SectionFILE: 40111 THICKNESS

WORK PROCESS WORK PROCESSUNITS FACTOR

(MNH R SI

WORK UNID

MATERIAL:

UNITAMOUNT

MS-STS0.7 INCHES

ACTUAL STANDARDSTAGE STAGE

ACTUAL STANDARDFACTOR FACTOR

MNHRSREQD

I OBTAIN MATERIAL SQFT 0.010 92543 1 1 1.0 1.0 925RECEIPT& PREP

2 FLAME CUTflNGAUTOMATIC LN FT 0.040 32005 1 1 1 .0 1 .0 1268MANUAL LNFT 0.071 1684 2 2 1.5 1.5 120

3 EDGE PREP-GRINDINGFLAT LNFT 0.032 1146 1 2 1.0 1.5 36VERTICAL LNFT 0.048 381 2 2 1.5 1.5 18OVERHEAD LNFT 0.063 158 2 2 1.5 1.5 10

4 SHAPINGBREAK BEND 0.380 0 1 1 1.0 1.0 0ROLLI NG PIECE 0.951 4 1 1 1.0 1.0 4LINE HEATING PIECE 10.000 0 1 1 1.0 1.0 0FURNACE PIECE 15.000 0 1 1 1.0 1.0 0PRESS PIECE 0.019 0 1 1 1.0 1.0 0MACHINING CUIN 0.020 0 1 1 1.0 1.0 0

5 FIT UP & ASSEMBLY JOINT 0.444 3992 2 2 1.5 1.5 1772

6 WELDING, AUTO/MACHINEFILLET LN FT 0.052 17837 2 2 1.5 1.5 919BUTT LNFT 0.3804 3400 2 2 1.5 1.5 1293

7 WELDING, MANUALFILLET

DOWN HAND LNFT 0.269 13869 2 2 1.5 1.5 3737VERTICAL LNFT 0.404 4608 2 2 1.5 1.5 1863OVERHEAD LNFT 0.539 1917 2 2 1.5 1.5 1033

BUTTDOWN HAND LN FT 1 .030 2644 2 2 1 .5 1.5 2723VERTICAL LNFT 1.545 878 2 2 1.5 1.5 1357OVERHEAD LNFT 2.061 365 2 2 1.5 1.5 753

8 MARKING PIECE 0.100 996 1 1 1.0 1.0 100

9 HANDLINGSTORAGE PIECE 0.100 998 2 2 1.5 1.5 100TRANSPORTING ASSY 5.000 24 3 3 2.0 2.0 120LIFTING ASSY 5.000 24 4 4 3.0 3.0 120

10 REWORK JOINT 1.000 563 5 2 4.5 1.5 1690

NSRP PANEL SP-4FILE: STRCTMS Revised LABOR HOUR ES11MATÌNG FORM FOR STRUCTURAL WORK

4OKDWT BASE ALTERNATIVE

TOTAL TRADE LABORHOURS 19961TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS) 5537

TOTAL PRODUCTION LABORHOURS 25498

NSRP PANEL SP-4

-Abo-

FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK4OKDWT BASE ALTERNATIVE

PROJECT: Entire Tank Section MATERIAL: MS-STSFILE: 40112 THICKNESS 0.69 INCHES

WORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDUNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR

(M NHRS/WORK UNIT)

MNHRSREaD

i OBTAIN MATERIAL SQFT 0.010 76283 1 1 1.0 1.0 763RECEIPT & PREP

2 FLAME CUTTINGAUTOMATIC LNFT 0.040 26705 1 1 1.0 1.0 1058MANUAL LNFT 0.071 1406 2 2 1.5 1.5 loo

3 EDGE PREP-GRINDINGFLAT LNFT 0.032 931 1 2 1.0 1.5 30

VERTICAL LNFT 0.048 317 2 2 1.5 1.5 15

OVERHEAD LNFT 0.063 158 2 2 1.5 1.5 10

4 SHAPINGBREAK BEND 0.380 0 1 1 1.0 1.0 0

ROLLING PIECE 0.951 4 1 1 1.0 1.0 4

LINE HEATING PIECE 10.000 0 1 1 1.0 1.0 0

FURNACE PIECE 15.000 0 1 1 1.0 1.0 0

PRESS PIECE 0.019 0 1 1 1.0 1.0 0

MACHINING CUIN 0.020 0 1 1 1.0 1.0 0

5 FIT UP & ASSEMBLY JOINT 0.444 3416 2 2 1,5 1.5 1516

6 WELDING, AUTO/MACHINEFILLET LN FT 0.052 12888 2 2 1.5 1.5 664

BUTT LN FT 0.3804 2971 2 2 1.5 1.5 1130

7 WELDING, MANUALFILLETDOWN HAND LNFT 0.269 10635 2 2 1,5 1.5 2919

VERTICAL LNFT 0.404 3686 2 2 1.5 1.5 1490

OVERHEAD LNFT 0.539 1843 2 2 1.5 1.5 993

BUTTDOWN HAND LNFT 1.030 2497 2 2 1.5 1.5 2573

VERTICAL LNFT 1.545 850 2 2 1.5 1.5 1313

OVERHEAD LNFT 2.061 425 2 2 1.5 1.5 875

8 MARKING PIECE 0.100 854 1 1 1.0 1.0 85

9 HANDLINGSTORAGE PIECE 0.100 854 2 2 1.5 1.5 65

TRANSPORTING ASSY 5.000 24 3 3 2.0 2.0 120

LIFTING ASSY 5.000 24 4 4 3.0 3.0 120

lo REWORK JOINT 1.000 490 5 2 4.5 1.5 1469

TOTAL TRADE LABORHOURS 17332

TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS) 4808

TOTAL PRODUCTION LABORHOURS 22140

NSRP PANEL SP-4

-Aloi -

FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK4OKDWT BASE ALTERNA11VE

PROJECT: Entire Tank Section MATERIAL: MS-STSFILE: 40120 ThICKNESS 0.84 INCHES

WORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDU N ITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR

(MNH R SIWORK UNIT)

MNHRSREQ'D

i OBTAIN MATERIAL SOFT 0.010 87781 1 1 1.0 1.0 878AECEIPT& PREP

2 FLAME CUTTINGAUTOMATIC LN FT 0.055 43028 1 i 1.0 1.0 2387MANUAL LN FT 0.095 2265 2 2 1.5 1.5 215

3 EDGEPREP-GRINDINGFLAT LN FT 0.048 1198 1 2 1.0 1.5 57VERTICAL LN FT 0.095 981 2 2 1.5 1.5 93OVERHEAD LN FT 0.135 85 2 2 1.5 1.5 11

4 SHAPINGBREAK BEND 0.380 0 1 1 1.0 1.0 0ROLLI NG PIECE 0.951 4 1 1 1.0 1.0 4LINE HEATING PIECE 10.000 0 1 i 1.0 1.0 0FURNACE PIECE 15.000 0 1 1 1.0 1.0 0PRESS PIECE 0.019 0 1 1 1.0 1.0 0MACHINING CU IN 0.020 0 1 1 1.0 1.0 0

5 FIT UP & ASSEMBLY JOINT 0.444 6464 2 2 1.5 i .5 3756

6 WELDING, AUTO/MACHINEFILLET LN FT 0,062 27667 2 2 1.5 1.5 1710BUTT LN FT 0.45965 3632 2 2 1.5 1.5 1669

7 WELDING,MANUALFILLET

DOWN HAND LN FT 0.476 12174 2 2 1.5 1.5 5789VERTICAL LN FT 0.951 9971 2 2 1.5 1.5 9483OVERHEAD LN FT 1.347 862 2 2 1.5 1.5 1161

BUTTD OWN HAND LN FT 1.427 1598 2 2 1.5 1.5 2280VERTICAL LN FT 2.853 1309 2 2 1.5 1.5 3734OVERHEAD LN FT 4.042 113 2 2 1.5 1.5 457

8 MARKING PIECE 0.100 2116 1 1 1.0 1.0 212

9 HANDLINGSTORAGE PIECE 0.100 2116 2 2 1.5 1.5 212TRANSPORTING ASSY 5.000 24 3 3 2.0 2.0 120LIFTING ASSY 5.000 24 4 4 3.0 3.0 120

10 REWORK JOINT 1.000 1093 5 2 4.5 1,5 3280

TOTAL TRADE LABORHOURS 37629TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS) 10437

TOTAL PRODUCTION LABORHOURS 48067

NSRP PANEL SP-4

-A102-

FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK4OKDWT BASE ALTERNATIVE

PROJECT: Entire Tank Section MATERIAL: MS-STSFILE: 40121 THICKNESS 0.84 INCHES

WORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDUNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR

(MNHRS/WORK UNIT)

MNHRSREOD

1 OBTAIN MATERIAL SOFT 0.010 87781 1 1 1.0 1.0 878RECEIPT& PREP

2 FLAME CUTTINGAUTOMATIC LN FT 0.055 42117 1 1 1.0 1.0 2336MANUAL LN FT 0.095 2217 2 2 1.5 1,5 211

3 EDGE PREP-GRINDINGFLAT LNFT 0.048 1572 1 2 1.0 1.5 89

VERTICAL LN FT 0.095 260 2 2 1 .5 1 .5 25

OVERHEAD LNFT 0.135 85 2 2 1.5 1.5 11

4 SHAPINGBREAK BEND 0.380 0 1 1 1.0 1.0 0

ROLLING PIECE 0.951 4 1 1 1 .0 1 .0 4

LINEHEATING PIECE 10.000 0 1 1 1.0 1.0 0

FURNACE PIECE 15.000 0 1 1 1.0 1.0 0

PRESS PIECE 0.019 0 1 1 1.0 1.0 0

MACHINING CU IN 0.020 0 1 1 1.0 1.0 0

5 FIT UP & ASSEMBLY JOINT 0.444 8464 2 2 1.5 1.5 3756

6 WELDING, AUTO/MACHINEFILLET LN FT 0.062 38398 2 2 1 .5 1.5 2374

BUTT LN FT 0,45965 5239 2 2 1 .5 1 .5 2408

7 WELDING, MANUALFILLET

DOWN HAND LNFT 0.476 6747 2 2 1.5 1.5 4159VERTICAL LNFT 0.951 1215 2 2 1.5 1.5 1156OVERHEAD LNFT 1.347 397 2 2 1.5 1.5 534

BUTTDOWNHAND LNFT 1.427 1193 2 2 1.5 1.5 1702

VERTICAL LNFT 2.853 166 2 2 1.5 1.5 473OVERHEAD LN FT 4.042 54 2 2 1.5 1.5 219

8 MARKING PIECE 0.100 2116 1 1 1.0 1.0 212

9 HANDLINGSTORAGE PIECE 0.100 2116 2 2 1.5 1.5 212

TRANSPORTING ASSY 5.000 24 3 3 2.0 2,0 120

LIFTING ASSY 5.000 24 4 4 3.0 3.0 120

10 REWORK JOINT 1.000 648 5 2 4.5 1.5 1945

TOTAL TRADE LABORHOURS 22943

TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS) 6364

TOTAL PRODUCTION LABORHOURS 29307

NSRP PANEL SP-4

-A103--

FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK4OKDWT BASE ALTERNATIVE

PROJECT: Entire Tank Section MATERIAL: MS-STSFILE: 40130 THICKNESS 0.57 INCHES

WORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDU N ITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR

(MNHRS/WORK UNIT)

MNHRSREOD

1 OBTAIN MATERIAL SOFT 0.010 79149 i 1.0 1 .0 791RECEIPT& PREP

2 FLAME CUTTINGAUTOMATIC LN FT 0.040 47582 1 1 1.0 1.0 1885MANUAL LN FT 0.071 2504 2 2 1.5 1.5 179

3 EDGE PREP-GRINDINGFLAT LN FT 0.032 1990 1 2 1.0 1.5 63VERTICAL LN FT 0.048 407 2 2 1.5 1.5 19OVERHEAD LN FT 0.063 108 2 2 1.5 1.5 7

4 SHAPINGBREAK BEND 0.380 0 1 1 1.0 1.0 0ROLLING PIECE 0.951 4 1 1 1.0 1.0 4LINE HEATING PIECE 10.000 0 1 1 1.0 1.0 0FURNACE PIECE 15.000 0 1 1 1.0 1.0 0PRESS PIECE 0.019 0 1 1 1.0 1.0 0MACHINING CU IN 0.020 0 1 1 1.0 1.0 0

5 FITUP&ASSEMBLY JOINT 0.444 6568 2 2 1.5 1.5 2915

6 WELDING, AUTO/MACHINEFILLET LN FT 0.052 49968 2 2 1 .5 1 .5 2574BUTT LN FT 0.3504 3530 2 2 1.5 1.5 1343

7 WELDING, MANUALFILLETDOWNHAND LN FT 0.269 22352 2 2 1 .5 1 .5 6023VERTICAL LN FT 0.404 4571 2 2 1.5 1.5 1847OVERHEAD LN FT 0.539 1213 2 2 1.5 1.5 653

BUTTDOWN HAND LNFT 1.030 1579 2 2 1.5 1.5 1627VERTICAL LN FT 1 .545 323 2 2 1 .5 1 .5 499OVERHEAD LNFT 2.061 86 2 2 1.5 1.5 177

8 MARKING PIECE 0.100 1642 1 1 1.0 1.0 164

9 HANDLINGSTORAGE PIECE 0.100 1642 2 2 1.5 1.5 164TRANSPORTING ASSY 5.000 24 3 3 2.0 2.0 120LIFTING ASSY 5.000 24 4 4 3.0 3.0 120

10 REWORK JOINT 1.000 660 5 2 4.5 1.5 1981

TOTAL TRADE LABORHOURS 23156TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS) 6423

TOTAL PRODUCTION LABORHOURS 29578

NSRP PANEL SP-4

-A104-

FILE: STRCTMS Revised LABOR HOUR ESTIMA11NG FORM FOR STRUCTURAL WORK4OKDWT BASE ALTERNA11VE

PROJECT: Entire Tank Section MATERIAL: MS-STSFILE: 40140 THICKNESS 0.57 INCHES

WORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDUNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR

(MNHRS/WORK UNIT)

MNHRSREQD

XO.5

i OBTAIN MATERIAL SQFT 0.010 79149 1 1 1.0 1.0 396RECEIPT & PREP

2 FLAME CUTTINGAUTOMATIC LNFT 0.040 47582 1 1 1.0 1.0 943

MANUAL LNFT 0.071 2504 2 2 1.5 1.5 89

3 EDGE PREP-GRINDINGFLAT LNFT 0.032 1990 1 2 1.0 1.5 32

VERTICAL LNFT 0.048 407 2 2 1.5 1.5 10

OVERHEAD LNFT 0.063 108 2 2 1.5 1.5 3

4 SHAPINGBREAK BEND 0.380 0 1 1 1.0 1.0 0

ROLLI NG PIECE 0.951 4 1 1 1.0 1.0 2

LINE HEATING PIECE 10.000 0 1 1 1.0 1.0 0

FURNACE PIECE 15.000 0 1 1 1.0 1.0 0

PRESS PIECE 0.019 0 1 1 1.0 1.0 0

MACHINING CU IN 0.020 0 1 1 1.0 1.0 0

5 FITUP&ASSEMBLY JOINT 0.444 6568 2 2 1.5 1.5 1457

6 WELDING, AUTO/MACHINEFILLET LN FT 0.052 49968 2 2 1.5 1.5 1287

BUTT LN FT 0.3804 3530 2 2 1.5 1.5 671

7 WELDING, MANUALFILLET

D OWN HAND LNFT 0.269 22352 2 2 1.5 1.5 3011

VERTICAL LNFT 0.404 4571 2 2 1.5 1.5 924

OVERHEAD LNFT 0.539 1213 2 2 1.5 1.5 327

BUTTDOWN HAND LNFT 1.030 1579 2 2 1.5 1.5 813

VERTICAL LN FT 1 .545 323 2 2 1 .5 1 .5 250

OVERHEAD LN FT 2.061 86 2 2 1 .5 1 .5 88

8 MARKING PIECE 0.100 1642 1 1 1.0 1.0 82

9 HANDLINGSTORAGE PIECE 0.100 1642 2 2 1.5 1.5 82

TRAN SPORTI NG ASSY 5.000 24 3 3 2.0 2.0 60

LIFTING ASSY 5.000 24 4 4 3.0 3.0 60

10 REWORK JOINT 1.000 165 5 2 4.5 1.5 495

TOTAL TRADE LABORHOURS 11083

TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS) 1537

TOTAL PRODUCTiON LABORHOURS 12620

NSRPFILE: STRCTMS Revised LABOR HOUR ESTIMA11NG FORM FOR STRUCTURAL WORK

4OKDWT BASE ALTERNATIVE

-A105-

PROJECT: Entire Tank MATERIAL: MS-STSFILE: 40150 THICKNESS 057 INCHES

WORKPROCESS WORK PROCESS UNIT ACTUAL STANDARDACTUALUNITS FACTOR AMOUNT STAGE STAGE FACTOR

(MNHRS/WORK UNIi)

STANDARDMNHRSFACTOR REaD

1 OBTAIN MATERIAL SQ FT 0.010 79149 1 1 1.0 1.0 791

RECEIPT & PREP

2 FLAME CUTTINGAUTOMATIC LN FT 0.040 47582 1 1 1.0 1 .0 1 885

MANUAL LN FT 0.071 2504 2 2 1.5 1.5 179

3 EDGE PREP-GRINDINGFLAT LNFT 0.032 1990 1 2 1.0 1.5 63

VERTICAL LN FT 0.048 407 2 2 1 .5 1 .5 19

OVERHEAD LN FT 0.063 108 2 2 1.5 1.5 7

4 SHAPINGBREAK BEND 0.380 1 1 1.0 1.0

ROLLING PIECE 0.951 4 1 1 1.0 1.0 4

LINEHEATING PIECE 10.000 1 1 1.0 1.0

FURNACE PIECE 15.000 1 1 1.0 1.0

PRESS PIECE 0.019 1 1 1.0 1.0

MACHINING CU IN 0.020 1 1 1.0 1.0

5 FITUP&ASSEMBLY JOINT 0,444 6568 2 2 1.5 1.5 2915

6 WELDING, AUTO/MACHINFILLET LN FT 0.052 49968 2 2 1 .5 1 .5 2574

BUTT LN FT 0.3804 3530 2 2 1.5 1.5 1343

7 WELDING, MANUALFILLETDOWNHAND LN FT 0.269 22352 2 2 1 .5 1.5 6023

VERTICAL LN FT 0.404 4571 2 2 1.5 1.5 1847

OVERHEAD LN FT 0.539 1213 2 2 1.5 1.5 653

BUTTDOWNHAND LN FT 1.030 1579 2 2 1.5 1.5 1627VERTICAL LN FT 1 .545 323 2 2 1 .5 1.5 499OVERHEAD LN FT 2.061 86 2 2 1.5 1 .5 177

8 MARKING PIECE 0.100 1642 1 1 1.0 1.0 164

9 HANDLINGSTORAGE PIECE 0.100 1642 2 2 1.5 1.5 164

TRANSPORTING ASSY 5.000 24 3 3 2.0 2.0 120

LIFTING ASSY 5.000 24 4 4 3.0 3.0 120

10 REWORK JOINT 1.000 660 5 2 4.5 1.5 1981

TOTAL TRADE LABORHOURS 23156TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS) 6423

TOTAL PRODUCTION LAB 29578

95KDWT Alternative VesselsEstimation of Labor Hours Calculations for One Tank

- A106 -

NSRP PANEL SP-4

- A107 -

FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK95KDWT BASE ALTERNATIVE

PROJECT: Entire Tank Section MATERIAL: MS-STSFILE: 9510 THICKNESS 0.6 INCHES

WORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDUNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR

(MNHRS/WORK UNIT)

MNHRSREQD

i OBTAIN MATERIAL SOFT 0.010 132358 1 1 1.0 1.0 1324RECEIPT& PREP

2 FLAME CUTTINGAUTOMATIC LN FT 0.040 75044 1 1 1 .0 1 .0 2974MANUAL LN FT 0.071 3950 2 2 1.5 1.5 282

3 EDGE PREP-GRINDINGFLAT LNFT 0.032 3157 1 2 1.0 1.5 100

VERTICAL LN FT 0.048 674 2 2 1.5 1.5 32

OVERHEAD LNFT 0.063 119 2 2 1.5 1.5 8

4 SHAPINGBREAK BEND 0.380 0 1 1 1.0 1.0 0

ROLLI NG PIECE 0.951 4 1 1 1.0 1.0 4

LINE HEATING PIECE 10.000 0 1 1 1.0 1.0 0

FURNACE PIECE 15.000 0 1 1 1.0 1.0 0

PRESS PIECE 0.019 0 1 1 1.0 1.0 0

MACHINING CU IN 0.020 0 1 1 1 .0 1 .0 0

5 FIT UP & ASSEMBLY JOINT 0.444 9828 2 2 1.5 1.5 4362

6 WELDING, AUTO/MACHINEFILLET LN FT 0.052 82561 2 2 1 .5 1 .5 4253

BUTT LN FT 0.3804 6294 2 2 1 .5 1 .5 2394

7 WELDING, MANUALFILLETD OWN HAND LNFT 0.269 30775 2 2 1.5 1.5 8292VERTICAL LNFT 0.404 6568 2 2 1.5 1.5 2654OVER H EAD LNFT 0.539 1164 2 2 1.5 1.5 627

BUTTDOWN HAND LNFT 1.030 2346 2 2 1.5 1.5 2417

VERTICAL LNFT 1.545 501 2 2 1.5 1.5 774OVERHEAD LNFT 2.061 89 2 2 1.5 1.5 183

8 MARKING PIECE 0.100 2457 1 1 1.0 1.0 246

9 HANDLINGSTORAGE PIECE 0.100 2457 2 2 1.5 1.5 246

TRANSPORTING ASSY 5.000 24 3 3 2.0 2.0 120LIFTING ASSY 5.000 24 4 4 3.0 3.0 120

10 REWORK JOINT 1.000 978 5 2 4.5 1.5 2935

TOTAL TRADE LABORHOURS 34346TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS) 9527

TOTAL PRODUCTION LABORHOURS 43872

NSRP PANEL SP-4

- A108 -

FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK95KDWT BASE ALTER NAil VE

PROJECT: Entire Tank Section MATERIAL: MS-STSFILE: 9520 THICKNESS 0.63 INCHES

WORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDUNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTCR

(MNH RS!WORK UNIT)

MNHRSREaD

i OBTAIN MATERIAL SQFT 0.010 134524 1 1 1.0 10 1345RECEIPT& PREP

2 FLAME CUTTINGAUTOMATIC LN FT 0.040 75087 1 1 1 .0 1 0 2975MANUAL LNFT 0.071 3952 2 2 1.5 1.5 282

3 EDGE PREP-GRINDINGFLAT LNFT 0.032 3157 1 2 1.0 1.5 100

VERTICAL LNFT 0.048 676 2 2 1.5 1.5 32OVERHEAD LNFT 0.063 119 2 2 1.5 1.5 8

4 SHAPINGBREAK BEND 0.380 0 1 1 1.0 1 .0 0

ROLLING PIECE 0.951 4 1 1 1.0 1.0 4

LINE HEATING PIECE 10.000 0 1 1 1.0 1.0 0

FURNACE PIECE 15.000 0 1 1 1.0 1.0 0

PRESS PIECE 0.019 0 1 1 1.0 1.0 0

MACHINING CUIN 0.020 0 1 1 1.0 1.0 0

5 FIT UP & ASSEMBLY JOINT 0.444 9828 2 2 1.5 1.5 4362

6 WELDING, AUTO/MACHINEFILLET LN FT 0.052 82262 2 2 1.5 1.5 4238

BUTT LN FT 0.3804 6287 2 2 1.5 1.5 2392

7 WELDING, MANUALFILLETD OWN HAN D LN FT 0.269 30996 2 2 1 .5 1.5 8352VERTICAL LN FT 0.404 6639 2 2 1 .5 1 .5 2683OVERHEAD LNFT 0.539 1170 2 2 1.5 1.5 630

BUTTDOWN HAND LN FT 1.030 2369 2 2 1 .5 1 .5 2441

VERTICAL LN FT 1 .545 507 2 2 1 .5 1 .5 784

OVERHEAD LNFT 2.061 89 2 2 1.5 1.5 184

8 MARKING PIECE 0.100 2457 1 1 1.0 1.0 246

9 HANDLINGSTORAGE PIECE 0.100 2457 2 2 1.5 1.5 246

TRANSPORTI NG ASSY 5.000 24 3 3 2.0 2.0 120

LIFTING ASSY 5.000 24 4 4 3.0 3.0 120

lo REWORK JOINT 1.000 982 5 2 4.5 1.5 2946

TOTAL TRADE LABORHOURS 34489TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS) 9566

TOTAL PRODUCTION LABORHOURS 44055

NSRP PANEL SP-4

- A109 -

FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK95KDWT BASE ALTERNATIVE

PROJECT: Entire Tank Section MATERIAL: MS-STSFILE: 9530 THICKNESS 0.65 INCHES

WORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDUNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR

(MNHRS/WORK UNIT)

MNHRSREQD

i OBTAIN MATERIAL SOFT 0.010 131254 1 1 1.0 1.0 1313RECEIPT& PREP

2 FLAME CUTTINGAUTOMATIC LN FT 0.040 75405 1 1 1 .0 1 .0 2988MANUAL LN FT 0.071 3969 2 2 1.5 1.5 283

3 EDGE PREP-GRINDINGFLAT LN FT 0.032 3176 1 2 1.0 1.5 101

VERTICAL LN FT 0.048 681 2 2 1,5 1.5 32OVERHEAD LN FT 0.063 112 2 2 1.5 1.5 7

4 SHAPINGBREAK BEND 0.380 0 1 i 1.0 1.0 0

ROLLI NG PIECE 0.951 4 1 1 1.0 1.0 4

LINE HEATING PIECE 10.000 0 1 1 1.0 1.0 0

FURNACE PIECE 15.000 0 1 1 1.0 1.0 0

PRESS PIECE 0.019 0 1 1 1.0 1.0 0MACHINING CU IN 0.020 0 1 1 1.0 1.0 0

5 FIT UP & ASSEMBLY JOINT 0.444 9828 2 2 1 .5 1 .5 4362

6 WELDING, AUTO/MACHINEFILLET LN FT 0.052 83957 2 2 1 .5 1.5 4325BUTT LN FT 0.3804 6351 2 2 1.5 1.5 2416

7 WELDING, MANUALFILLET

DOWN HAND LN FT 0.269 30336 2 2 1.5 1.5 8174VERTICAL LN FT 0.404 6502 2 2 1 .5 1 .5 2628OVERHEAD LN FT 0.539 1075 2 2 1.5 1.5 579

BUTTDOWNHAND LN FT 1 .030 2295 2 2 1 .5 1 .5 2364

VERTICAL LN FT 1 .545 492 2 2 1 .5 1 .5 760OVERHEAD LNFT 2.061 81 2 2 1.5 1.5 168

8 MARKING PIECE 0.100 2457 1 1 1.0 1.0 246

9 HANDLINGSTORAGE PIECE 0.100 2457 2 2 1.5 1.5 246TRANSPORTING ASSY 5.000 24 3 3 2.0 2.0 120

LIFTING ASSY 5.000 24 4 4 3.0 3.0 120

10 REWORK JOINT 1.000 973 5 2 4.5 1.5 2919

TOTAL TRADE LABORHOURS 34153TRADE SUPPORT LABORHOURS (28% OF TRADE LABOAHOURS) 9473

TOTAL PRODUCTION LABORHOURS 43627

NSRP PANEL SP-4FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK

95KDWT BASE ALTERNATIVEPROJECT: Entire Tank Section MATERIAL: MS-STSFILE: 9540 THICKNESS 0.6 INCHES

WORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDUNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR

(MNHRS/WORK UNIT)

MNHRSREaD

1 OBTAIN MATERIAL SOFT 0.010 133089 1 1 1.0 10 1331

RECEIPT & PREP

2 FLAME CUTTINGAUTOMATIC LNFT 0.040 76319 1 1 1.0 1.0 3024

MANUAL LNFT 0.071 4017 2 2 1.5 1.5 286

3 EDGE PREP-GRINDINGFLAT LNFT 0.032 3278 1 2 1.0 1.5 104

VERTICAL LNFT 0.048 620 2 2 1.5 1.5 29

OVER H EAD LNFT 0.063 119 2 2 1.5 1.5 8

4 SHAPINGBREAK BEND 0.380 0 1 1 1 .0 1 .0 0

ROLLING PIECE 0.951 4 1 1 1.0 1.0 4

LINE HEATING PIECE 10.000 0 1 1 1,0 1.0 0

FU RNACE PIECE 15.000 0 1 1 1.0 1.0 0

PRESS PIECE 0.019 0 1 1 1.0 1.0 0

MACHINING CUIN 0.020 0 1 1 1.0 1.0 0

5 FIT UP & ASSEMBLY JOINT 0.444 9760 2 2 1 .5 1.5 4331

6 WELDING, AUTO/MACHINEFILLET LNFT 0.052 84524 2 2 1.5 1.5 4354

BUTT LN FT 0.3804 7042 2 2 1.5 1.5 2679

7 WELDING, MANUALFILLETDOWN HAND LNFT 0.269 29367 2 2 1.5 1.5 7913

VERTICAL LNFT 0.404 5551 2 2 1.5 1.5 2244

OVERHEAD LNFT 0.539 1069 2 2 1.5 1.5 576

BUTTDOWN HAND LNFT 1.030 2447 2 2 1.5 1.5 2521

VERTICAL LNFT 1.545 462 2 2 1.5 1.5 715

OVERHEAD LNFT 2.061 89 2 2 1.5 1.5 184

8 MARKING PIECE 0.100 2440 1 1 1.0 1.0 244

9 HANDLINGSTORAGE PIECE 0.100 2440 2 2 1.5 1.5 244

TRANSPORTING ASSY 5.000 24 3 3 2.0 2.0 120

LIFTING ASSY 5.000 24 4 4 3,0 3.0 120

10 REWORK JOINT 1 .000 966 5 2 4.5 1 .5 2897

TOTAL TRADE LABORHOURS 33927

TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS) 9411

TOTAL PRODUCTION LABORHOURS 43338

- AllO -

NSRP PANEL SP-4

- Alu -

I FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORKI 95KDWT BASE ALTERNATIVE

PROJECT: Entire Tank Section MATERIAL: MS-STSFILE: 9550 THICKNESS 0.6 INCHES

WORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDUNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR

(M NH RS!WORK UNIT)

MNHRSREQ'D

1 OBTAIN MATERIAL SOFT 0.010 132358 1 1 1.0 1.0 1324

RECEIPT & PREP

2 FLAME CU1TNGAUTOMATIC LN FT 0.040 75580 1 1 1.0 1 .0 2995

MANUAL LN FT 0.071 3978 2 2 1.5 1.5 284

3 EDGE PREP-GRINDINGFLAT LNFT 0.032 3181 1 2 1.0 1.5 101

VERTICAL LN FT 0.048 674 2 2 1.5 1.5 32

OVERHEAD LN FT 0.063 123 2 2 1 .5 1 .5 8

4 SHAPINGBREAK BEND 0.380 0 1 1 1.0 1.0 0

ROLLING PIECE 0.951 4 1 1 1.0 1.0 4

LINEHEATING PIECE 10.000 0 1 1 1.0 1.0 0

FURNACE PIECE 15.000 0 1 1 1.0 1.0 0

PRESS PIECE 0.019 0 1 1 1.0 1.0 0

MACHINING CUIN 0.020 0 1 1 1.0 1.0 0

5 FIT UP & ASSEMBLY JOINT 0.444 9860 2 2 1.5 1.5 4376

6 WELDING, AUTO/MACHINEFILLET LNFT 0.052 83053 2 2 1.5 1.5 4278

BUTT LN FT 0.3804 6771 2 2 1.5 1.5 2576

7 WELDING, MANUALFILLET

DOWN HAND LN FT 0.269 29538 2 2 1 .5 1.5 7959VERTICAL LN FT 0.404 6255 2 2 1 .5 1.5 2528

OVERHEAD LN FT 0.539 1141 2 2 1.5 1.5 615

BUTTDOWNHAND LN FT 1.030 2408 2 2 1.5 1.5 2481

VERTICAL LN FT 1.545 510 2 2 1.5 1.5 788

OVERHEAD LN FT 2.061 93 2 2 1.5 1.5 192

8 MARKING PIECE 0.100 2465 1 1 1.0 1.0 247

9 HANDLINGSTORAGE PIECE 0.100 2465 2 2 1.5 1.5 247

TRANSPORTING ASSY 5.000 24 3 3 2.0 2.0 120

LIFTING ASSY 5.000 24 4 4 3.0 3.0 120

10 REWORK JOINT 1.000 974 5 2 4.5 1.5 2921

TOTAL TRADE LABORHOURS 34193TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS) 9484

TOTAL PRODUC11ON LABORHOURS 43677

NSRP PANEL SP-4

- A112 -

FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK95KDWT BASE ALTERNATIVE

PROJECT: Entire Tank Section MATERIAL: MS-STSFILE: 9560 THICKNES$ 0.6 INCHES

WORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDUNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR

(MNH RS!WORK UNIT)

MNHRSREOD

i OBTAIN MATERIAL SOFT 0.010 133734 1 1 1.0 1.0 1337

RECEIPT & PREP

2 FLAME CUTTINGAUTOMATIC LN FT 0.040 74774 1 1 1 .0 1 .0 2963

MANUAL LNFT 0.071 3935 2 2 1.5 1.5 281

3 EDGE PREP-GRINDINGFLAT LNFT 0.032 3184 1 2 1.0 1.5 101

VERTICAL LNFT 0.048 629 2 2 1.5 1,5 30

OVERHEAD LNFT 0.063 122 2 2 1.5 1.5 8

4 SHAPINGBREAK BEND 0.380 0 1 1 1.0 1.0 0

ROLLI NG PIECE 0,951 4 1 1 1.0 1.0 4

LINE HEATING PIECE 10.000 0 1 1 1.0 1.0 0

FU RNACE PIECE 15.000 0 1 1 1.0 1.0 0

PRESS PIECE 0.019 0 1 1 1.0 1.0 0

MACHINING CUIN 0.020 0 1 1 1.0 1.0 0

5 FIT UP & ASSEMBLY JOINT 0.444 9116 2 2 1.5 1.5 4046

6 WELDING, AUTO/MACHINEFILLET LN FT 0.052 83759 2 2 1.5 1.5 4315

BUTT LN FT 0.3804 6526 2 2 1.5 1.5 2483

7 WELDING, MANUALFILLETDOWN HAND LNFT 0,269 29337 2 2 1.5 1.5 7905

VERTICAL LN FT 0.404 5795 2 2 1 .5 1 .5 2342

OVERHEAD LNFT 0.539 1124 2 2 1.5 1.5 606

BUTTD OWN HAN D LN FT 1 .030 2286 2 2 1 .5 1 .5 2355

VERTICAL LNFT 1.545 452 2 2 1.5 1.5 698

OVERHEAD LNFT 2.061 88 2 2 1.5 1.5 180

8 MARKING PIECE 0.100 2279 1 1 1.0 1.0 228

9 HANDLINGSTORAGE PIECE 0.100 2279 2 2 1.5 1.5 228

TRANSPORTING ASSY 5.000 24 3 3 2.0 2.0 120

LIFTING ASSY 5.000 24 4 4 3.0 3.0 120

lo REWORK JOINT 1.000 944 5 2 4.5 1.5 2831

TOTAL TRADE LABORHOURS 33179

TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS) 9203

TOTAL PRODUCTION LABORHOURS 42382

NSRP PANEL SP-4

- A113 -

FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK95KDWT BASE ALTERNATIVE

PROJECT: Entire Tank Section MATERIAL: MS-STSFILE: 9570 THICKNESS 0.6 INCHES

WORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDUNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR

(M N H RS!

WORK UNIT)

MNHRSREOD

i OBTAIN MATERIAL SOFT 0.010 124262 1 1 1.0 1.0 1243RECEIPT& PREP

2 FLAME CUTTINGAUTOMATIC LNFT 0.040 56902 1 1 1.0 1.0 2255MANUAL LNFT 0.071 2995 2 2 1.5 1.5 214

3 EDGE PREP-GRINDINGFLAT LN FT 0,032 2279 1 2 1.0 1.5 72

VERTICAL LNFT 0.048 610 2 2 1.5 1.5 29OVERHEAD LN FT 0.063 106 2 2 1 .5 1 .5 7

4 SHAPINGBREAK BEND 0.380 0 1 1 1.0 1.0 0

ROLLING PIECE 0.951 4 1 1 1.0 1.0 4

LINE HEATING PIECE 10.000 0 1 1 1.0 1.0 0

FURNACE PIECE 15.000 0 1 1 1.0 1.0 0

PRESS PIECE 0.019 0 1 1 1.0 1.0 0

MACHINING CU IN 0.020 0 1 1 1.0 1.0 0

5 FIT UP & ASSEMBLY JOINT 0.444 9828 2 2 1.5 1.5 4362

6 WELDING, AUTO/MACHINEFILLET LN FT 0.052 49901 2 2 1.5 1.5 2571

BUTT LN FT 0,3804 5531 2 2 1.5 1.5 2104

7 WELDING, MANUALFILLET

DOWNHAND LNFT 0.269 24699 2 2 1.5 1.5 6655VERTICAL LNFT 0.404 6607 2 2 1.5 1.5 2670OVERHEAD LNFT 0.539 1152 2 2 1.5 1.5 621

BUTTDOWN HAND LN FT 1 .030 2738 2 2 1 .5 1 .5 2821

VERTICAL LNFT 1.545 732 2 2 1.5 1.5 1132OVERHEAD LN FT 2.061 128 2 2 1.5 1.5 263

8 MARKING PIECE 0.100 2457 1 1 1.0 1.0 246

9 HANDLINGSTORAGE PIECE 0100 2457 2 2 1.5 1.5 246TRANSPORTING ASSY 5.000 24 3 3 2.0 2.0 120LIFTING ASSY 5.000 24 4 4 3.0 3.0 120

10 REWORK JOINT 1.000 859 5 2 4.5 1.5 2577

TOTAL TRADE LABORHOURS 30330TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS) 8413

TOTAL PRODUCTION LABORHOURS 38742

NSRP PANEL SP-4

- A114 -

FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK95KDWT BASE ALTERNATIVE

PROJECT: Entire Tank Section MATERIAL: MS-STSFILE: 9580 THICKNESS 0.61 INCHES

WORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDUNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR

(M N H RS/

WORK UNIT)

MNHRSREQ'D

1 OBTAIN MATERIAL SOFT 0.010 132009 1 .0 1 .0 1320

RECEIPT & PREP

2 FLAME CUTTINGAUTOMATIC LN FT 0,040 45338 1 1 1.0 1.0 1797

MANUAL LN FT 0,071 2386 2 2 1.5 1.5 170

3 EDGEPREP-GRINDINGFLAT LN FT 0.032 1583 1 2 1.0 1,5 50

VERTICAL LN FT 0.048 652 2 2 1.5 1.5 31

OVERHEAD LN FT 0.063 151 2 2 1.5 1.5 10

4 SHAPINGBR EA K BEND 0.380 13283 1 1 1.0 1.0 5053

ROLLI NG PIECE 0.951 4 1 1 1.0 1.0 4

LINE HEATING PIECE 10.000 0 1 1 1.0 1.0 0

FURNACE PIECE 15.000 0 1 1 1.0 1.0 0

PRESS PIECE 0.019 0 1 1 1.0 1.0 0

MAC H INI NG CU IN 0.020 0 1 1 1.0 10 0

5 FIT UP & ASSEMBLY JOINT 0.444 8532 2 2 1.5 1 5 3787

6 WELDING AUTO/MACHINEFILLET LN FT 0.052 21011 2 2 1.5 1 5 1082

BUTT LN FT 0.3804 7499 2 2 1,5 1 5 2853

7 WELDING, MANUALFILLET

DOWNHAND LN FT 0.269 12566 2 2 1,5 1 5 3386

VERTICAL LN FT 0,404 5173 2 2 1.5 1 5 2091

OVERHEAD LN FT 0.539 1199 2 2 1.5 1 5 646

BUTTDOWN HAND LN FT 1 .030 4485 2 2 1 .5 1 5 4620

VERTICAL LN FT 1.545 1846 2 2 1.5 1 5 2853

OVER H EAD LN FT 2.061 428 2 2 1.5 1 5 882

8 MARKING PIECE 0.100 2133 1 1 1.0 10 213

9 HANDLINGSTORAGE PIECE 0.100 2133 2 2 1.5 1.5 213

TRANSPORTI NG ASSY 5.000 24 3 3 2.0 2.0 120

LIFTING ASSY 5.000 24 4 4 3.0 3,0 120

lo REWORK JOINT 1,000 809 5 2 4.5 1,5 2426

TOTAL TRADE LABORHOURS 33726

TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS) 9355

TOTAL PRODUCTION LABORHOURS 43080

i NSRP PANEL SP-4

- A115 -

FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK95KDWT BASE ALTERNATIVE

PROJECT: Entire Tank Section MATERIAL: MS-STSFILE: 95120 THICKNESS 0.86 INCHES

WORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDUNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR

(MNH RS!WORK UNIT)

MNHRSREQ'D

i OBTAIN MATERIAL SOFT 0.010 121237 1 1 1.0 1.0 1212

RECEIPT & PREP

2 FLAME CUTTINGAUTOMATIC LN FT 0055 53768 1 1 1.0 1.0 2983

MANUAL LN FT 0.095 2830 2 2 1.5 1.5 269

3 EDGE PREP-GRINDINGFLAT LN FT 0.048 1359 1 2 1.0 1.5 65

VERTICAL LN FT 0.095 1372 2 2 1.5 1.5 131

OVER H EAD LN FT 0.135 99 2 2 1,5 1.5 13

4 SHAPINGBREAK BEND 0.380 0 1 1 1.0 1.0 0

ROLLI NG PIECE 0.951 4 1 1 1.0 1.0 4

LINE HEATING PIECE 10.000 0 1 1 1.0 1.0 0

FU RNACE PIECE 15.000 0 1 1 1.0 1.0 0

PRESS PIECE 0.019 0 1 1 1.0 1.0 0

MACHINING CU IN 0.020 0 1 1 1.0 1.0 0

5 FIT UP & ASSEMBLY JOINT 0.444 9500 2 2 1.5 1.5 4216

6 WELDING, AUTO/MACHINEFILLET LN FT 0.062 33721 2 2 1.5 1.5 2084

BUTT LN FT 0.45965 5684 2 2 1.5 1.5 2613

WELDING, MANUAL7 FILLET

DOWN HAND LN FT 0.476 10829 2 2 1.5 1.5 5149VERTICAL LN FT 0.951 10938 2 2 1.5 1.5 10402

OVERHEAD LN FT 1.347 789 2 2 1.5 1.5 1063

BUTTD O WN HAN D LN FT 1 .427 1825 2 2 1 .5 1.5 2604

VERTICAL LN FT 2.853 1844 2 2 1.5 1.5 5260OVERHEAD LN FT 4.042 133 2 2 1.5 1.5 538

8 MARKING PIECE 0.100 2375 1 1 1.0 1.0 238

9 HANDLINGSTORAGE PIECE 0.100 2375 2 2 1.5 1.5 238

TRANSPORTI NG ASSY 5.000 24 3 3 2.0 2.0 120

LIFTING ASSY 5.000 24 4 4 3.0 3.0 120

10 REWORK JOINT 1.000 1246 5 2 4.5 1.5 3739

TOTAL TRADE LABORHOURS 43061TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS) 11944

TOTAL PRODUCTION LABORHOURS 55005

NSRP PANEL SP-4

- A116 -

-A115-

FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK95KDWT BASE ALTERNATIVE

PROJECT: Entire Tank Section MATERIAL: MS-STSFILE: 95121 THICKNESS 086 INCHES

WORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDUNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR

(MNHRS/WORK UNIT)

MNHRSREaD

i OBTAIN MATERIAL SOFT 0.010 121237 1 1 1.0 1.0 1212

RECEIPT & PREP

2 FLAME CUTTINGAUTOMATIC LN FT 0.055 52763 1 1 1.0 1.0 2927

MANUAL LNFT 0.095 2777 2 2 1.5 1.5 264

3 EDGE PREP-GRINDINGFLAT LNFT 0.048 2467 1 2 1.0 1,5 117

VERTICAL LNFT 0.095 211 2 2 1.5 1.5 20

OVER H EAD LNFT 0.135 99 2 2 1.5 1.5 13

4 SHAPINGBREAK BEND 0.380 0 1 1 1 .0 1 .0 0

ROLLING PIECE 0.951 4 1 1 1.0 1.0 4

LINE HEATING PIECE 10.000 0 1 1 1.0 1,0 0

FURNACE PIECE 15.000 0 1 1 1.0 1.0 0

PRESS PIECE 0.019 0 1 1 1.0 1.0 0

MACHINING CU IN 0.020 0 1 1 1.0 1.0 0

5 FIT UP & ASSEMBLY JOINT 0.444 9500 2 2 1.5 1.5 4216

6 WELDING, AUTO/MACHINEFILLET LN FT 0.062 44034 2 2 1.5 1.5 2722

BUTT LN FT 0.45965 7713 2 2 1.5 1.5 3545

7 WELDING, MANUALFILLET

DOWN HAND LN FT 0.476 8998 2 2 1 .5 1.5 4278

VERTICAL LNFT 0.951 768 2 2 1.5 1.5 731

OVERHEAD LNFT 1.347 361 2 2 1.5 1.5 487

BUTTDOWN HAND LNFT 1.427 1576 2 2 1.5 1.5 2248

VERTICAL LNFT 2.853 135 2 2 1.5 1.5 384

OVERHEAD LNFT 4.042 63 2 2 1.5 1.5 256

8 MARKING PIECE 0.100 2375 1 1 1.0 1.0 238

9 HANDLINGSTORAGE PIECE 0.100 2375 2 2 1.5 1.5 238

TRANSPORTI NG ASSY 5.000 24 3 3 2.0 2.0 120

LIFTING ASSY 5.000 24 4 4 3.0 3.0 120

10 REWORK JOINT 1.000 740 5 2 4.5 1.5 2221

TOTAL TRADE LABORHOURS26360

TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS) 7312

TOTAL PRODUCTION LABORHOURS 33672

Plots for 4OKDWT and 95KDWT Alternatives

Comparison of Tank Steel Area(One Side of Plate, One Tank)

Comparison of Tank Steel Weight

Comparison of Tank Weld Lengths

Comparison of Weld VolumesIncludes Factors for Weld Position and Technique

Average Steel Plate Thicknessfor One Tank Length

- A117 -

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020

4060

8010

011

112

013

015

0V

esse

l Key

Num

ber

I 4O

KD

WT

Tan

kers

j 95K

DW

T T

anke

rs

50 40 30 20 lo o

Com

paris

on o

f Tan

k W

eld

Leng

ths

1030

5070

9011

011

212

114

020

4060

8010

011

112

013

015

0V

esse

l Key

Num

ber

4OK

DW

T T

anke

rsfl

95K

DW

T T

anke

rs

Com

paris

on o

f Wel

d V

olum

es-

Incl

udes

Fac

tors

for

Wel

d P

ositi

on &

Tec

hniq

ue

i10

3050

7090

110

112

121

140

2040

6080

100

111

120

130

150

Ves

sel K

ey N

umbe

r-

One

Tan

k4O

KD

WT

Tan

kers

L 9

5KD

WT

Tan

kers

24 22 20 18 16 12C

I) cl) 0

6r E

-4 2 O

Ave

rage

Ste

el P

late

Thi

ckne

ssF

or O

ne T

ank

Leng

th

10 3

0 50

70

90 1

10 1

1212

1 14

020

40

60 8

0 10

0 11

1 12

0 13

015

0V

esse

l Key

Num

ber

4OK

DW

T T

anke

rsi 9

5KD

WT

Tan

kers

Plots for 4OKDWT and 95KDWT Alternatives

Comparison of Estimated Labor Hours - Steelfor One Tank Length

Estimated Ship Labor HoursU.S. 1994 Design and Construction

Break Down of Cutting, Preparation and Weld Lengths4OKDWT Alternatives U.S. - One Tank

Break Down of Cutting, Preparation and Weld Lengths95KDWT Alternatives U.S. - One Tank

- Al23 -

60 50 40 30 20 10

Com

paris

on o

f Lab

or H

ours

- S

teel

-fo

r O

ne T

ank

Leng

th

1030

5070

9011

011

212

114

020

4060

80lO

O11

112

013

015

0V

esse

l Key

Num

ber

.i 4O

KD

WT

Tan

kers

95K

DW

T T

anke

rs

1.1 i

0.9

0.8

0.7

06 0.5

0= I-0.

4

0.3

0.2

0.1 o

Est

imat

ed S

hip

Labo

r H

ours

-U

.S. 1

994

Des

ign

and

Con

stru

ctio

n

1030

5070

9011

011

212

114

020

4060

8010

011

112

013

015

0V

esse

l Key

Num

ber

I4O

KD

WT

Tan

kers

95K

DW

T T

anke

rs

160

140

120

100 80 60 40 20

o

--,

,_-.

4010

4030

4050

4070

4090

401

10 4

0111

401

21 4

0140

4020

4040

4060

4080

401

00 4

0111

401

20 4

0130

401

50

Alte

rnat

ive

Key

Num

ber

..J A

uto

Fill

et L

i Man

ual F

illet

Aut

o B

uff

Man

ual B

uff

Fla

me

Cut

ting

j Edg

e P

repa

ratio

n

Bre

ak D

own

of C

uffin

g, P

rep.

and

Wel

ds4O

KD

WT

Alte

rnat

ives

U.S

. One

Tan

k

240

220

200

180

160

140

120

loo 80 60 40 20 o

Bre

ak D

own

of C

uttin

g,P

rep.

and

Wel

ds95

KD

WT

Alte

rnat

ives

U.S

. - O

ne T

ank

9510

9530

9550

9570

9510

095

111

9512

095

2095

4095

6095

8095

110

9511

195

121

Alte

rnat

ive

Key

Num

ber

Aut

o F

lUet

Man

ual F

illet

Aut

o B

utt

Man

ual B

utt

j Fla

me

Cut

ting

Edg

e P

repa

ratio

n

Mr. Norman Hammer

Mr. Fred Siebold

Mr. Paul Gilmour

Mr. Marty Hecker

Mr. Jack Waidman

Mr. James Wilkins

Mr. William Siekierka

Dr. Robert SielskiMr. Alex Stavovy

CDR Steve Sharpe

Maritime Administration

Maritime Administration

Maritime Administration

U.S. Coast Guard

Naval Sea Systems Command

Wilkins Enterprise, Inc.

Naval Sea Systems Command,Contracting Officer'sTechnical Representative

National Academy of Science,Marine Board Liaison

U.S. Coast Guard, Executive DirectorShip Structure Committee

Project Technical Committee Members

The following persons were members of the committee that represented the Ship Structure

Committee to the Contractor as resident subject matter experts. As such they performed

technical review of the initial proposals to select the contractor, advised the contractor in

cognizant matters pertaining to the contract of which the agencies were aware, and performed

technical review of the work in progress and edited the final report.