1 - Ship Structure Committee

dNTIS # PB95-1W66SSC-377HULL STRUCTURAL CONCEPTSFOR IMPROVED PRODUCIBILITYThisdccurmnth=keenapprovedforpublic release adssl.q ikdistribution isdtikdSHIP STRUCTURECOMMITTEE1994

TheSHIPSTRUCTURECOMMHTEEisconstitutedto pros@x.ttea researchprogramto improvethe hullstructuresof shipsand othermarinestructuresby an extensionof knowledgepertainingto design,materials,and methodsof construction.Mr, Thomas H. PeiroeMarine Research and DevelopmentCoordinatorTransportationDevelopmentCenterTransportCanadaRADM J. C. Card, USCG Chairman)Chief, Officeof Marine SaIety, Securityand EnvironmentalProtectionU, S. Coast GuardMr. H. T. Hailer&.soclate Administratorfor ShiPbuildingandShip OperationsMaritimeAdministrationDr. DonaldIiuSeniorVice PresidentAmeriHn Bureauof ShippingMr. EdwardComstuk Mr. ThomasW. Allen Mr. Warren NethercoteDirector,Naval ArchitectureEngineeringOfficer(N7)Head, HydronauticsSectionGroup (SEA 03H)MilitarySealiftCommandDefence Research Establishment-AtlmticNaval Sea SystemsCommandFXFCUTIWDIRFCTOR CONWCTING OFFICFR TFCHNICAI RFPRFSENTATI VECDR Stephen E. Sharpe, USCGMr. WilliamJ. SiekierkaU. S. Coast Guard Naval Sea SystemsCommandS-HP STRLJCTUFFSLJBCOMMIITEEThe SHIP STRUCTURESUBCOMMllTEEacts forthe Ship StructureCommitteeon technicalmattersby providingtechnicalcoordinationfor determinatingthe oals and objectivesof the programand by evaluatingand interpretingthe resultsin terms ofstructuraldesign,construction,an!operation.MILITARY SEALIIT COMMANDMr. RobertE, Van Jones (Chairman)Mr. RickardA AndersonMr. MiohaelW. ToumaMr. Jeffrey E. BeachAMERICAN BUREAU OF SHIPPINGMr. Stephen G. ArntsonMr. John F. ConIonMr. PhillipG. RynnMr. William HanzelekMARITIME ADMINISTRATIONMr. FrederickSeiboldMr. NormanO. HammerMr. Chao H. LinDr. Walter M. Maoleanmv~ SW SYSTEMS COMMANDMr. W. Thomas PaokardMr. Charles L NullMr. EdwardKadalaMr. Allen H. EngleU.S. COAST GUARDCAPT G. D. MarshCm W. E, Colburn,Jr.Mr. RubinScheinbergMr. H. Paul CojeenTRANSPORT CANADAMr. John GrinsteadMr. Ian BaylyMr. David L. StocksMr. Peter llmoninDEFENCE RESEARCH ESTABLISHMENT ATI ANTICDr. Neil PeqLCDR D. O #eiliyDr. Roger HollingsheadMr. John Porter~ RSU.S. COAST GUARD ACADEMY NATIONAL ACADEMY OF SCIENCES -MARINE BOARDLCDR BruceR. MustainDr. Rolmt SielskiU.S. MERCHANT MARINE ACADEMY ~s -~sDr. C. B. KimMr. Peter M. PalermoY. S. NAVAI A~~FMYDr. RamswarBhattachWaDA CFNTRE FOR MINERALS ANDENERGY TECHNOLOGIESDr. William R. TysonDr. Martin PragerAMERICAN IRON AND STEEL lNSTITUrMr. AlexanderD. WilsonSOCIFWOF NAVAL ARCHITECTS AND OFFICE OF WVAL RESEARCH~sDr. WilliamSandbergDr. Yapa D. S. Rajapaske~ETANDARDS ORGANIZATIONCAPT Charles PiersallMr. Trevor ButlerMemorialUniversityof Newfoundland

SSC-377Hull Structural Concepts for Improved ProducibilityShip Structure Committee 1994(==’~=, . . ....-- .,—+ ..”-.. —.,.

Member Agencies:AmerWm Bureau of ShippinDefence’Research Establishment AtIank’cMaritime AdministrationMilita Seaiitl CommmdNaval Sea ~ ystems CommandTranspoti CanadaUnited States Coast Guard~cShipStructureCommitteeAn Interagency Advisory CommitteeDecember 19, 1994Address Correspondenceto:ExecutiveDirectorShip StructureCommitteeU.S. Coast Guard (G-Ml/SSC)2100 Second Street, S.W.Washi ton, D.C. 205f&OOOlPh:(202 “! 267-0003Fax:(202) 267-4677SSC-377SR-1351HULL STRUCTURAL CONCEPTS FOR IMPROVED PRODUCIBILITYThis report represents a landmark work for the SSC as it is thefirst report to f ecus 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 judgments 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 ~f 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.Rear Admi%al, U.S. Coast GuardChairman, Ship Structure Committee.—. —.. -—.

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SSC-377IPB95-1443664. 11!1s ●nd $“4*,*IS L R**e*t O,**HULL STRUCTIJIUiLCONCEPTSFOR IMPROVEDPRODUCIBILITY- TANKERS---~cember 15; 1994.6. ●otfomlnsorgan,:otlwcsti7. Awrhmr’d9. ●otl*Fmlm*Qrg-tsa*l*n ROOO**M*.John C. Daidola, John Parente, William H. Robinson’ SR-1351 ‘*. Porlmtm,ngOto~,:ct,onM~o -d AddWSS10. w**unNmo., (TRAl$)IM. ROSENBLATT& SON, Inc. Il. Gmwo8t*fGmm*mm.350 Broadway DTcG23-92-C-EO1O29 ‘New York, NY 10013 13. Tmof Rwm,md Pon*d A9,*o*la. bnwiq A~omc,MHs mdAddrombSHIP STRUCTURECOMMITTEE..‘ .,”FINAL REPORTU;S. coAsT GUARD (G-W5SC)-.2100 Second Street, S.W.-,”..14. *--sAgo*c FCodoWashington, DC 20593 G-M1~. $“~@l*m*n*otT ~.*.aSponsored by the Ship Structure Cmmittee. Jointly funded by its member agencies.“>--—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 materialashell plating, bulkheads, stiffeners and others tructural elements for bothconventional and unidirectional double hull tankers, together with shipbuildingprocesses such as automation and accuracy control, knd standardization includingdesign. It is concluded that increasedstandardization are the areas where themake U.S. shipyards more productive andautomation, accuracy control,andgreatest gains may be possible tomore competitive on a world scale.17. Ko~hdt 10. ohwitias~Distribution unlimited.20NSTRUCTIOFJCOSTS, DESIGN FEASIBILITYSTUDIES, ECONOMICANALYSIS, HULL CONSTRUCT Nat-ion-al TEclmical “Information Service10N, HULL DESIBN, SHIP DESIGN, SHIPPJWLD- ~-U.S., Departme-i@@f Commerce;..[NG COSTS, TANKERSHIPS. . . Springfield, VA”’22151-1Available.,’frqm:.htmBOTF17W.1 (b~l ‘Rmmdm’fmdss+std m~awfbhs4iii/“ -’

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TABLEOF CONTENTSPAGE1.0 Introduction . . . . . . . . . . . . . . . . . : . . . . . . . . . . . . . . . . . . . . . . . ...12.0 TA!3KI- Concunent Engineering Requhements2.1 Objective . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...32.2 Philosophy of Construction.. . . . . . . . . . . . . . . . . . . . . . . . . . ...32.3 Design Stage . .,, .,...... . . . . . . . . . . . . . . . . . . . . . . . . ...42.4 Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...72.5 Results of Survey2.5.1 General, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...82.5.2Design/ProductionInput.. . . . . . . . . . . . . . . . . . . . . . . . ...82,5.3 Shipyard Facility Considerations . . . . . . . . . . . . . . . . . . . . . . 102.5.41nstitutional Constraints.. . . . . . . . . . . . . . . . . . . . . . . . ..103.0 TASK II - Structural Elements3.1 Objective . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...143.2 Tanker Structure -Overall Considerations . . . . . . . . . . . . . . . . . . . . Is3.3 Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...184.0 TASK ItI -Alternative Structural System Concepts4.1 Objective . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..254.2 Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...254.3 Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 . . . . . . . . . . . ..36,5.0 TASK IV-Application to Specific Double Hull Tankers5.1 Objective . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...385.2 Selection ofBaseline Vessels . . . . . . . . . . . . . . . . . . . . . . . . . . ..385.3 BaselineC obstruction Schedules and Labor Hours5.3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...435.3.2 Construction Schedules.. . . . . . . . . . . . . . . . . . . . . . . . ..435.3.3 Labor Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...435.4 Application of Alternative Structural Systems . . . . . . . . . . . . . . . . . . 555.5 Structural Blocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..586.0 TASK V - Estimates of Physical Production Characteristics for AlternativeStructural System Concepts6.1 Objective . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...1... . . ...616.2 Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...616.3 Results, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...657.0 TASK VI-Labor Hours and Schedules7.1 Objective, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...667.2 Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..667.3 Labor Hours forSteelwork . . . . . . . . . . . . . . . . . . . . . . . . . . . ..697.4 Labor Hours for Constructionof Complete Vessels . . . . . . . . . . . . . . . 797.5 Construction Schedules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...80v ,,,,,-”-” ‘,/

TABLE OF CONTENTS continued8.0 CONCLUSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...899.0 ACKNOWLEDGEMENTS . . . . . . . . . . . ., . . . . . . . . . . . . . . . . . ...9110.0 REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...9211.0 BIBLIOGRAPHY OF ADDITIONAL REFERENCES . . . . . . . . , ., . . . . . 95APPENDIXThe following summaries intheform oftables and graphs arepresented intheAppendix. PagesA30-72 require enlargement ifdetailed studyis requk.cl.PAGE40KDWT Base Alternative Vessel 4010- Longitudinal Scantlings withABS OMSEC Program . . . . Al - 13I95KDWT Base Alternative Vessel 9510- Longkudinal Scantlings withABS OMSEC Program . . . . A14 - 2840KDWT Base Alternative Vessel 4010- Break Down of Blocks and1, ....Piece Parts . . . . . . . . . .. A44 -4495KDWT Base Alternative Vessel 9510- Break Down of Blocks andPiece Parts . . . . . . . . . .. A45 -60Summary - 40KDWT Alternative Vessels - All Block Properties . . . . . . . A61 - 67Summary - 95KDWT Alternative Vessels - All Block Properties . . . . . . . A68 - 72Summary - 40KDWT Alternative Vessels - NQof Pieces, Area, Weight . . . A73 - 74Summary - 95KDWT Alternative Vessels - NQof Pieces, Area, Weight . . . A75 - 76Summary - 40KDWT Alternative Vessels - Weld Volume, Auto, Manual,Fillet, Butt . . . . . . . . . . .. A77 -78Summary - 95KDWT Alternative Vessels - Weld Volume, Auto, Manual,Fillet, Butt, . . . . . . . . . .. A79-8OSummary - 40KDWT Alternative Vessels - Weld Lengths . . . . . . . . . .. A81 -82Summary - 95KDWT Alternative Vessels - Weld Lengths . . . . . . . . . .. A83 -84Not Used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. A85 -8640KDWT Alternative Vessels - Estimation of Labor HoursCalculations for One Tank . A87 -10595KDWT Alternative Vessels - Estimation of Labor HoursCalculations for One Tank . A106 -116vi

TABLE OF CONTENTS continuedPlots for40KDWT and95KDWT Alternatives - . . . . . . . . . . . . . . . . . .. A117 -122Comparison of Tank Steel Area(One Side of Plate, One Tank)Comparison of Tank Steel WeightComparison of Tank Weld LengthsComparison of Weld Volumes - IncludesFactors for Weld Position and TechniqueAverage Steel Plate Thickness forOne Tank Length.Plots for 40KDw7T and 95KDWT Alternatives - , , . , , . . . . . . . . . . . . . . . A123 -127Comparison of Estimated Labor Hours -Steel for One Tank LengthEstimated Ship Labor Hours - U.S. 1994Design and ConstructionBreak Down of Cutting, Preparation and WeldLengths - 40KDWT Alternatives U.S. -One TankBreak Down of Cutting, Preparation and WeldLengths - 95KDWT Alternatives U.S. -One Tank,vii-. -.%

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1.0 INTRODUCTIONIt k 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, Scmthem 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 hastransfemed 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 producibility. 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 lOOK 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.1.“. .,...

The objective of the project was approached by a series of six “tasks”:Task I - Concurrent Engineering RequirementsTask II - Structural ElementsTask III - Alternative Structural System ConceptsTask IV - Application to Specific Double Hull TankersTask V - Estimates of Physical Production Characteristics for Alternative StructuralSystem ConceptsTask VI - Labor Hours and SchedulesSummaries of the results obtained for each task now follow.,-..

2.0 TASK I - CONCURRENT ENGINEERING RECN.JIREMENTS2.1 OBJECTIVEConcurrent 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 CONSTRUCTIONThe 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.* Numbersin bracketsindicatereferencenumbersin Section10.0.3

2.3 DESIGN STAGEIt 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 desireis the phase in which there is usually a translationnecessary to establish functional performance, toes~blish production requirements.of the design from a systems orientationa planning unit orientation necessary toThe Conceptual/Preliminary design represents the design phase at which rou,gh order ofmagnitude (ROM) price quotations may be ~equired for a tim-el~ response to a pote;tial 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.lHI 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. During4--.”+,,

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 CHARACTERISTICSlNPUT/OUTPUTDesign Input. Service requirements, such as cargo capacity and speed.● Routes.. Critical components and equipment.Design Outputs. Preliminary 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 CHARACTERISTICSlNPUT/OUTPUTProductionInputs● Shipbuilding policy.● Facility dimension and capacities.● Interim product types, including blocks and outfit modules.● Material choices.● Fabrication choices.Production Outputs. Outline build strategy,● Preliminary block breakdown.● Zone identification.● Material preferences.. Fabrication preferences.... . . ...i,‘.”._

Prelimin ary 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.

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 APPROACHIn 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 1 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 SURVEY2.5.1 GeneralThe features of the concept/preliminary design and production inputioutput 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 Desi~n/Production Immt2.5.2.1 Design InputWith 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.

o2.5.2.2 Production InputWith regard to production, the following input was established from the survey: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 maybe 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 abovealthough generally not applicable tobilge turn is good practicedouble hull tankers.for producibility,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.0Material 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.9. .. ...,’ ,.--..~

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 longitudinal.Bilge plates without longitudinal and possibly also without brackets, are goodfrom a production viewpoint.Lapped joints in plating maybe acceptable in non-critical areas, but maybe moreexpensive than butt joints.Tapered plating is not liked, possibly due to cost.2.5.3Shi~vard Facility ConsiderationsTable 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 ConstraintsThe 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 to 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 technical10““>.—..--”

equirements 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 IMO 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 mile the percentage figures quoted vary widely, it appws 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....-.~ ,’.1 ‘“\ -.”

Table 2.3: EXISTING U.S. SHIPYARD.-.-----y,J,L ,,‘e’

Table 2.4: NOTIONAL SHIPYARD.- AutomatibemifbrI&g:MComputertiring, stmdting,nestingandIayQut.- Modularscaffolding.- Self-traYel@g skiging-BMw~rx..mod~lv~r~og‘gi@@,- Hydrauficblqckdi@nwnt syst~qs.o Completed.e~ign, englneeiii-i~ andC@,,De:@ forproduction’$qph~ized.~~ti~ablidocurnentatimto,suitstrwituralMocktid:Zon.ti,:otitfitting..b.;w~]~ing- Wi~F1.ux@e.WiTW(FCWwelding].- W&lingrobotics.foi,th m.oiedifficultareas.- LaserWeldiug.Q prOC~SSl~es;“: O Si~tii@@ akhu~~cyc*nt&,....”..... . .. ,. ,“.. ... .13

3.0 TASK II - STRUCTURAL ELEMENTS3.1 OBJECTIVEThe objective of this task is to identify structural elements which can be utilized inassembling alternative structural system concepts having the potential of improving theproducibility 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,and, 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.3.1IAt this stage, it is useful to define some structural terminology as used herein - see TableTable 3.1: STRUCTURAL TERMINOLOGYStructural 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 (suchas 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 CONSIDERATIONSTank 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 ofcasuzdty 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 rescueoperation.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 conventionallongitudinal. 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 unidirectionalconcepts have been developed as well, such as the dished shell plate system, [10] - seeFigure 3.5.15

Figure 3.1 Single Skinned Tanker,..Figure 3.2 Double Hull TankerllPc.dx~sc.i3.TANKFigure 3.3’ Mid-Deck Tanker.,...

FIGURE 3.4UNIDIRECTIONAL DOUBLE HULLSTRUCTURALSYSTEM.Lon itudinalGir%erInner BottomBottom ShellPlatingFIGURE 3.5DISHED PLATE UNIDIRECTIONALDOUBLE HULL STRUCTURAL SYSTEM17,.i..,.,,

3.3 RESULTSTable 3.2 provides concepts foridentifying structural elements forimprovement.improved producibility which can be utilized indouble hull tankers which exhibit the desiredTable 3.2s CONCEPTS FOR IMPROVED PRODUCIBILITYA.B.c.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..-D.E.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 flats 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.F.G.H.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 willbe defined that are stable when they are upside down and when they are right-side upin 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 thestructure to be built to finer tolerances.Maximize plate forming compatibility ~Arrangement of seams can facilitate the efficient forming of plate in areas of compoundcurvature, e.g. arrange seams so that both ends of plate have approximately the samecurvature.18,7 IL.,-“G.J”

I. Maximize use of standardization of parts and procedures(a) Standardize brackets, stiffeners etc.(b] Standardize construction blocks as far as possible.(c) 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 identi@ candidate structural elements including components, material> processes,shipyard facilities or design features, as shown in Table 3.3 below.19‘. .”,,

Table 3.3: STRUCTURAL ELEMENTSElement1. Extra wide plating to reduce the number of welded seams.2, Tapered plating.3. High percentage of single curvature plate at forward and aft ends.4. Reduced numbers of piece parts in structural assemblies.5. Built up plate piece vs. single plate with cut-outs (e.g. lower wing tank web)6. Corrugated or swedged plating - see Figure 3.6.7. Rolled vs. built up sections.8. Fabricated stiffeners and girders (possibly of two strength materials) vs. rolled section9. Stringers - to facilitate construction and aid inspection.10. Use of bilge brackets in lieu of longitudinal in the bilge turn area.11. No longitudinal in bilge turn area and bilge brackets negated due to thicker shellplating.12. Longitudinal girders without transverses.13. Standardized plate thicknesses in inventory. Establish limiting plate thickness to avoidweight gain from transition thickness plate.14. Standardized stiffener sizes in inventory.15. Standardized structural details (good producibility and weldability together with lowfailure rate).16. Standardized equipment and foundations.17. Coiled plate - Presumably in rolls and would be available in longer lengths.18. Stiffened elements fashioned from one frame space width of plate with stiffener formedon one side - see Figure 3.7.19. 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 platebulkheads etc. - see Figure 3.8.MaterialsLimit steel grades used to those which do not present problems with welding, fatigue dueto less than optimum datailing, etc.Processes1. Use of a product work breakdown structure which identified interim, i.e. in-houseproducts.2.. Statistical analysis of in-process structural accuracy variations.3. Employment of statistically obtained data to anticipate shrinkage caused by flame-cuttingand welding operations.4. Automatic and robotic welding.5. Automatic and Robotic painting.6. Automatic and robotic inspection,7. Numerically-controlled flame cutting,8. Line heating both for creating required curvature and for removing distortions inprocess.9. Standardize welding details.10. One-sided welding.20

Use of Shimard Facilities1. Optimize block size to suit shipyard transporter and crane capacities.2. Optimize structure to suit shipyard panel line and other facilities.Desism Features1. No dead rise, camber or sheer,2. Standardized stiffener spacing.3. Standardized double skin separation (keep same in all size vessels if feasible).4. Standardized aft end design - engine room, mooring etc.5, Standardized forward end design - mooring, anchoring etc.6. Standardized transition of double skin to single skin.7. Formed hopper comer knuckle - see Figure 4.1,8. Flat deckhouse sides and ends.9. Standardize deck heights to minimize number of different heights.10. Standardize size and type of closures, scuttles, and accesses to the smallest variationpracticable.11. Align and locate all sanitary spaces to simplify piping.12. Collocate spaces of similar temperature characteristics to minimize insulationrequirements.13. Locate access openings clear of erection joints to allow pre-installation of closures.14. 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..15. Structural trunks for cables and pipes (lower tween deck height is then possible).16. Design risk and possible failure should be considered when proposing new structural oroutfit concepts.StructuralArrangements1. Longitudinal framing with formed hopper side corner and corrugated bulkheads.2. Unidirectional stiffening supporting inner and outer shells.3. 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 ‘,k,-,,,..

Flat bars, angle bars, tee–barsor bulb flats.[(a)Conventional StiffeningSpacingspacingofofswedges similar toconventionalstiffeners.f—-ifSwedge (triangular shaperecess pressed into platesto form stiffener)(b)SwedqedPlatingSpacing of corrugations(to spacing of conventionalsimilarstiffeners.>Ploting pressed intocorrugated shope to+/ form Stiffeners11.?or? I(c) Corrugated PlatinqFigure 3.6ALTERNATIVE METHODS FOR STIFFENER PLATING22 ,.,..---%/~!..:‘ ‘“L ,,:i_T’”

Full penetration weld /Figure 3.7STIFFENED ELEMENTS FORMED FROM ONE FRAME (OR STIFFENER)SPACE WIDTH OF PLATE WITH STIFFENER FORMED ON ONE SIDE.InnerBottom~rFloor plote lugged and slottedthrough inner bottom andbottom shell for easy olignment.After welding (full penetration)lugs burnt 6ff flush ond groundsmooth,Transverse Floor(or Longitudinal Girder)00I~ ~Figure 3.8LUGGED AND SLOTTED STRUCTUREBottomShellNOTE: 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 .-,

Table 3.4: STRUCTURAL ELEMENTSAPPLICABLE TO EXISTING U.S.SHIPYARDSTable 3.5: STRUCTURAL ELEMENTSAPPLICABLE TO A NOTIONALSHIPYARD/,-””- .-(“.} ,.

4.0 TASK HI - ALTERNATIVE STRUCTURAL SYSTEM CONCEPTS4.1 OBJECTIVEThe 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. Some 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 APPROACHIn 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 OFSTRUCTURAL SYSTEMSHull FormFlat surfacesDevelopable surfacesCompound curvatureNo bulbous bowCylindrical bulbous bowBulbous bow with compound curvatureCylindrical bowSingle screw sternSingle screw stem with bulbTwin screw stemDeckhouseBlock configurationStraight sides and endsFlat decksTank Arran~ement (in addition to double skin)No CL or wing bulkheadsCL bulkhead (oil tight or non-tight)Wing bulkhead P/SMachinervSingle screw slow speed dieselSingle or twin screw medium speed dieselsPumDinp SvstemVariableRudderHorn typeSpade type~Smooth plateDished plate25

Table4.1 continuedShell and Deck LorwitudinalsNoneFlat barsAnglesTeesBulb flatsRolled vs fabricated sectionsUnidirectional systemDeckNo sheerNo camberParabolic camberStraight line camber with C.L. knuckleStraight line camber with knuckle P/SSingle vs double skinMain BulkheadsStiffened PlateCorrugatedDouble PlateGirdersStiffened$wedgedPlateFlatSwedgedCorrugatedDishedplateplateInner Hull Connection to Inner BottomBracketedSloped hopperSloped hopper with formed cornersRadiused corner (unidirectional designs)Main Deck/Sheer Strake ConnectionSquare (sheer strake extends above deck)RadiusedBlocksNumber of blocksSize and weightBlocks Cent’d.Structural complexityNumber of piecesShoring, pins or jigsNumber of turnsMaterialMild Steel (MS)High Strength Steel (HSS)Combination (HSS/MS)WeldingManualAutomaticRoboticPlate FormingRollingPressingLine HeatingAccuracyNormal standardHigh standardShir.ward FacilitiesCranesTransportationAutomationMaterial throughputProcess lanesStructural DetailsStandardSpecialized/Fitted--Pre-constructionStandard qualityHigh qualityStandardizationprimerMaintainability. Strenpth and FatigueAccessibilitySmooth surfacesStructural intersections.‘\L..

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:1. 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, [11]. The bow portion of the 40KDWT 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 configuration 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 the effect on labor hours was considered to be small.2. 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 the weather deck and the stack should forma structure separatefrom the main deckhouse, so that the latter can be completed without interference frommachinery space related work.3. 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 have 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 40KDWT alternativestructural concepts has no centerline bulkhead, for comparison purposes. The wing tanks anddouble bottom tanks are port and starboard ballast tanks,4. Machinery - A single screw slow speed diesel has been used for the baseline ships as arepresentative option. As the sterns of the alternative structural 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.5. 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.

6. Rudder - The horn rudder is the predominant type provided for tankers. It kcharacterized by a large horn casting or weldment with a gudgeon and pintle. On the otherhand, the spade rudder does not include these characteristics, although the rudder stock will belarger. The anticipated improved producibility of the spade rudder supports its being utilizeddespite the larger stock.7. Shell - Both smooth shell and dished shell were considered for the alternative structuralconcepts. The dished shell provides additional strength as a result of its curvature.8. Shell and Deck longitudinal - Shell and deck longitudinal may be flat bars, angles, teesor bulb flats. Large flat bars are often installed at the main deck as a means of reducing deckplate thickness. They are easier to install than other sections, but very large flat bars requiresignificant welds at butt joints. The unidirectional hulls, both smooth and dished plate, have nolongitudinal stiffeners in the conventional sense of the word, but are framed longitudinally withplate girders joining the inner and outer shells. The longitudinal plate girders are supported bythe transverse bulkheads, with no intervening transverse webs.Tee sections are more desirable than angle sections from the viewpoint of structuralstability and fatigue. Also, although they are harder to paint, it is understood from variousowners that there is not much trouble with them in pooling of cargo. Therefore, tee sectionswere considered to be a viable alternative to angle sections.For the conventionally framed vessels, bulb flats have advantages when considering surfacecorrosion, 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 weldin way of the bulb. Considering strength, available bulb flats are generally too small forapplicability to a vessel of 95KDWT, but recent information on jumbo bulb flats has becomeavailable (although physical availability is questionable) and bulb flats are therefore consideredfor 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 theavailable rolled section level. Recent advances in welding technology, laser, and high frequencyresistance welding have decreased the distortion associated with fabricated sections, althoughthese new welding technologies have not as yet made significant inroads into shipbuildingpractice, [13]. However, for all sizes of sections, all but bulb plates were considered fabricatedin the yard, with the welding of stiffener flanges to webs accounted for in the evaluations ofweld length and volume. Comparisons between rolled and fabricated sections can be found inconsideration of alternative structural concepts for both 40K and 95KDWT vessels with bulbflats and similar concepts constructed with fabricated angles and tees, The impact of rolled VS.fabricated sections on labor hours and schedule can be gleaned from these comparisons.In summary, one conventionally framed structural alternative of each vessel size isstiffened entirely with bulb flats. The remainder of the conventional alternatives have tees onthe bottom shell and inner bottom, angles on the side shell and flat bars on the deck, so that allavailable section shapes have been used. Also, as described in Section 5,4, an additional rangeof stiffener sizes was incorporated in one alternative structural concept for both 40K and 95KDWT vessels.28

9. Deck - Sheer or camber of weather decks is undesirable from a producibility point ofview, 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 portion 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 some 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..-.10. 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 on 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 preferd by some 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.11. Girders - A swedged girder maybe 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.12. 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.13. 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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,.-14. 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 radiusedcomer may be fitted for the purpose of alleviating stress concentration, Since the square comergenerally 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.15. 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 11% 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 same throughout..16. 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 40KDWT unidirectional alternative has been constructed with a combination of HSS and MSas above.17. 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 m a baseline.18. 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 identifiedas a means of pre-determining some 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, [16]. 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. Thissuggests that the Japanese have a better control of accuracy on fabricated components.This also suggests thattheJapanese followed the Pareto principle for prioritizing theirmethods development. They recognized that for hull construction typically about 5 % of workhoursare required for parts cutting, 50% for sub-assembly and block-assembly, and 45% forhull erection. Thus, they first focused on statistical accuracy control and line heating as meansto 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 themean dimensions and standard deviations exhibited by any repetitive production process,adjustments are made to the “designed” dimensions of components so that “adjusted” dimensionscan 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 appliedto 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 defined for the construction process andfabrication can proceed to these specific dimensions with the confidence that the results will be

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.20. 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.21. 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.22. 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.23. 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,flexible approach toIshikawajima-Harima Heavy Industries Col, Ltd. (IHI) exploits a verystandardization. For a so called standard ship, even hull blocks can vary33.

significantly while achieving 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 auxiliary 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 companiondiagrammatic 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 PAZO031, then it is numbered PAZO031 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,pipingand electrical diagrams are provided, but detail routing/armngements 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 diagrammatic 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,

‘Once the 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 theyprefer 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 inwork instructions. It is therefore plausible that the level of design labor hours can be as low as50,000, as indicated in Section 5.3.3As 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 worldng drawings. In the absence of a standard design, this scenario will alsoimpact the phased material procurement and places some risk on the construction schedule, inthat 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 shipyardworkers. 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 longitudinal 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 the 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.

Steel renewals dueto corrosion, onalong 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 stressesthan the more conventionally framed alternatives, withconsequent longer fatigue life for structur~ 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 longitudinal, 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 RESULTSA 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‘,,t,‘

Table 4.2: GENERIC ALTERNATIVE STRUCTURAL SYSTEM CONCEPTSCOMPONENTOR ELEMENTCHARACTERISTICS,-..1. Hull Form2. Deckhouse3. Tank Arrangement4. Machinery5. Pumping System6. Rudder7. Shell8. Shell and Deck Longitudinals9.10.11.12.13.14.15.16.17.18.19.20.21.22.23.24.DeckMain BulkheadsGirdersPlateInner Hull ConnectiontoInner BottomMain Deck/Sheer Strake(Gunwale) ConnectionBlocksMaterialWeldingPlate FormingAccuracyShipyard FacilitiesStructural DetailsCoatingsDesign (Standardization)Maintainability, Strength andFatigueBaseline Sect. 4.2 - item 1Baseline “ “ - 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 AlternativeBaseline Sect, 4.2 - item 14Baseline Sect. 4.2 - item 15Per AlternativePer AlternativePer AlternativeBaseline Sect. 4.2 - item 19Baseline ~’ “ - item 20Per AlternativeBaseline Sect, 4.2 - item 22Per AlternativeBaseline Sect, 4.2 - item 2437 ,,,,, ,.,,

5.0 TASK IV - APPLICATION TO SPECIFIC DOUBLE HULL TANKERS5.1 OBJECTIVEThe 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 VESSELSThe 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 40KDWT 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 40KDWT 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 40KDWT vessel was not available. Accordingly, ahybrid was prepared utilizing the generic features of the 95KDWT Far Eastern vessel andprincipal characteristics indicated by previously built 40KDWT tankers for the U.S. JonesAct trade. The general arrangement and midship section are shown in Figures 5.1 and 5.3respectively. The principal characteristics for the vessel are given in Table 5.1.,)’ !) ‘-f .’i L_ ,.—.---,.

Table 5.1: BASELINE DOUBLE HULL TANKER PRINCIPAL CHARACTERISTICSLength B.P. (LBP)Breadth BDepth DDesign draftBlock Coefficient C~SHPDisplacementLightshipWing Tank WidthDouble Bottom DepthCargo Tanks40KDWT183.00M31.00M17.70M11.28M0.808,50052,790MT12,790MT2.20M2.20M7@ 17.90M95KDWT234.00M41.50M19.75M13.75M0.8313,000114,280MT19,280MT2.70M2.20M7@ 25.06MThe 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 ALTERNATIVES95 KDWT~~m(DishedPlate)Breadth BDepth DWing Tank WidthDouble Bottom DepthBottom Girder SpacingSide Girder SpacingDeck Void Depth40.75M21.0 M2.0 M2.6 M1.75M1.45M1.0 M41.8 M22.4 M2.2 M2.2 M1.15M1.15M2,2 M40,4M21.2M2.2M2.2M2.4M2.4M2.2M40 KDWTwmm(DishedPlate)Breadth BDepth DWing Tank WidthDouble Bottom DepthBottom Girder SpacingSide Girder SpacingDeck Void Depth30.5 M17.57M2,0 M2.6 M1.75M1.45M1.00M30.85M19.35M2.2 M2.2 M1.15M1.15M2.2 M*30.8M18.8M2.2M2.2M2.4M2.4M2,2M*open to cargo space39

I1t-------it ————-—b-––––-–; p/s !=llEITAMKS~ CARGOTMWS! cARGOTANKSI I I II I I#7 I #is #5 t+! #3 I #2 I Mr! CARGO TANKS !cARGO TANKs ! cARGO TmKs ~ cARGO ‘WKS / cARGO ‘ANKS / ~m~PJR_~ I I I _ 1 _____ J_______ L______ l__-––––j PEAK—AP40K DWT DOUBLE HULL TANKERLBP= 183 METERS/P—+7 ———_— ——-—t ————-—I I I I I I I I 1 I 1‘IG_GWL_-––––– ~ lx! [ ! 1 I Ilcp–__I FUEL C+LIZI sLOplII#7#b#5#4#3 #z #1}–––––––- 1=’ I II!Ir L___Pis l&l TMKsl CARGO TANKS i CARGOTANKS i CARGO TANKS i CARGO TANKS I CARGO TANKS I CARGO TANKS 1 CARGO TANKS iIII FOREiiiI I iI, PEAKL-______-::-~-k:__-I-----_--_--L-___-__---L___-__-___L_--____-__~-___-----_j-__--___--J--_----___J@ELINE ——)II ~I 1-AP95K DWT DOUBLE HULL TANKERLBP=234 METERSFPFIGURE 5.1-GENERAL ARRANGEMENTS

I 1 I I 1 I I I I I I I 1 f f I i I I I I iQm1m1111Cargo Tank Length 25.06m.Double Bottom Depth 2.20m.1Wing Tank Width 2.70rn,. r-! r,5? Spacing of Transverse Webs 3.58in.‘k Bottom Longitudinal Spacing 800 mm.Side Longitudinal Spacing 745 mm.‘!‘8-1 1--! !--1 r1 rt *.,31 9-7-1 r71 r‘!7,--11r.,.- -_1( -’I,,~,.7-11L 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1rrr1-?-T T T T T T 1- T T 1 T T T T T T T T TI T T TI FIGURE 5.295KDWT BASELINE MIDSHIP SECTION

I~~ T‘11–/-–l–--J------ ,—,--1--7--rT---> r1-1 r1 r1. r7 r> r——-1Cargo Tank Length 17.90m.1Double Bottom Depth 2.20m.-1 Wing Tank Width 2.20m.7 Spacing of Transverse Webs 3.58m.Bottom Longitudinal Spacing 800mm.-!Side Longitudinal Spacing 745mm..-1 r-1 r--i .1 *3. r-‘! r-1 f-‘!1.*d!-‘1‘8‘Bracket1v-IT.1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1_.I-T T T T T T ITTTITTTITTT T ~-.dI FIGURE 5.340KDWT BASELINE MIDSHIP SECTION

5.3 BASELINE CONSTRUCTION SCHEDULES AND LABOR HOURS5.3.1 GeneralThis 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 SchedulesThe 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 Japanesey~d, [18]. Note that the total schedules from contract signing to delivery are 22 and 20’/2months respectively.5.3.3 Labor HoursFigures 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 2096 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 80KDWT 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.)43i. /

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

,“, . ‘,- T,:-.’,“ ,,,; .- ,.,,,FIGURE 5.4 ~~FABRICATIONTO LAUNCHINGTIME LINESMONTHS FROM START OF FABRICATION TO VESSEL LAUNCHINGI Ii 21 S]415161 71819~101 tl~12j191 14115]161 1711Bl19120] 21122~2Sl 24125126j 271281291 301 Sll92l99 94 35 96 S7 98 99 40 41 42 4S 44 45 4GI1~ 285,000 DWTTanker, Japan, 199S.2 ~ Moblllzatlon Ship, US, t98S. Bunch 19L17. ●I~~ Mobllfzatlon Ship, Japan. 1980, Sunoh 1987. ●4 ~ 40,000 DWT Tank-r, US, 1981.5 ~ 40,000 DWT Tanker, US, 19S9.6 ~ 10,000 DWT OiKer, Navy, 1980.&17 25,000 DW Ollar, Navy, 1966.,:,,, ~’,,n,,:., 225m LBP Product Tank-r, Denmark. Anderson, 19929 ~ 290,0Q0 DUVTTank-r, Japan, 1999.10 ~~ New forabody 125JIOODWT Tank-r 199911 MatBon ContainorehipI 1 I

ixw>--Jua(nm4NtiinVIr--’-’ —zo1=coILoin46—..—”

FIGURE 5.6HULL HORK LABOR HOURS, [20]—-—MARAD – U.S. vs JapanPD–214 Estimate (early 1980’s)MARAD – U.S. vs Japan *PD–214 Estimate (early 1980’s)Thousands of Laborhourso 50 100 150 200 250pCut and Fabrication k ‘l.’!.:.1 I1Sub assy and Assy >,,’,’’ ,’,,, 1-,),,,1,11!” . .ProductionErection , ~~,,:,’,,, Q IEngineeringMold LoftIE!!!!+CranesMiscellaneousDesign Engineering PII Ic1Iu I )●■ U.S.Ships not builtDJapan47““

FIGURE 5.7MACHINERY/OUTFITTING LABOR HOURS, [201MARAD – US. vs JapanPD-214Estimate (early 1980’s)MARAD ~ U.S. vs Japan *PD-214 Estnnate (early 1980’s)Thousandsof Laborhourso 50 100 150 200 250 300Piping, Fabric. and AssemMachinery Fab and Assy ~Electrical Fab and AssySheet Metal Fab and ksyInsulationPaintingFitting and OutfittingTestingCranes for OutfittingServices and UnallocatedOutfitting Production Ena~ I■ U.S.❑ Japan.,48{’

Table 5.3: COMPARISON OF PRODUCTIVITY (Baseline of 1.0 for Japan, unlessotherwise specified) (1992), [22].Itern U.s.a JapanShips Construction of five 80000 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)‘ 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].Steel fabricationPanel and shellOutfitting:ElectricalPipeMachineryOtherSubassemblyBlock assemblyShip erectionLaunchPost-launch outfitLabor % Labor%Automated Yard Conventional Yard3442452231141JQ100%46435511G1~100%.-Total labor hours 68% 100%Time required 54% 100%49,\_”,,

Table 5.5 provides data for five single hull vessels built and delivered at IHI YokohamaShipyard in the year 1972, [18]:Table 5.5: DATA ON SINGLE HULL SHIPS BUILT AT HH in 1972, [19]TypeaeOBO 224,070 dwtTanker 230,906 dwtTanker 227,778 dwtTanker 219,803 dwtTanker 232,315 dwtThe new construction of Table 5.5 was achieved with one building dock, supportedbytwo 120-ton cranes andone30-ton crane, [29]. Thearea of theyard used for such constructionwas just over 50 acres. According to Reference [19], the above vessels were constructed witha labor force of 1900, with 1150 employed on steelwork 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 TANKERSJapanese*Danish**Steel 55-63% 70%Outfitting 45-37% 30%*lH1**B&w50

Table 5.7: STEEL LABOR BREAKDOWN FOR DOUBLE HULL TANKERSJapanese Japanese Danish40KDWT 95KDWT 84KDWTParts 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/OUTFITTING LABOR BREAKDOWNFOR DOUBLE HULL TANKERSJapanese40KDWTJapanese95KDWTDanish84KDWTMachine ShopPipe fab. and machinery pkgs.Pipe installationMisc. steel outfitting,— Hull & AccommodationsMechanical InstallationJoiners & carpentersMachinery OutfittingElectrical OutfittingTests & trials incl. Dry Dockg.PaintingOutfittingtotals11%*25%*18%9%6%31%lo%*23%*16%9%8%34%100% 100%2%10%21%17%8%*8%*16%18% Danishcoatingof cargo& WB tankssubcontracted100%*Affected by hull structural conceptTo 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 for51 >.$.~_,

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 preoutfitting.The above data can then be used to estimate the labor hours required in Japan in1972 to construct 40K, 95K 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 longitudinal 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 longitudinal, which both vary with w. Thenthe total length of welds varies with w1, where 1“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 lw. Then the total length of welds for the complete unit varies with w1, 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 + 10BD). For a double hull tanker with a center-line longitudinal bulkhead and tentransverse bulkheads, the numeral becomes ND = (3LB + 5LD + 10BD),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 228KDWTsingle 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 N~/N~. The resulting hours were thentaken 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.52

Table 5,9: ESTIMATED LABOR HOURS JAPAN 1972(All vessels double hull except 228KDWT)DWT LxBxD Steel Machy/Outfit Total*Q&L) H N. or N. N~/N~ Hours(59%) Hours(41%) LaborHours228K 313x51x26.18 N~=78055 - 582,920 405,0s0 1,038,00040K 183X31X17.7 N~=38702 0.50 291,460 202,540 544,00095K 234x41.5x19.75 N~=60437 0.77 448,848 311,911 810,75984K229x32.24x21 .6 N~=53845 0.69 402,215 279,505 731,720* Includes50,000hoursfordesignIt 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 represent. an 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 maybe noted that the total labor hours for the 84KDWT vessel compare favorably with thosefor an 80KDwT 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)40KDWT 95KDWT 84KDWTParts 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 88,287Steel Total 226,464 348,755 312,52153

Table 5.11: MACHINERY/OUTFITTING LABOR HOURS (Japan 1994)40KDWT95K!2!m84KDWTMachine ShopPipe fab. and math. packagesPipe installationMisc. steel outfittingHull & AccommodationsMech. installationJoiners & carpentersMachinery OutfittingElectrical OutfittingTests & Trials incl. Dry DockingPaintingMachinery & Outfitting Total17,311*39,344*28,32714,1649,44248,786157,37424,235*55,742*38,77721,81219,38882,401242,3554,34321,717*45 ,607*36,920*17,374*17,374*34,74839,092 Danishcoatingof cargoandWEtankssubcontracted217,175Table 5.12: TOTAL STEEL & MACHINERY OUTFITTING..40KDWT 95KDWT 84KDWTTotal Steel and Machinery Outfitting 383,838 591,110 529,696*Affected by uniqueness of hull structural conceptand difference from base vesselAccording to information recently received, [29], the following labor hours forconstruction were achieved by Japanes~ and Korean shipyards in 1992:280KDWT single hull tanker280KDVVT double hull tanker150KDWT single hull tankerJapanKorea380-450,000 700-800,000550-650,000 850-950,000About 300,000 About 640,000This 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 [31] states that some 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 databases that for thepurpose of this study, the Korean hours have been taken to be typical of Far East construction.,, -.-54!:!,l-, ,.,L_. $“

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 100 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.NEXI Y .,.4,,... . . . . . . .However, the advantage of series production is available to all shipyards. A learningcunw 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.>,II ‘G-’-”’”””I ‘1+ ~.- ........l . . . . . . . . . . . . . . . . . . . . . . . . . . . .ANO PRODUCTION00CLKNTATION1 5 70 Is 20 “u. IN SERIESFigure 5.8Learning Curve for Series Production, [B&W]5.4 APPLICATION OF ALTERNATIVE STRUCTURAL SYSTEMSFrom 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 40KDWT alternative starts with 40 and ends in a numbersuch as 10, assigned to identify the structural configuration of the alternative. For example, the40KDWT 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 producibilityremainder of the 95KDwT series would not differ greatly from the relationship exhibited40KDWT series.55._..-“.. ,..‘h,

Table 5.13: ALTERNATIVE STRUCTURAL SYSTEM CONCEPTSNOTE: Allvessels 4010 thru4090and 9510 thru9580 have high strength steel (gradeAH32) in the deck and bottom except 4020 and 9520. All unidirectional vesselsare 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 NQ4010-9510-4020-9520-4030-9530-4040-9540-4050-9550-4060-9560-4070-9570-4080-9580-4090-40KDWT base vessel with square (bracketed) lower outboard corner of cargo tamk.95KDWT base vessel with sloped tank side (hopper) at lower outboard comer.Same as 10, except all mild steel.Same as 10, except all mild steel,Same as 10, three times the stiffener sizes in order to minimize weight.Same as 10, with additional stiffener sizes, as in 4030.Same as 10, with vertically corrugated transverse bulkhead.Same as 10, with vertically corrugated transverse bulkhead,Same as 60, but sloped hopper fitted with formed corners.Same as 10, but sloped hopper fitted with formed corners.Same as 10, but with sloped hopper at lower outboard corner.Same as 10, but with square (bracketed) lower outboard corner of tank.Same as 10, but with bulb plates in lieu of other stiffeners.Same as 10, but with bulb plates in lieu of other stiffeners.Same as 10, but with stiffened elements fashioned from one frame space width ofplate with stiffener formed on one side. This in lieu of plate stiffener combinations.Same as 10, but with stiffened elements fashioned from one frame space width ofplate with stiffener formed on one side. This in lieu of plate stiffener combinations.Same as 10, but with all floor, girder and web stiffeners assumed automaticallywelded,56

4o1oo-40110-4o111-40112-40120-95120-40121 -95121 -4o130-4o140-4o150-U4 - Unidirectional alternative with vertically corrugated transverse and center linebulkheads.U5 - Unidirectional alternative with vertically corrugated transverse and center linebulkheads.U5 - Unidirectional alternative with double plate transverse bulkhead and verticallycorrugated center line bulkhead.U5 - Unidirectional alternative with high strength steel deck and bottom, verticallycorrugated transverse bulkhead and no center line bulkhead.U6 - Dished plate unidirectional alternative, with vertically corrugated transverse andcenter line bulkheads. Dished plating formed by rolling.U3 - Dished plate unidirectional alternative, with vertically corrugated transverse andcenter line bulkheads. Dished plating formed by rolling.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.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,Same as 10, but double bottom floors and girders lugged and slotted into bottom shelland inner bottom for easier alignment.Same as 10, but 50 % labor hour reduction for series production of standard vessels.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 longitudinal 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.,+-.”f,,l,+, .,’”

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 40KDWT 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 BLOCKSTo 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 comparison 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 and14.32m. 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

----)P++’’--Y59,“. -..,~:j ~..-,) ,,JL—-”

—--—/L\\\\\”d )“ ~I I 1r, r r I ——— —.—60

6.0 TASK V - ESTIMATES OF PHYSICAL PRODUCTION CHARACTERISTICSFOR ALTERNATIVE STRUCTURAL SYSTEM CONCEPTS6.1 OB,IECTIVEThe 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 terms of producibility.6.2 APPROACHIn considering the producibility of the various alternative structural system concepts, itis necessary to consider many characteristics aspects of the structure, including the following,rnll.LJAJ.b●●●●●●●●●●●●●●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 workThe 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, longitudinal, 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 and61:.,1,’~,+, “.

., -Instructions Fillin~hadedareasby similarinputto thatshownon samplesof corrspbtedAlkernatiies. Lenglh “orwidth of plate underconsideration(usually4 sides using 4 lines)Non Shadednreasare automntlcellycomputedThicknessof platsor cross-sectionalareaof sWenerAlternative ......... WEIGHTS AND WELD LENGTH FOR ONE TANK II One sided area of plate or stiienar (calculated by spreadsh)Avarage t = ELEMENTS OF BLOCKS II I Weight of item (calculated by spread sheet)Weld lengths fro m this spreadsheet - MetersAubmaiManual Butt Fillet Flat Horiz Vest OverheadmNWeld lengths used for labor HourCalculatbn,whichareratiosofthoseaboveAub Weld MetarsFillatBunManual WeldFilIetDownhandVerticalOverheadconvertedtothelabor hour formatautnmatka!ly calculated by spreadsheet ButtDown handVerticalOverheadTotelFIGURE 6.1SPREADSHEET FOR QUANTIFYING THEPHYSICAL PRODUCTION CHARACTERISTICSOF THE ALTERNATIVE STRUCTURAL SYSTEM CONCEPTS.Auromatll Manw4 Butt Fillet Flat +fCfk? Vert Overhead

thickness of plates, type, length, thickness and cross section area of longitudinal and stiffeners,surface areas of plates, longitudinal 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 orlongitudinal in each alternative,o Number and Dimensions of Plates and Longitudinal 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 automaticidly 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 WeldVolume V~where 112/2f,f2f3L= %12 x fl x fz x f~ x L (cm2. M)= leg length (cm)= total fillet weld area (cm*)= 1 for one fillet, 2 for two fillets= 1 for automatic, 2 for manual= 1 for flat= 2 for horizontal= 3 for vertical= 4 for overhead= length of weld (M)Butt WeldHalf Volume V~where tb,b~b~L= U3t2x bl x b2 x b~ x L (cm2.M)= thickness of material joined (cm)= 1 for single Vee, Vi for double Vee= 1 for automatic, 2 for manual= 1 for downhand= 2 for horizontal= 3 for vertical= 4 for overhead= 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 some form to an existing U.S. yardwithout existing facilities enhancements, dished plate unidirectional alternatives 40121 and95121were assumed to be welded with this technique, to represent the application of such technology.,,...-.., ,,f .,. .64i, ‘~+,,

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 RESULTSAlthough 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 A122. Graphs of lengths for flame cutting, edge preparation and different types ofwelds are presented on pages A126 and A127.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 the40KDWT alternatives. It maybe 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 SCHEDULES7.1 OBJECTIVEThe 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 APPROACHAs 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 theUs. - 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. It 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, ..’:/L’.

Table 7.1TOTAL ESTIMATED LABOR HOURS FOR CONSTRUCTION OF BASELINE SHIPSIN Us. IN 199440KDWT95KDWTFar East Base Labor Hours for construction (from Table 5. 11) 383,838 591,110Increase for U.S. due to lessert utomation and accuracy control. 110,162 169,649Design Labor 200.000 225.000U.S. Total Labor Hours 694,000 985,759/.-.. \67‘ ..A.’,““,,,

START OF FABRICATIONLAUNCHINGCON TRACTAWAR13-KEELLAIDSEATRIALSU.S. BASELINEALTERNATIVE9 MONTHSa7.6 td●4.8 M4,2 M3.5 M4DEL VERY814 MONTHSDESIGN+3.2 kliJIBLYI1-2.24 MPAINTING29.1 MONTHSTOTAL,.FIG. 7.1-1994 U.S. BASE TIME LINE SCHEDULE

Table 7.2ESTIMATED SCHEDULE FOR CONSTRUCTION OFBASELINE SHIPS IN U.S. IN 1994.40KDWT95KDWTFar East Baseline Schedule, including design (from Figure 5.5) 20.5 months 20.5 monthsIncrease for U.S. due to lesser automationd accuracy control, applied from 2.6 “ 2.6 “b abdication to sea trials.Additional Design Period 6.0 “ 6.0 “U.S. Schedule for Construction 29.1 months 29.1 months7.3 LABOR HOURS FOR STEELWORKThe following notes provide the assumptions, approaches and details of the method used toestimate the 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 Ngl & 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. Steal 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

single correction factor of 0.5. Lengths of the bow, stem and deckhouse for the 40K and95KDWT vessels were taken to be 10.5m/10.66m for the bow, 47.2m/47.92m for the stem 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]DifficultyWEE Location Factor1.2.3.4.5.6.7.8.FabricationPre-Paint OutfittingPaintingPost-Paint OutfittingErectionOutfittingWaterborneTestsandTrialsInShopOn Platten- HotworkPaintSkii@ageOnPlatten- ColdWorkErectionSiteErectionSitePiersideafterLaunchPierside& ~ndwway1.01.52.03.04.57.010.015.0To 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\,/f!:.+. . . . .. .?!..

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 on 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 vessel,s 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 7.4NSRPPANELSP-4-.. -tlLt: STRCTMS COST ESTIMATING FORM FOR STRUCTURAL WORKPROJECT: ‘TITLE MATERIAL:FILE : ml 23.WKI THICKNESSMS-STS0,57 INCHES123456789101112WORK PROCESSOBTAIN MATERIALRECEIPT & PREPFLAME CUITINGAUTOMATICMANUALEDGE PREP-GRINDINGFWTVERTICALOVERHEADSHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGFIT UP& ASSEMBLYWORKUNITSSQ FrLN ~LN ~LN ~LN ITLN ~BENDPIECEPIECEPIECEPIECECU INJOINTWELDING, AUTO/hlACHINEFILLET LN !7Bul-rLN HWELDING,MANUALFILL=DOWNHAND LN ~VERTICAL LN ~OVERHEADLN HBUITDOWNI+AND LN ~VERTICAL LN ~OVERHEAD LN ~MARKINGHANDLINGSTORAGETRANSPOM7NGLl~lNGSURFACE PREPBIASTINGGRINDINGCOATINGTESTINGDYE PENEIRANTAUDIOGAGEx RAYTOTAL TRADE MANHOURSTRADE SUPPORT MANHOURSTOTAL ProductionPIECEPIEOEASSYASSYSQ mFOOTSQ FrFOOTFOOTFOOTMANHOURSPROCESSFACTOR(MNHRS/WORK UNIT0!1000.050O.m0.040O.oaaOao0,4801,20010.00015.0000.0240.020o..5eO0.0s50.480.3400.5100.6301.m1.s502.6mo,lmO.lm5.m5.om0.100O.m0.1000.250O.m0.500UNITAMOLINT(35% OF TRADE MANHOURS)LABOR COST (MANHOURS X MNHR COST)MATERIAL COST (FROM MATERIAL SCHEDULE)TOTAL COSTo000000;o00000000000000000000072ACTUAL STANDARDSTAGE STAGE1121221111112222222221234333222$20.001122221111112222222221234333222ACTUAL STANDARD MNHRS-. ----FACTOR FAG I UH REQ’Di, .---”1,01,01,51,01.51.51,01.01.01.01.01,01,51.51,51,51.51.51.51.51.51.01.52.03.02.02.02.01.51,51.51.01,01,51,51.51,51,01,01.01.01,01,01,51,51.51.51.51,51,51,51,51,01,52.03.02.02.02.01,51.51,5o00000000000000000000000000000000030sw... ---;“(. :,”

*NSRPFILE:PANEL SP–4STRCTMSTHICKNESS(INCHES)0.2500.3750.5000.7501.0001.2501.5002.0001FIAMECUTTINGAUTO0,050,050.050.070.070,080.10.122FIAMECUTTINGMANUAL0,090.090.090.120.160,170.180.233EDGE PREPGRINDINGFLAT0.020.030.040,060.080.120.170,174EDGE PREPGRINDINGVERTICAL0.040.050,060.120.170.210,260.265 6EDGE PREP ASSEMBLYGRINDINGOVERHEAD0.06 0.560.07 0.560,08 0.560.17 0.560.26 0.560.30 0.560,34 0.560,34 0.567MACHINEFILLET0,040.050.070,080.090.110,130,16THICKNESS(INCHES) “0.2500.3750.5000.7501,0001,2501.5002.0001 2 3 6 7================== WELDING-MAN~AL =====~==============FILLET =======: ======= BUTT======== THICKNESSDOWN VERT OVHD DOWN VERT OVI-ID FACTOR0.12 0.24 0.36 0.62 1.24 1.86 i .000.23 0.38 0.54 1,00 1,67 2,33 1.200,34 0.51 0.68 1.30 1.95 2.6 1,200.6 1.2 1,7 1.80 3.6 5.3 1.201 2.13 3.25 2.40 5,1 7,8 1.201,2 2.1 3.00 3,20 5.6 8 1,201,44 2.2 2,88 3.80 5.81 7.6 1.201.73 2.64 3,46 5.10 7.8 10,2 1,20Table 7,5PROCESSFACTORS

d) 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.e) 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 and7.7:0000Manual flame cutting assumed employed on 5% of total plate edge length.Edge preparation and grinding employed only in way of manual flame cutting.On data sets and block summaries in the Appendix, welding has been delineated asautomatic 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.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].0 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 Al 15 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 A124. Figures 7.2 and7.3 include a breakdown of the labor hours required separately for obtaining material/flamecutting etc. (work processes NQ 1 thru 4), fit up and assembly (work process NQ5), automaticwelding (work process NQ6), manual welding (work process NQ7), marking and handling etc.(work processes NQ8and 9) and rework (work process NQ 10).g) F~fiher to the c~ibration 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 1994.74

NSRP PANEL SP-4FILE: STRCTMS RevisedTable 7.6L4BOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK40KDWT BASE ALTERNATIVEPROJECT Entire Tank Section MATERIAL: MS-STSFILE : 4010THICKNESS 0,57 INCHESWORK PROCESSWORKUNITSPROCESSFACTOR(MNHRS/WORK UNIT)UNIT ACIUAL STANDARDAMOUNT STAGE STAGE ‘–- ‘–ACTUAL STANDARDFACTOR FACTORMNHRSREQD1OBTAIN MATERIALRECEIPT & PREPSQ !=r0.01079149111,01.07912FIAME CUlllNGAUTOMATICMANUALLNFrLNFr0,0400.07147502250412121.01.51,01.518851793EDGE PREP-GRINDINGFIATVERTICALOVERHEADI-N%LNFrLNFr0.0320.0480.06319904071081222221.01.51.51,51.51.5631974SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGBENDPIECEPIECEPIECEPIECECU IN0.3600.95110.00015.0000.0190.020.0040001111111111111.01.01.01.01.01.01.01.01.01.01.01.00400005FIT UP& ASSEMBLYJOINT0.4446568221.51.529156WELDING, AUTO/MACHiNEFILLETBUITI-NITLNl=r0.0520.380449968353022221.51.51.51.5257413437WELDING, MANUALFIMDOWNHANDVERTICALOVERHEADBUITDOWNHANDVERllCALOVERHEADLNi=rLNFrI-NITI-NITLNITLNFr0.2690.4040.5391.0301.5452.06122352457112131579323862222222222221.51.51.51.51,51.51.51.51.51.51.51.5602318476531627499177eMARKJNGPIECE0.1001642111.01.01649HANDUNGSTORAGElRANSPORllNGUFllNGPIECEASSYASSY0.1005.0005.00016422424;42341,52.03.01.52.03.016412012010JOINT1.000560524.51.51981TOTAL TRADE LABORHOURSTRADE SUPPORT IABORHOURS(2a% OF TRADE LAEIORHOURS)231566423TOTAL PRODUCTION LABORHOURS75-—..—

Table 7.7NSRP PANEL SP–4FILE: STRCTMS Revised IABOR HOUR ESTIMATING FORM FOR STRUCTU~L WORK95KDWT BASE ALTERNATIVEPROJECT Entire Tank SectIon MATERIAL: MS-STSFILE : 9510 THICKNESS 0.6 INCHESWORK PROCESSWORKUNITSPROCESSFACTOR(MNHRS/WORK UNIT)UNIT ACTUAL STANDARD ACTUAL STANDARD MNHRSAMOUNT STAGE STAGE FACTOR FACTOR REQ’D1 OBTAIN MATERIAL SQ FTRECEIPT& PREP0.010132358 11 1.0 1>0 13242 FMME CUITINGAUTOMATIC LN 17MANUALLN R0

u)T1,wu377 “> ......

FIGURE 7,3BREAK DOWN OF STEEL LABOR HR. ESTIMATES95KDWT ALTERNATIVES U.S. 1994 ONE TANK700,,/--- ;.,,”; ;.., . . ,,,., ,,9510 I 9530 I 9550 I 9570 I 95100 ] 95111 I 95120 I9520 9540 9560 9580 95110 95111 95121AlternativeKey Number❑ Work processes 1-4 ❑ Work process 5 H Work process 6 ❑ Work process 7-_H 8,9& Trade L.H. D Work process lo ““”

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%% 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 A125.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 VESSELSAs 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 NQ1cargotank 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 40KDWTalternatives 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 forN%?thru N~ 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 N%l thru NQ7cargo 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 alternatives79

y 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 40KDWT 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 A124.7.5 CONSTRUCTION SCHEDULESAs 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 [19] 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

FIGURE 7.4ESTIMATED 40KDWT SHIP LABOR HOURS1994 U.S. DESIGN AND CONSTRUCTION0.9H(’”, “’.—,,’p 30 I 501701901110111211211140120 40 60 80 100 111 120 130 150tiVessel Key Numberk❑ Steel ❑ Machinery & O/F ❑ Design

FIGURE 7.5ESTIMATED 95KDWT SHIP LABOR HOURS1994 U.S. DESIGN AND CONSTRUCTKXI1.2’1.1 ‘10.90.8—0.70.61m IQ0.50.40.30.20.10—: 10mti!413015017019011101112 112120 40 60 80 100 111 120Vessel Key NumberSteel E Outfitting H Designs

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.000It 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,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 40KDWT tankers in Figure 5.4.This 5 month increase was overlapped into the design period,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 modified 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 material 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 maybe 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:oWith reference to Figure 7.1, no change was made to the location of the milestone for thecommencement of steel fabrication.0The time line for steel assembly preceding keel laying was modifiedtotal steel labor hours, resulting in relocation of keel laying andmilestones.in proportion to theall subsequent key83

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 CONSTRUCTIONThe 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 401 ON, 4090N and401 10N. The improvements reflect the following:o Floor and girder stiffeners me 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

FIGURE 7.6CONSTRUCTION SCHEDULE40KDWT ALTERNATIVESMonthso 5 10 15 20 25 30 35ECmtrct. to Fabric. Q“To Keel Laying M To Launching H To Sea Trials~ToDelivery85. .—

FIGURE 7.7CONSTRUCTION SCHEDULE95KDWT ALTERNATIVESMonthso 5 10 15 20 25 30 35 ——B Contrct. to Fabric. MTo Keel Laying mTo Launching STO Sea Trials~ToDelivery.----,..

FIGURE 7.8ESTIMATED 40KDWT SHIP LABOR HOURS1994 U.S. DESIGN ANI) CONSTRUCTIONI m-J700600500400300200100nu a3 10 10N 90 90N 110 IIONmdVessel Key NumberM_ Steel = Machinery& O/F H Design./’

nso .-IA—(spuw3noqJlaad u! qJ6ua7 wq88

8.0 CONCLUSIONSThe 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 40KDWT 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 structu~al 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 40KDWT 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,OOOhours relative to the baseline vessel 9510. This shows a somewhatimproved level of producibility than that shown by the corresponding 40KDWT 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. Some 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 40KDWT 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 maybe 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..1, .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 the40KDWT 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 ACKNOWLEDGEMENTSThis 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+\ .--””,,

. , 10.0REFERENCES1.“Design for Production Manual” (Vol’s I-III); National Shipbuilding Research Program,December 1985.2.3.4.5,6.7.8.9.Daidola, J. C.; “Considerations for Earlier Design for Production”; SNAME/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.Waarup, O.; “The Revival of Commercial Shipbuilding in theCentennial Meeting, September 1993.U.S.A.”;SNAME-.10.“Marc Guardian - A New Generation U.S. Supertanker Proposal”;Naval Architects, The Naval Architect, May 1993.Royal Institutionof11.12.13,14,15.16.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: DesignReview Phase”.Hills, W.; Buxton, I. L.; Maddison, R.G; “Design for Steelwork Production During theConcept Design Phase”, SNAME Journal of Ship Production, August 1990.Bong, H. S.; Hills, W.; Caldwell, J. B.; “Methods of Incorporating Design-for-ProductionConsiderations into Concept Design Investigations”; SNAME Journal of Ship Production,June 1988.NSIW Publication 0371 “North American Shipbuilding Accuracy - Phase II”, July 1993.92 :,. 1., --N’

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 11/15/93.19. Maritech Engineering Japan Co. Ltd., Tokyo (H. Kurose) via L, Chirillo to MR&S10/26/93.20. 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 1987.21. Chirillo, L.13.; “Flexible Standards: An Essential Innovation in Shipyards”; SNAMEJournal of Ship Production, February 1991,22. 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 1992.23. Frankel, E. G.; “Impact of Technological Change on Shipbuilding Productivity”; SNAMEJournal of Ship Production, August 1985.24. Storch, R.L; Gribskov, J. R.; “Accuracy Control for U.S. Shipyards”; SNAME Journalof Ship Production, February 1985.25. Sormunen J.; “Accuracy Control at Hull Construction”; Diploma Thesis, LappeenrantaUniversity of Technology, Helsinki, Finland, 1986 (in Finnish).26. Chirillo, L. D.; “Interim Products - An Essential Innovation in Shipyards”; SNAMEJournal of Ship Production, August 1985,27. Chirillo L.D. and Chirillo R. D.; “Shipbuilding is a Science”; Pacific Northwest, SNAMEFebruary, 1982.28. Vaughan R.; “Productivity in Shipbuilding”; North-East Coast Institution of Engineers andShipbuilders, Transactions, December 1983.29. “Zosen Year Book 1973-1974”; Tokyo News Service Ltd., p. 103.30. Fax from AIM (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 Repon dated April 1994).31. Kaiji Press dated 23 March, 1994.32. Storch, R. L.; Hammer, C.P. and Bunch, H, M.; Ship Production; Cornell Maritime ress,1988.33. Welding Handbook; 3rd Edition, American Welding Society.34. American Bureau of Shipping, MR&S Fonecon, 12/8/93.93

35, Communication witi Carderock Division of Naval Surface Wwfue Center, June l993.36. Wilkins, J. R.; Kraine, G.L. and Thompson D. H.; “Evaluating the Producibility of ShipDesign Alternatives”; SNAME Journal of Ship Production, September 1992.37. NSRP Report NQ0352; “Development of Producibility Evaluation Criteria”; 1993,94

11.01.2.3.4.5.6.7.8.9.10.11.12.13.14.15.BIBLIOGRAPHY OF ADDITIONAL REFERENCESHonda, 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 anProcess in Support of ‘NEAT’ HullAugust 1993.Jauanese Shipbuilding Omlitv Standard (Hull Part) 1991.Advanced Measurement System into the AssemblyBlock Construction and Erection”; 0385 NSRP,“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.Kraine, 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,,,. --

16,17.18.19.20.21.22.23.24.25.26.27.28.29.30.31.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, 1987Sasaki, 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 Modem 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.Steller, 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 ProgramjRevised August 1985.Lamb, T.; “Engineering Management for Zone Construction of Ships”; SNAME Journalof Ship Production, November 1985.,.,.--—..96 >J,;: .,!

32. Vaughan, R.; “Productivity in Shipbuilding”; North East Coast Institution of Engineersand Shipbuilders, Transactions Vol 100, 1983-1984.33. Baumler, R. J.; Watanabe, T.; Huzimura, H.; “Sea-Land’s D9 Containerships: Design,Construction, and Performance”; SNAME Transactions, 1983,34. “Integrated Hull Construction Outfitting and Painting (IHOP)”; the National ShipbuildingResearch Program, 1983.35. “Product Work Breakdown Structure”; The National Shipbuilding Research Program,1982.36. Lowry, R.; Stevens, W. L.; Craggs, J.D,F; “Technology Survey of Major U.S.Shipyards”; SNAME Transactions 1980.37. Gupta, S.K. ; “Comparison of U.S. and Foreign Shipbuilding Practices”; 198038. Colton, T.; Mikami, Y.; Bringinp JaDanese Shi~buildinE Ideas to U.S. ShiDvards;SNAME, May 1980.39. “Survey of Structural Tolerances in the United States Commercial Shipbuilding Industry”;Ship Structure Committee, SSC-273, 1978.40. Masubuchi, K.; Terai, K.; “Assessment of the Japanese Shipbuilding Industry”; SNAMEMarine Technology , July 1974.97

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Appendix..,. .,.”,, ; “,?]!f .”’r’ ..$’”,!.,%,:, ~ ., . ..

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. -— .40KDWT Base Alternative Vessel 4010 LongitudinalScantlings withABS OMSEC Program

ABS/OMSEC(BASED ONINP FILE:TITLE :PROGRAM VERSION 3.02PROPOSED ABS RULE CHllNGES FOR 1991)4BASE.INP TLB FILE: TABLE2.TLB40KDWT BASE W/BKT W/OMSEC SCANTL. 4010PAGE -OUTPUT FILE: 4BASE.OUTTYPE OF VESSEL: OIL CARRIERIBCODE : 1 ISCODE : 1ISTRUT:0LBPL(SCANT.) :BREADTHDEPTHDRAFT :WIDTH SHEER:WIDTH–KEEL :ZDIST–WIDTH — STRNG;183.00181.0031.0017.7011.581.711.80.001.85(METER)(METER)(METER)(METER)(METER)(ivl13TER)(METER)(METER)(METER)DISPLACEMENT53280.BLOCK COEFFICIENT : .800BILGE =IUS :D. B. HEIGHT :DEADRISECAMBERGUNWALE RADIUS;WIDTH FLATDECK:WIDTH–FLATBOT. —:(METRICTONS)1.90 (METER)2.:: (METER)(METER).70 (METER)00 (METER)4:00 (METER).00 (METER)ASSIGNEDMATERIALNUMBER212EXTENT OF MATERIAL---- -—__ ____ ____ __ YIELDBOTTOM TOP STRESSDESC (METER) (METER) KG/MM2AH32 00 1.90 32.MILD 1:90 16.00 24.AH32 16.00 18.50 32.ULTIMATESTRESS ~;FAJT~;KG/MM2 . .48. 78041. 1:00048. .780NOMINAL WEB SPACING = 3.58FLOOR OR SUPPORTING SPACING = 3.58(METER)(METER)‘A2-

ABS/OMSEC PROGRAM VERSION 3.02PAGE - 2(BAsED oN PROpOSED ms RULE CmGES FOR 1991)INP FILE: 4BASE.INP TLB FILE: TABLE2.TLB OUTpT-JT FILE: 4BAsE.OUTTITLE : 40KDWT BASE W/BKT W/OMSEC SCANTL.S E CT I ON MODULUS----- ----- _____ _____ _____ _____7;AsED ON pROpOSED ms RULE cHANGES FOR 1991)LENGTH OF VESSEL : 1~~.~g (METER)BREADTH OF VESSEL : .OO (METER)BLOCK COEFFICIENT :cl : .945E+01C2 : .1OOE-O1STILL WATER BM (Msw) = 98687.90 (TONs-METERS)ABS Wave Sagging BM (Mws) = -161555.00 (TONs-METERS)ABS Wave Hogging BM (Mwh) = 148749.60 (TONs-METERS)BENDING MOMENT (FOR THE DESIGN) = 247437.50 (TONs-METERS)(6.3.4 A SECTION MODULUS)FP = 1.784 (MT/cM**2)SM = 138698.20 (cM**2-M)(6.3.4 2. MINIMUM SECTION MODULUS)cl=. 94519E+01SM = 143988.40 (cM**2-M)(BENDING sTREss ~D 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)(1’4T/cM*’2)TOP 112311.00 .780 2.203BOTTOM 112311.00 .780 2.203-A3-

---7ABS/OMSEC(BAsED ONINP FILE:TITLE :PROGRAM VERSION 3.02PROPOSED ABS RULE CHANGES FOR 1991)4BASE.INP TLB FILE: TABLE2.TLB40KDWT BASE W/BKT W/OMSEC SCANTL.PAGE -OUTPUT FILE: 4BASE.OUT3SHELLSECTION11111112222223333344444555555666666DESCRIPTIONBOTTOMBOTTOMBOTTOMBOTTOMBOTTOMBOTTOMBOTTOMSIDESIDESIDESIDESIDESIDEMAIN DECKMAIN DECKMAIN DECKMAIN DECKMAIN DECKINNER BOTTOMINNER BOTTOMINNER BOTTOMINNER BOTTOMINNER BOTTOMBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADPLATE SEAM COORDINATES---- ---— ____ ____ ____ ____NODE1234567123456;34512345123456123456GIRTHS(METER)001:804.579.1413.3013.6016.5800:304.2011.4214.1015.80001:852.2011.5215.52004:579.1413.3015.50003:006.009.0012.0016.20003:006.009.0012.0015.63Y -COORD(METER).001.804.579.1413.3013.6015.5015.5015.5015.5015.5015.5015.5015.5013.6513.304.00.00.004.579.1413.3015.50.00.00.00.00. 000013:3013.3013.3013.3013.3013.30Z -COORD(METER)00:00,00.00.00001:901.902.206.1013.3216.0017.7017.7017.8117.8318.4018.402.202.202.202.202.202.205.208.2011.2014.2018.402.205.208.2011.2014.2017.83

.ABS/OMSEC(BAsED ONINP FILE:m.-. -.~~,l~~ ;PROGRAM VERSION 3.02PAGE - 4PROPOSED ABS RULE CHANGES FOR 1991)4BASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: 4BASE.OUT40KDWT BASE W/BKT W/OMSEC SCANTL.SHELLSECTION11111122222333344445555566666DESCRIPTIONBOTTOMBOTTOMBOTTOMBOTTOMBOTTOMBOTTOMSIDESIDESIDESIDESIDEMAIN DECKMAIN DECKMAIN DECKMAIN DECKINNER BOTTOMINNER BOTTOMINNER BOTTOMINNER BOTTOMBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADPLATE AREA, MoMENT, AND INERTIA /uNIT THIcKNEss----- ----- _____ ____ ---- ---- ____ ____ ____ ___ —--- --PLATE:34561234512341234;34512345AREA(METER)1.802.774.574.16.302.98.303.907.222.681.701.85.359.324.004.574.574.162.201.501.501.501.502.103.003.003.003.003.63MOMENT(M**2)00:00..::002:06.6216.1870.1139.2128.7232.856.31168.8073.6010.0510.059.154.845.5510.0514.5519.0534.2311.1020.1029.1038.1058.20INERTIA(M**3)o:0..:02:41.372.1712.1576.3484.4583.3112.53058.41354.222.122.120.110.621.768.5142.3243.1561.043.3136.9284.5486.1936.3&5--A5-

ABS/OMSEC(BAsED ONINP FILE:TITLE :PROGRAM VERSION 3.02PAGE - 5PROPOSED ABS RULE CHANGES FOR 1991)4BASE.INP TLB FILE: TAJ3LE2.TLB OUTPUT FILE: 4BASE.OUT40KDWT BASE W/BKT W/OMSEC SCANTL.BOTTOM GIRDERS -ITEM X-ORD. Y-ORD . WEB H WEB T FACE W FACE T AREA ARM XIO1 002 4:573 9.144 13.30.00 2200. 13..00 2200. 13..00 2200. 13.. 00 2200. 13.0.0.0.0.0. 28600. 1.10 11535.0. 57200. 1.10 23071.0. 57200. 1.10 23071.0. 57200. 1.10 23071.SIDE STRINGERS -ITEM X-ORD. Y-ORD. PLT L PLT T AREA ARM XIO1 15.50 6.10 2200. 13. 57200. 6.10 0.2 15.50 13.32 2200. 13. 57200. 13.32 0.“-\#“h-A6 -

.-.ABS/OMSEC(BAsED ONINP FILE:TITLE :PROGRAM VERSION 3.02PAGE - 6PROPOSED ABS RULE CHANGES FOR 1991)4BASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: 4BASE.OUT40KDWT BASE W/BKT. W/OMSEC SCAIYTL.LONGITUDINAL PLATE - 0.4L AMIDSHIPS---- ____ ____ ____ ---- ---- ---- ---- --SHELLPLATE THICKNESS (MM) LENGTHLOCAL RULESECTION ELE. MAT’L KG/M2 DESIGN ( REQ’D )---- ____ __(METER) FRAMED--- --—_ ____ ____ _ ---- ___ ____ ____ ____ _ —--- ——__ ____ ____KEEL PLATE 1 AH32 i;i~6; 16.000 (16.000) 1.80 LONGITUDINALBOTTOM2 AH32 113.82 14.500 (14.500) 2.77 LONGITUDINALBOTTOM3 AH32 113.82 14.500 (14.500) 4.57 LONGITUDINALBOTTOM4 AH32 113.82 14.500 (14.500) 4.16 LONGITUDINALBOTTOM5 AH32 113.82 14.500 (14.500) .30 LONGITUDINALBOTTOM6 AH32 113.82 14.500 (14.500) 2.98 LONGITUDINALSIDE1 MILD 117.75 15.000 (15.000) .30 LONGITUDINALSIDEMILD 117.75 15.000 (15.000) 3.90 LONGITUDINALSIDE: MILD 117.75 15.000 (15.000) 7.22 LONGITUDINALSIDE4 MILD 117.75 15.000 (15.000) 2.68 LONGITUDINALSHEERSTRAKE 5 AH32 113.82 14.500 (14.500) 1.70 LONGITUDINALSTRINGER1 AH32 113.82 14.500 (14.500) 1.85 LONGITUDINALMAIN DECK2 AH32 113.82 14.500 (14.500) .35 LONGITUDINALMAIN DECK3 AH32 113.82 14.500 (14.500) 9.32 LONGITUDINALMAIN DECK4 AH32 113.82 14.500 (14.500) 4.00 LONGITUDINALINNER BOTTOM 1 MILD 121.67 15.500 (15.500) 4.57 LONGITUDINALINNER BOTTOM 2 MILD 121.67 15.500 (15.500) 4.57 LONGITUDINALINNER BOTTOM 3 MILD 121.67 15.500 (15.500) 4.16 LONGITUDINALINNER BOTTOM 4 MILD 121.67 15.500 (15.500) 2.20 LONGITUDINALBULKHEAD1 MILD 117.75 15.000 (15.000) 3.00 LONGITUDINAL “-”BULKHEAD2 MILD 109.90 14.000 (14.000) 3.00 LONGITUDINALBULKHEAD3 MILD 98.13 12.500 (12.500) 3.00 LONGITUDINALBULKHEAD4 MILD 78.50 10,000 ( 2.500) 3.00 LONGITUDINALBULKHEAD5 AJ332 113.82 14.500 (14.500) 4.20 LONGITUDINALBULKHEAD1 MILD 117.75 15.000 (15.000) 3.00 LONGITUDINALBULKHEAD2 MILD 109.90 14.000 (14.000) 3.00 LONGITUDINALBULKHEAD3 MILD 98.13 12.500 (12.500) 3.00 LONGITUDINALBULKHEAD4 MILD 78.50 10,000 ( 2.500) 3.00 LONGITUDINALBULKHEAD5 AH32 113.82 14.500 (14.500) 3.63 LONGITUDINAL

ABS/OMSEC(BASED ONINP FILE:TITLE :PROGRAM VERSION 3.02 PAGE -PROPOSED ABS RULE CHANGES FOR 1991)4BASE.INP TLB FILE: TABLE2-.T~B OUTPUT FILE: 4BASE.OUT40KDWT BASE W/BKT W/OMSEC SCANTL.LONGITUDINAL STIFFENER SCANTLINGS - 0.4L AMIDSHIPS---- --L_ ____ ____ ____ _---- -—__ ____ ____ ____ ____ ---- -7SECTION NO. = l(BOTTOM ) NOMINAL SPACING = .800---- --- —__--123456789101112131415-----AH32AH32AH32?SH32AH32AH32AH32AH32AH32?U332M32AH32AH32AH32AH32SCANTLINGS AREA PLATE PLATE---- ____ ____ _+__ ---- --THK---- -_EFW---- --4OOX1OOX13X187000. 16.0 800.4OOX1OOX13X187000. 16.0 800.4OOX1OOX13X187000. 14.5 800.4OOX1OOX13X187000. 14.5 800.4OOX1OOX13X187000. 14.5 800.4OOX1OOX13X187000. 14.5 800.4OOX1OOX13X187000. 14.5 800.400XIOOX13X187000. 14.5 800.4OOX1OOX13X187000. 14.5 800.4OOX1OOX13X187000. 14.5 800.4OOX1OOX13X187000. 14.5 800.4OOX1OOX13X187000. 14.5 800.4OOX1OOX13X187000. 14.5 800.4OOX1OOX13X187000. 14.5 800.4OOX1OOX13X187000. 14.5 800.Y-ORD. Z-ORD. RULE—--- --.801.602.403.204.005.376.176.977.778.579.9410.7411.5412.3413.60-——_ __.00.00.00.00.00.00.00.00.00.00.0000:00.00.00SM(ABS)--—— ____1067.1067.1067.1067.1067.1067.1067.1067.1067.1067.1067.1067.1067.1067.1067.CALC .SM---- --1314.1314.1301.1301.1301.1301.1301.1301.1301.1301.1301.1301.1301.1301.1301.SECTION NO. = 2 (SIDE----) NOM INALSPACING = .780--—_ __NO--123456789101112131415161718MAT’L SCANTLINGS AREA-—_ __AH32MILDMILDMILDMILDMILDMILDMILDMILDMILDMILDMILDMILDMILDMILDMILDAH32AH32---- -———____ ____35OX1OOX12X174OOX1OOX13X184OOX1OOX13X1835OX1OOX12X1735OX1OOXI2X1735OX1OOX12X1735OX1OOX12X1735OX1OOX12X17300X90X11X16300X90X11X16300X90X11X1625OX9OX1OX1525OX9OX1OX1525OX9OX1OX1525OX9OX1OX1525OX9OX1OX1525OX9OX1OX1525OX9OX1OX155900.7000.7000.5900.5900.5900.5900.5900.4740.4740.4740.3850.3850.3850.3850.3850.3850.3850.PLATETHK---— __15.015.015.015.015.015.015.015.015.015.015.015.015.015.015.015.014.514.5PLATEEFW---- --780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.YORD .----15.5015.5015.5015.5015.5015.5015.5015.5015.5015.5015.5015.5015.5015.5015.5015.5015.5015.50Z-ORD. RULE--—— ___SM(ABS)____ ___1.90 936.2.98 1124.3.76 1070.4.54 1015.5.32 960.6.88 851.7.66 796.8.44 741.9.22 686.10.00 632.10.78 577.11.56 522.12.34 467.14.10 344.14.88 289.15.66 234.16.44 140.17.22 97.CALC. ;SM ~---- --1019.1303.1303.1019.1019.1019.1019.1019.728.728.728.532.532.532.532.532.531.531.- .-Af! -

ABS/OMSEC PROGRAM VERSION 3.02 PAGE - 8(BASED oN PROpOSED ABs RULE CWGES 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--+-- ----- ----- ----- _____ _____ _____ _____ _____ _____SECTION NO. = 3(MAIN DECK )----NOMINAL SPACING = .800——--- -NO MAT’L SCANTLINGS AREA PLATETHK--- ____ ---- ---— ---- ---- ---- --- ---- _1 AH322 AJ1323 AH324 AH325 AI1326 AH327 AH328 AH329 AH3210 AH3211 AH3212 AH3213 AH3214 AH3215 AH3216 AH3217 AH3218 AH32200X15 3000. 14.5200X15 3000. 14.5200X15 3000. 14.5200X15 3000. 14.5200X15 3000. 14.5200X15 3000. 14.5200X15 3000. 14.5200X15 3000. 14.5200X15 3000. 14.5200X15 3000. 14.5200X15 3000. 14.5200X15 3000. 14.5200X15 3000. 14.5200X15 3000. 14.5200X15 3000. 14.5200X15 3000. 14.5200X15 3000. 14.5200X15 3000. 14.5PLATEEI?W---- --800.800.800.800.800.800.800.800.800.800.800.800.800.800.800.800.800.800.Y-ORD.---- --14.7013.9012.5011.7010.9010.119.318.517.716.916.115.314.523.722.922.121.32.52Z-ORD.---- --17.7517.8017.8817.9317.9818.0318.0818.1318.1718.2218.2718.3218.3718.4018.4018.4018.4018.40RULESM (ABS)---- --—— -190.190.190.190.190.190.190.190.190.190.190.190.190.190.190.190.190.190.CALC.SM---- -203.203.203.203.203.203.203.203.203.203.203.203.203.203.203.203.203.203. “-”SECTION NO. = 4(INNER BOTTOM)---—NC)MINAL SPACING = .800---- -—NO MAT’L SCAJNTLINGS AREA PLATE--- ——-- ---- ——__ ---- --—_ ---- ___THK____ _1 MILD 450X150X11.5X15 7425. 15.52 MILD 450X150X11.5X15 7425. 15.53 MILD 450X150XII.5X15 7425. 15.54 MILD 450X150X11.5X15 7425. 15.55 MILD 450X150X11.5X15 7425. 15.56 MILD 450X150X11.5X15 7425. 15.57 MILD 450X150X11.5X15 7425. 15.58 MILD 450X150X11.5X15 7425. 15.59 MILD 450X150X11.5X15 7425. 15.510 MILD 450X150X11.5X15 7425. 15.511 MILD 450X150X11.5X15 7425. 15.512 MILD 450X150X11.5X15 7425. 15.513 MILD 450X150X11.5X15 7425. 15.514 MILD 450X150X11.5X15 7425. 15.515 MILD 450X150X11.5X15 7425. 15.516 MILD 450X150X11.5X15 7425. 15.5PLATEEFW---- --800.800.800.800.800.800.800.800.800.800.800.800.800.800.800.800.Y-ORD. Z-ORD. RULE CALC .. SM(ABS) SM---- ___ ____ ___ ____ ___ ____ _80 2.20 1435. 1669.1:60 2.20 1435. 1669.2.40 2.20 1435. 1669.3.20 2.20 1435. 1669.4.00 2.20 1435. 1669.5.37 2.20 1435. 1669.6.17 2.20 1435. 1669.6.97 2.20 1435. 1669.7.77 2.20 1435. 1669.8.57 2.20 1435. 1669.9.94 2.20 1435. 1669.10.74 2.20 1435. 1669.11.54 2.20 1435. 1669.12.34 2.20 1435. 1669.14.10 2.20 1435. 1669.14.90 2.20 1435. 1669....,.. ,’~. .. .. . .?-‘1,-A9-L

ABS/OMSEC(BAsED ONINP FILE:TITLE :PROGRAM VERSION 3.02 PAGE - 9PROPOSED ABS RULE CHANGES FOR 1991)4BASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: 4BASE.OUT40KDWT BASE W/BKT W/OMSEC SCANTL.ILONGITUDINAL STIFFENER SCAJNTLINGS - 0.4L AMIDSHIPS---- ---- ---- ____ _+__ ____ ____ ____ _—--- ---- —___ ____ _SECTION NO. = 5 (BULKHEAD )----NOMINAL SPACING = .780---- ——l—NO MAT’L SCANTLINGS--- ----1 MILD2 MILD3 MILD4 MILD5 MILD6 MILD7 MILD8 MILD9 MILD10 MILD11 MILD12 MILD13 MILD14 MILD15 MILD16 MILD17 MILD18 AH3219 AH3220 AH32——--- ---- ---- —_4OOX1OOX13X184OOX1OOX13X184OOX1OOX13X184OOX1OOX13X1835OX1OOX12X1735OX1OOX12X1735OX1OOX12X1735OX1OOX12X1735OX1OOX12X17300X90X11X16300X90X11X16300X90X11X16300X90X11X1625OX9OX1OX1525OX9OX1OX1525OX9OX1OX1525OX9OX1OX1525OX9OX1OX1525OX9OX1OX1525OX9OX1OX15AREA---- -.7000.7000.7000.7000.5900.5900.5900.5900.5900.4740.4740.4740.4740.3850.3850.3850.3850.3850.3850.3850.PLATETHK---- --15.015.015.014.014.014.014.012.512.512.512.510.010.010.010.014.514.514.514.514.5PLATEEFW---- --780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.Y-ORD.--L___.00.00.00.00.00.00.00.00.00. 00.00.00.00.00.00.00.00.00.00.00Z-ORD.---- ._2.983.764.545.326.106.887.668.449.2210.0010.7811.5612.3413.1213.9014.6815.4616.2417.0217.80RULE CALC .SM(ABS)---- .——_SM____ __1204. 1303.1150. 1303.1095. 1303.1040. 1293.985. 1012.931. 1012.876. 1012.821. 1001.766. 1001.712. 716.657. 716.602. 702.547. 702.493. 514.438. 514.383. 531.328. 531.213. 531.171. 531.128. 531.i:.:,,, -\ L,” . . .“ MO ‘

AES/OMSEC PROGRAM VERSION 3.02PAGE - 10(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---- ---- ____ ____ ____ ____ ____ ___ ---- --—— ____ ____ ___SECTION NO. = 6 (BULKHEAD )----NOMINAL SPACING = .780--- ——_.-.NO MAT’L SCANTLINGS AREA--- ---— ____ ____ ____ ____ ____ __1 MILD 4OOX1OOX13X187000.2 MILD 4OOX1OOX13X187000.3 MILD 4OOX1OOX13X187000.4 MILD5 MILD6 MILD7 MILD8 MILD9 MILD4OOX1OOX13X1835OX1OOX12X1735OX1OOX12X1735OX1OOX12X1735OX1OOX12X1735OX1OOX12X177000.5900.5900.5900.5900.5900.10 MILD 300X90X11X164740.11 MILD 300X90X11X164740.12 MILD 300X90X11X164740.13 MILD 300X90X11X164740.14 MILD 25OX9OX1OX153850.15 MILD 25OX9OX1OX153850.16 MILD 25OX9OX1OX153850.17 MILD 25OX9OX1OX153850.18 AH32 25OX9OX1OX153850.19 AH32 25OX9OX1OX153850.PLATETHK---- __15.015.015.014.014.014.014.012.512.512.512.510.010.010.010.014.514.514.514.5PLATEEFW---- --780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.Y-ORD .13.3013.3013.3013.3013.3013.3013.3013.3013.3013.3013.3013.3013.3013.3013.3013.3013.3013.3013.30Z-ORD.--—— __2.983.764.545.326.106.887.668.449.2210.0010.7811.5612.3413.1213.9014.6815.4616.2417.02RULESM (ABS)---— ————1204.1150.1095.1040.985.931.876.821.766.712.657.602.547.493.438.383.328.213.171.CALC.SM---- --1303.1303.1303.1293.1012.1012.1012.1001.1001.716.716.702.702.514.514.531.531.531.531..,., .“,?- All -

ABS/OMSEC PROGW VERSION 3.02 PAGE - 11(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: 4BASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: 413ASE.OUTTITLE : 40KDWT BASE W/BKT W/OMSEC SCANTL.SUMMARY OF LONGITUDINAL MATERIAL - 0.4L AMIDSHIPS---- ---- __—_ ____ ____ ____ ____ ____ ____ ____ ____ ____ _SECTION---- ---DESCRIPTION---- ---- ----PLATE---— ____ ____ ____ __AREA (MM-M) (MT/M)---— ____ ____ ____LONGITUDINAL---- -—__ ---- —___tiEA (MM-M) (MT/M)—--- ---- —--- ----SECTION:Mi;i;---- --—123456BOTTOMSIDEMAIN DECKINNER BOTTOMBULKHEADBULKHEADSUB-TOTAL---243.18 1.91236.15 1.85225.06 1.77240.25 1.89107.70 .85207.19 1.631259.52 9.89105.00 8290.57 :7154.00 .42118.80 9351.71 :4199.56 .78—---- ----— ----- --519.64 4.082.732.562.192.821.252.41---- ---13.97DECKGIRDERS. 00BOTTOMGIRDERS.79SIDESTRINGERS.45MISC. VERT. PLTS(ONE SIDE) TOTAL15.20.00TOTAL30.40TOTAL WEIGHT OF LONG’L MATERIAL - 0.4L AMIDSHIPS---- ---- -—-- ---- ---— ---- ---- ---- ---- -—.- ---- --—_ _0.4L AMIDSHIPS = 72.40 (M)STEEL WEIGHT = 2201.13 (MT)- A12 -

—ABS/OMSEC PROGRAM VERSION 3.02PAGE - 12(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: 4BASE.INP TLB FILE: TABLE2.TL13 OUTPUT FILE: 4BASE.OUTTITLE : 40KDWT BASE W/BKT W/OMSEC SCANTL.SUMMARY---— ____ ____ _NEUTRAL AXIS HEIGHT = 7.36 (M) ABV. KEELPROPOSEDABS 1990 RULE CHANGESCALC SECTION MODULUS REQ. SECTION MODULUS SM RATIO(cM**2-M) (cM**2-M) SMR/SMATOPBOTTOM166568.10 112311.00 .674 ;234093.30 112311.00 .480CALC HULL-GIRDER REQ. HULL-GIRDERMOMENT OF INERTIA MOMENT OF INERTIA(CM**2-M**2)(~**2_M**2)1722569.00 782639.70- A13 -

95KDWT Base Alternative Vessel 9510 LongitudinalScantlings withABS OMSEC Program.—.

ABS/OMSEC PROGRAM VERSION 3.02(BAsED ON PROpOSED ms RULE CHANGES FOR 1991)INP FILE: lBASE.INP TL13 FILE: TABLE2.TLBTITLE : 95KDWT BASE HULL W/OMSEC SCANTL. 9510PAGE - 1OUTPUT FILE: lBASE.OUTTYPE OF VESSEL: OIL CARRIERIBCODE : 1 ISCODE : 1 ISTRUT : 0LBP : 234.00 (METER)L(SCANT.) : 231.54 (METER) BILGE RADIUS :BREADTH 42.00 (METER) D. B. HEIGHT ,DEPTH 19.50 (METER) DEN3RISE :D~FT 13.60 (METER J CAMBERWIDTH SHEER: 2.90 (METER) GuNnmm RADIUS:WIDTH–KEEL : 2.43 (METER) WIDTH FLATDECK:ZDIST– “ 5.00 (METER) WIDTH–FLATBOT. :WIDTH_STR~G : 2.s0 (METER) –1.902.20(METER)(METER).00 (METER).80 (METER)(METER)61~~ (METER).00 (METER)DISPLACEMENT 108450. (METRIC TONS)BLOCK COEFFICIENT : .800ASSIGNED EXTENT OF MATERIALMATERIALBOTTOM TOPNUMBER DESC (METER) (METER)VT’LIT.TT TTT rOTn/?n -nL LULIIJSTRESSKG/MM22 AH32 00MILD 1:90; AH32 16.601.90 32.16.60 24.20.40 32.48. 78041. 1:00048. .780,-NOMINAL WEB SPACINGFLOOR OR SUPPORTING= 3.58SPACING = 3.58(METER)(METER), ,,>.-...- A15 -

ABS/OMSEC PROGWN4 VERSION 3.02PAGE - 2(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: lBASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: lBASE.OUTTITLE : 95KDWT BASE HULL W/OMSEC SCANTL.LENGTH OF VESSEL :BREADTH OF VESSEL :BLOCK COEFFICIENT :S E CT I ON MODULUS—--- ---- ____ ____ __ ---- —___ ---- __(BAsED ON PROPOSED ABS RULE CHANGES FOR 1991)cl :C2 :231.54 (METER)42.00 (METER).800.102E-!-O2.1OOE-O1STILL WATER BM (Msw) =242301.80 (TONS-METERS)ABS Wave Sagging BM (Mws) = -385909.10 (TONS-METERS)ABS Wave Hogging BM (Mwh) = 355320.70 (TONs-T4ETERS)BENDING MOMENT (FOR THE DESIGN) = 597622.50 (TONs-METERS)(6.3.4 A SECTION MODULUS)FP = 1.784 (MT/cM**2)SM = 334990Y20 (cM**2-M)(6.3.4 2. MINIMUM SECTION MODULUS)c1 = .1OI84E+O2SM = 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(cM**2-M)LIMIT STRESS(MT/cM**2)TOP 268279.00 .780 2.228BOTTOM 268279.00 .780 2.228- A16 “

ABS/OMSEC PROGRAM VERSION 3.02(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: lBASE.INP TLB FILE: TABLE2.TLBTITLE : 95KDWT BASE HULL W/OMSEC SCANTL.PAGE - 3OUTPUT FILE: lBASE.OUTSHELLSECTIONDESCRIPTIONPLATE SEAM COORDINATES---- -—-- ---- ---- ---- ----NODEGIRTHS,..--—— \\ lVl~’~~K )Y- COORD(METER)Z -COORD(METER)1111112222233333444555555556666666BOTTOMBOTTOMBOTTOMBOTTOMBOTTOMBOTTOMSIDESIDESIDESIDESIDEMAIN DECKMAIN DECKMAIN DECKMAIN DECKMAIN DECKINNER BOTTOMINNER BOTTOMINNER BOTTOMBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEAD;345612345:345;31234567812345672:::8.0016.0019.1022.08.004.2012.7814.7017.60.002.502.7014.4221.02.008.0016.00002:444.537.8810.3812.9415.6318.08003:006.009.0012.0015.0018.10002:438.0016.0019.1021.0021.0021.0021.0021.0021.0021.0018.5018.306.60.00008:0016.0016.0017.2518.3018.3018.3018.3018.3018.30.00.00.00.0000:00.00.00.0000:00001:901.906.1014.6816.6019.5019.5019.6419.6520.3020.302.202.202.202.204.306.109.4511.9514.5117.2019.652.205.208.2011.2014.2017.2020.30- A17 -

ABS/OMSEC PROGIW.M VERSION 3.02 PAGE - 4(BAsED ON PROpOSED ABS RULE CHANGES FOR 1991)INP FILE: lBASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: lBASE.OUTTITLE : 95KDWT BASE HULL W/OMSEC SCANTL.SHELLSECTIONDESCRIPTIONPLATE AREA, MOMENT, AND INERTIA /UNIT THICKNESS----- ----- ----- ----- ----— ----- ---—— ----- --—-- ---PLATEAREA(METER)MOMENT(M**2)INERTIA(M**3)1111122223333445555555666666BOTTOMBOTTOMBOTTOMBOTTOMBOTTOMSIDESIDESIDESIDEMAIN DECKMAIN DECKMAIN DECKMAIN DECKINNER BOTTOMINNER BOTTOMBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEAD12345123412341212345671234562.435.578.003.102.984.208.581.922.902.50.2011.726.608.008.002.442.083.352.502.562.692.451.501.501.501.501.501.55.00.00.00002:0616.8089.1530.0352.3448.924.01234.07133.9817.6017.607.9410.8426.0526.7533.8742.6545.145.5510.0514.5519.0523.5529.06o:0.002:473.4978.9470.2946.9957.478.84675.92719.838.738.726.756.9205.6287.5449.5677.8833.021.768.5142.3243.1370.9546.2((’{

ABS/OMSEC PROGFWVl VERSION 3.02(BAsED ON pROPOSED ABs RULE CWGES FOR 1991)INP FILE: lBASE.INP TLB FILE: TABLE2.TLBTITLE : 95KDWT BASE HULL W/OMSEC SCANTL.OUTPUT. FILE:PAGE - 5lBASE.OUTBOTTOM GIRDERS -ITEM X-ORD. Y-ORD . WEB H WEB T FACE W FACE T AREA ARM XIO1 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.SIDE STRINGERS -ITEM X-ORD. Y-ORD. PLT L PLT T AREA ARMXIO1 21.00 6.10 2700. 14. 72900. 6.102 21.00 14.68 2700. 14. 72900. 14.68o.0.– A19 -

ABS/OMSEC PROGIUN4 VERSION 3.02(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: lBASE.INP TLB FILE: TABLE2.TLBTITLE : 95KDWT BASE HULL W/OMSEC SCANTL.PAGE - 6OUTPUT FILE: lBASE.OUTLONGITUDINAL PLATE - 0.4L AMIDSHIPS---- ____ ___+ ____ ____ ___ ---— ____ ___SHELLSECTION---- ____ ____KEEL PLATEBOTTOMBOTTOMBOTTOMBOTTOMSIDESIDESIDESHEERSTRAKESTRINGERMAIN DECKMAIN DECKMAIN DECKINNER BOTTOMINNER BOTTOMBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADBULKHEADPLATEELE. MAT’L KG/M2---- ---— ___ ____1234512341234121234567123456AH32AH32AH32AH32AH32MILDMILDMILDAH32AH32AH32AH32AH32MILDMILDMILDMILDMILDMILDMILD?KH32AJ432MILDMILDMILDMILDAH32AH32129.52117.75117.75117.75117.75137.38137.38137.38122.36122.36122.36122.36122.36125.60125.60121.67117.75109.90102.0590.2898.13125.60121.67113.82105.9794.2098.13125.60THICKNESS (MM)LOCAL RULE( REQ’D )---- —DESIGN---- -.16.50015.00015.00015.00015.00017.50017.50017.50015.58715.58715.58715.58715.58716.00016.00015.50015.00014.00013.00011.50012.50016.00015.50014.50013.50012.00012.50016.000iii:i~o)(15.000)(15.000)(15.000)(15.000)(17.500)(17.500)(17.500)(15.500)(15.500)(15.500)(15.500)(15.500)(16.000)(16.000)(15.500)(15.000(14.000(13.000(11.500(12.500(16.000(15.500(14.500(13.500(12.000(12.500(16.000LENGTH(METER) FRAMED---- -—_ ____ ____ ___2.43 LONGITUDINAL5.57 LONGITUDINAL8.00 LONGITUDINAL3.10 LONGITUDINAL2.98 LONGITUDINAL4.20 LONGITUDINAL8.58 LONGITUDINAL1.92 LONGITUDINAL2.90 LONGITUDINAL2.50 LONGITUDINAL.20 LONGITUDINAL11.72 LONGITUDINAL6.60 LONGITUDINAL8.00 LONGITUDINAL8.00 LONGITUDINAL2.44 LONGITUDINAL2.08 LONGITUDINAL3.35 LONGITUDINAL2.50 LONGITUDINAL2.56 LONGITUDINAL2.69 LONGITUDINAL2.45 LONGITUDINAL3.00 LONGITUDINAL3.00 LONGITUDINAL3.00 LONGITUDINAL3.00 LONGITUDINAL3.00 LONGITUDINAL3.10 LONGITUDINAL-A20-

.ABS/OMSEC PROGRAM VERSION 3.02 PAGE - 7(BAsED ON pROpOSED ABs RtJLE CHANGES FOR 1991)INP FILE: lBASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: lBASE.OUTTITLE : 95KDWT BASE HULL W/OMSEC SCANTL.LONGITUDINAL STIFFENER SCANTLINGS - 0.4L AMIDSHIPS---- ---- ---- ____ ____ ____ ____ ____ ____ ---— ____ ____ __SECTION NO. = l(BOTTOM ) NOMINAL SPACING = .800-------- --NO MAT’L SCANTLINGS AREA--- ----1 AJ1322 AH323 AH324 AH325 AJ1326 AH327 AJ1328 AH329 AH3210 AH3211 AH3212 IKH3213 AH3214 I$J13215 AH3216 AJ13217 AH3218 AH3219 AH3220 AH3221 AH3222 AH32---- ____ ____ ____ ____ __4OOX1OOX13X18 7000.4OOX1OOX13X18 7000.4OOX1OOX13X18 7000.4OOX1OOXI3X18 7000.4OOX1OOX13X18 7000.4OOX1OOX13X18 7000.4OOX1OOX13X18 7000.4OOX1OOX13X18 7000.400XIOOX13X18 7000.4OOX1OOX13X18 7000.4OOX1OOX13X18 7000.4OOX1OOX13X18 7000.4OOX1OOX13X18 7000.4OOX1OOX13X18 7000.4OOX1OOX13X18 7000.4OOX1OOX13X18 7000.4OOX1OOX13X18 7000.4OOX1OOX13X18 7000.4OOX1OOX13X18 7000.4OOX1OOX13X18 7000.400XIOOX13X18 7000.4OOX1OOX13X18 7000.PLATE PLATE Y-ORD. Z-ORD. RULE CALC .THK EFW SM(ABS) SM---- ___ ____ ___ ____ ____ ___ ____ ____ ____ _16.516.516.515.015.015.015.015.015.015.015.015.015.015.015.015.015.015.015.015.015.015.0800. 80800. 1:60800. 2.40800. 3.20800. 4.00800. 4.80800. 5.60800. 6.40800. 7.20800. 8.80800. 9.60800. 10.40800. 11.20800. 12.00800. 12.80800. 13.60800. 14.40800. 15.20800. 16.80800. 17.60800. 18.40800. 19.10.00.00.00.00.00.00.0000:00.0000:00.00.00.0000:00.00.00.00.00.001168.1168.1168.1168.1168.1168.1168.1168.1168.1168.1168.1168.1168.1168.1168.1168.1168.1168.1168.1168.1168.1168.1318.1318.1318.1305.1305.1305.1305.1305.1305.1305.1305.1305.1305.1305.1305.1305.1305. _:1305.1305.1305. ~1305.1305.-A21-

ABS/OMSEC PROGRAM VERSION 3.02PAGE - 8(BASED ON PROPOSED A13S RULE CHANGES FOR 1991)INP FILE: lBASE.INP TLB FILE: ‘TtiLE2.T~E OUTPUT FILE: IBASE.OUTTITLE : 95KDWT BASE HULL W/OMSEC SCAJSJTL.LONGITUDINAL STIFFENER SCANTLINGS - 0.4L AMIDSHIPS---— ____ ____ ____ ____ ____ ____ ____ _---- ---- ——__ ____ _SECTION NO. = 2 (SIDE--—_)NOMINAL SPACING = .780---- —_,-NOMAT’L--+ ____1 AH322 MILD3 MILD4 MILD5 MILD6 MILD7 MILD8 MILD9 MILD10 MILD11 MILD12 MILD13 MILD14 MILD15 MILD16 MILD17 MILD18 AJ13219 AH3220 AH32SCANTLINGS---- ---- ____ ____4OOX1OOX13X184OOX1OOX13X184OOX1OOX13X184OOX1OOX13X184OOX1OOX13X1835OX1OOX12X1735OX1OOX12X1735OX1OOX12X1735OX1OOX12X1735OX1OOX12X17300X90X11X16300X90X11X16300X90X11X1625OX9OX1OX1525OX9OX1OX1525OX9OX1OX1525OX9OX1OX1525OX9OX1OX15250X90X10X1525OX9OX1OX15AREA----- -7000.7000.7000.7000.7000.5900.5900.5900.5900.5900.4740.4740.4740.3850.3850.3850.3850.3850.3850.3850.PLATETHK---- -_17.517.517.517.517.517.517.517.517.517.517.517.517.517.517.517.517.515.615.615.6PLATEEFW---- --780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.Y-ORD.--— ___21.0021.0021.0021.0021.0021.0021.0021.0021.0021.0021.0021.0021.0021.0021.0021.0021.0021.0021.0021.00Z-ORD.---- -_1.902.683.464.245.026.887.668.449.2210.0010.7811.5612.3413.1213.9015.4616.2417.0217.8018.58RULESM (ABS)---- ----1035.1272.1217.1162.1107.977.922.867.813.758.703.648.594.539.484.375.320.207.164.122.CALC .SM---- __1323.1323.1323.1323.1323.1034.1034.1034.1034.1034.739.739.739.540.540.540.540. ;..534.534.534.“A22’

ABS/OMSEC PROGRAM VERSION 3.02(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: lBASE.INP TLB FILE: TABLE2.TLBTITLE : 95KDWT BASE HULL W/OMSEC SCANTL.PAGE - 9OUTPUT FILE: lBASE.OUTLONGITUDINAL STIFFENER SCAJNTLINGS - 0.4L AMIDSHIPS---- ---- ---- -——_ ____ ____ ____ ____ ____ ____ ____ ____ —-SECTION NO. = 3(MAIN DECK )----NOMINAL SPACING = .800---- -—-.NO MAT’L SCANTLINGS AREA-—_ ____ ____ ____ ____ ____ ____ __1 AH322 AH323 AH324 AH325 AH326 AH327 AH328 AH329 AH3210 AH3211 AH3212 AH3213 AH3214 AH3215 AH3216 AH3217 AH3218 AH3219 AH3220 AH3221 AH3222 AH3223 AH3224 AH3225 AH32300X18300X18300X18300X18300X18300X18300X18300X18300X18300X18300X18300X18300X18300X18300X18300X18300X18300X18300X18300X18300X18300X18300X18300X18300X185400.5400.5400.5400.5400.5400.5400.5400.5400.5400.5400.5400.5400.5400.5400.5400.5400.5400.5400.5400.5400.5400.5400.5400.5400.PLATETHK---- --15.615.615.615.615.615.615.615.615.615.615.615.615.615.615.615.615.615.615.615.615.615.615.615.615.6PLATEEFW---- --800.800.800.800.800.800.800.800.800.800.800.800.800.800.800.800.800.800.800.800.800.800.800.800.800.Y-ORD.20.2019.4018.6017.5016.7015.9015.1014.3113.5112.7111.9111.1110.319.518.717.927.126.325.524.723.923.122.321.52. 72Z-ORD.---- -—19.5419.5919.6319.6919.7419.7819.8319.8719.9219.9620.0120.0520.0920.1420.1820.2320.2720.3020.3020.3020.3020.3020.3020.3020.30RULESM(ABS)---- ----190.190.190.190.190.190.190.190.190.190.190.190.190.190.190.190.190.190.190.190.190.190.190.190.190.CALC .SM---- --517.517.517.517.517.517.517.517.517.517.517.517.517.517.517.517.517.517. ““”517.517.517.517.517.517.517.“A23-

ABS/OMSEC PROGRAM VERSION 3.02 PAGE - 10(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: lBASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: lBASE.OUTTITLE : 95KDWT BASE HULL W/OMSEC SCANTL.LONGITUDINAL STIFFENER SCANTLINGS - 0.4L AMIDSHIPS---- ____ ____ ____ ____ __+_ ____ _---- ____ ____ ____ ____ _SECTION NO. = 4(INNER BOTTOM) NOMINAL SPACING = .800-----. ----NOMAT’L--- ----1 MILD2 MILD3 MILD4 MILD5 MILD6 MILD7 MILD8 MILD9 MILD10 MILD11 MILD12 MILD13 MILD14 MILD15 MILD16 MILD17 MILD18 MILDSCANTLINGS AREA PLATE--—— —___ ____ ____ ____ ___THK____ _450X150X11.5X15 7425. 16.0450X150X11.5X15 7425. 16.0450X150X11.5X15 7425. 16.0450X150X11.5X15 7425. 16.0450X150X11.5X15 7425. 16.0450X150X11.5X15 7425. 16.0450X150X11.5X15 7425. 16.0450X150X11.5X15 7425. 16.0450X150X11.5X15 7425. 16.0450X150X11.5X15 7425. 16.0450X150X11.5X15 7425. 16.0450X150X11.5X15 7425. 16.0450X150X11.5X15 7425. 16.0450X150X11.5X15 7425. 16.0450X150X11.5X15 7425. 16.0450X150X11.5X15 7425. 16.0450X150X11.5X15 7425. 16.0450X150X11.5X15 7425. 16.0PLATEEFW---- --800.800.800.800.800.800.800.800.800.800.800.800.800.800.800.800.800.800.Y-ORD.--- --—801:602.403.204.004.805.606.407.208.809.6010.4011.2012.0012.8013.6014.4015.20Z-ORD.---- --2.202.202.202.202.202.202.202.202.202.202.202.202.202.202.202.202.202.20RULE CALC .SM(ABS)-- -——-SM---- -1579. 1673.1579. 1673.1579. 1673.1579. 1673.1579. 1673.1579. 1673.1579. 1673.1579. 1673.1579. 1673.1579. 1673.1579. 1673.1579. 1673.1579. 1673.1579. 1673.1579. 1673.1579. 1673.1579. 1673.1579. 1673.,,J.--------( ,“” ‘,,,,-A24-L. -“’

ABS/OMSEC PROGN VERSION 3.02(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: lBASE.INP TLB FILE: TABLE2.TLBTITLE : 95KDWT BASE HULL W/OMSEC SCANTL.OUTPUTPAGE - 11FILE : lBASE.OUTLONGITUDINAL STIFFENER SCANTLINGS - 0.4L AMIDSHIPS.——_ ____ ____ ____ ____ ____ ____ ____ __ ---- ---— —___ ____SECTION NO. = 5 (BULKHEAD )----NOMINAL SPACING = .780---— ——NOMAT’ L--- ---1 MILD2 MILD3 MILD4 MILD5 MILD6 MILD7 MILD8 MILD9 MILD10 MILD11 MILD12 MILD13 MILD14 MILD15 MILD16 MILD17 MILD18 MILD19 AH3220 AH3221 AH3222 AH32SCANTLINGS---- ____ ____ ____450x150x11.5x154OOX1OOX13X184OOX1OOX13X184OOX1OOX13X184OOX1OOX13X184OOX1OOX13X1835OX1OOX12X1735OX1OOX12X1735OX1OOX12X1735OX1OOX12X1735OX1OOX12X1735OX1OOX12X17300X90X11X16300X90X11X16300X90X11X16300X90X11X1625OX9OX1OX1525OX9OX1OX1525OX9OX1OX1525OX9OX1OX1525OX9OX1OX1525OX9OX1OX15AREA.—-- --7425.7000.7000.7000.7000.7000.5900.5900.5900.5900.5900.5900.4740.4740.4740.4740.3850.3850.3850.3850.3850.3850.PLATETHK---- __15.515.515.515.015.014.014.014.014.013.013.013.013.011.511.511.512.512.512.516.016.016.0PLATEEFW---- --780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.Y-ORD.---— __16.3816.7717.1517.5517.9318.3018.3018.3018.3018.3018.3018.3018.3018.3018.3018.3018.3018.3018.3018.3018.3018.30Z-ORD.---- --2.843.494.134.825.476.857.638.419.1910.0510.8311.6112.3912.3513.1313.9115.5016.2817.0617.8518.6319.41RULESM(ABS)---- ---1340.1295.1250.1202.1156.1059.1004.950.895.834.780.725.670.673.618.564.452.397.267.224.181.138.CALC .SM---- --1666.1307.1307.1303.1303.1293.1012.1012.1012.1005.1005.1005.719.711.711.711.524. ..524.535.535.535..-A25-

ABS/OMSEC PROGIU%M VERSION 3.02 PAGE - 12(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INP FILE: lBASE.INP TLB FILE: -TfiLE;~;~E OUTPUT FILE: lBASE.OUTTITLE : 95KDWT BASE HULL W/OMSEC SCANTL.LONGITUDINAL STIFFENER SCANTLINGS - 0.4L AMIDSHIPS---— —___ ____ ____ ____ ____ __ ---- —___ ____ ____ ____ ____SECTION NO. = 6(BULKHEAD )--+-NOMINAL SPACING = .780---- -.NOMAT’L--- ____1 MILD2 MILD3 MILD4 MILD5 MILD6 MILD7 MILD8 MILD9 MILD10 MILD11 MILD12 MILD13 MILD14 MILD15 MILD16 MILD17 MILD18 MILD19 AH3220 AH3221 AH3222 AH32SCANTLINGSAREA--— ___ ___ ___ ___ __ ___ __450X150X11.5X15 7425.4OOX1OOX13X18 7000.4OOX1OOX13X18 7000.4OOX1OOX13X18 7000.4OOX1OOX13X18 7000.4OOX1OOX13X18 7000.35OX1OOX12X17 5900.35OX1OOX12X17 5900.35OX1OOX12X17 5900.35OX1OOX12X17 5900.35OX1OOX12X17 5900.35OX1OOX12X17 5900.300X90X11X16 4740.300X90X11X16 4740.300X90X11X16 4740.25OX9OX1OX15 3850.25OX9OX1OX15 3850.25OX9OX1OX15 3850.25OX9OX1OX15 3850.25OX9OX1OX15 3850.25OX9OX1OX15 3850.25OX9OX1OX15 3850.PLATETHK---- --15.515.515.514.514.514.514.513.513.513.513.512.012.012.012.012.512.512.512.516.016.016.0PLATEEFW780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.780.Y-ORD.---— —_.00.00.00.00.00.0000:00. 00.00.00.00.00.00.00.00.00.00.00.00.00.00Z-ORD.---- -—2.983.764.545.326.106.887.668.449.2210.0010.7811.5612.3413.1213.9014.6815.4616.2417.0217.8018.5819.36RULESM(AES)---- ----1331.1276.1221.1166.1112.1057.1002.947.893.838.783.728.674.619.564.509.455.400.269.227.184.141.CALC .SM---— __1666.1307.1307.1298.1298.1298.1016.1009.1009.1009.1009.997.714.714.714.524.524. _,524.524.535.535.535.—,,-A26-

ABS/OMSEC PROGRAM VERSION 3.02(BASED ON PROPOSED ABS RULE CHANGES FOR 1991)INp “FILE: lBASE.INP TLB FILE: TA13LE2.TLB OUTPUTTITLE : 95KDWT BASE HULL W/OMSEC SCANTL.PAGE - 13FILE : lBASE.OUTSUMMARY OF LONGITUDINAL MATERIAL - 0.4L AMIDSHIPS.——_ ____ ____ ____ ____ ____ ____ ____ ____ ____ ___SECTION---- ---123456PLATE--- --- --— ___ ___ ___LONGITUDINAL---- ---- -.—— —_SECTION---- ---0.4L AMIDSHIPS =STEEL WEIGHT = 35%:% (R]DESCRIPTION-—— —__ ___ ___AREA (MM-M)---- --—— —___(MT/M)____AREA (~-M)——--- ----(MT/M)--—— —(MT/M)---- ---BOTTOM334.92 2.63154.00 1.21 3.84SIDE302.45 2.37105.67 83 3.20MAIN DECK327.68 2.57135.00 1:06 3.63INNER BOTTOM 256.00 2.01133.65 1.05 3.06BULKHEAD250.80 1.97119.89 .94 2.91BULKHEAD126.80 1.0059.50 .47 1.46---- ---- ---- ____ __ ---- ---- ———_____ __ ---- ---SUJ3-TOTAL--- 1598.65 12.55707.70 5.56 18.10DECK GIRDERS.00BOTTOM GIRDERS.58SIDE STRINGERS.57MISC. VERT. PLTS .00(ONE SIDE ) TOTALTOTAL19.2638.51TOTAL WEIGHT OF LONG’L MATERIAL - 0.4L AMIDSHIPS---- ---- ---- ---- ---— —___ ____ ____ ____ ____ ____ ____ _“A27-

ABS/OMSEC PROGRAM VERSION 3.02 PAGE - 14(BASED ON pROPOSED ABS RULE CHANGES FOR 1991)INP FILE: lBASE.INP TLB FILE: TABLE2.TLB OUTPUT FILE: lBASE,OUTTITLE : 95KDWT BASE HULL W/OMSEC SCANTL.SUMMARY---- ---- ---- _NEUTRAL AXIS HEIGHT = 8.59 (M) ABV. KEELPROPOSEDABS 1990 RULE CHANGESCALC SECTION MODULUS REQ. SECTION MODULUS SM RATIO(cM**2-M) (cM**2-M) SMR/SMATOPBOTTOM267620.80 268279.00 1.002339548.60 268279.00 .790CALC HULL-GIRDER REQ. HULL-GIRDERMOMENT OF INERTIA MOMENT OF INERTIA(cM**2-M**2)(cM**2-M**2)2918411.00 2391520.00-A28-

40KDWT Base Alternative Vessel 4010Break Down of Blocks and Piece Parts......./ ,“

~krndve 4010 WE.hTSFND WL6H+ FOR uWT#h.Awmgn t = 74.7 HEMmrsw ELlxxs1!3 1e42 2715 m %31 162 7s%3 M?m wT:=lm t>lm:~–M-10331539m,o%91WA924,71455$1,6;?lm1tQ6%2937141.7UWdngrnt#m. I MamJalwSwl m la nun nl mlore atid I MUWW:=19mn11>19ti 1lnm t19 I1x Cmmlm,l,, m ciwlt L F:O ,& T:. Lb :~ ‘h? %!,ml 119 m 4..1% E-1 Wlrr L.-1* t>19m ! KT19T l.=l WITII l>l%TW 1 1 1 1 1 1 1 1 1EB37,16 15,50 1 1 1 1 1 1 1 1 1ZaB3am 15,501 1 1 1 1 1 2 1 55 11,63aal 15,50 m74 a37 1 1 1 1 1 1 2 1 5,511,6F1oomlnbd 1 4 44,m 19,5Q 1 1 1 1 1 1 1 1 1 9,5 al4,e3 1am 1 1 1 1 3 1 1 1 104 2.X 1%5’3 1 1 1 1 1 1 2 1 14 2X 19.5.2 4224 fi4? 1 1 1 1 1 1 2 1 1 9,531,8Flommriw Tmnklnbd 2 24,m 1K=l1 1 1 1 1 1 1 1 1 0,5 17324,KI 19s 1 1 1 1 1 3 1 1 1 102 Zxl 1150 1 1 t 1 1 1 2 1 12 Zm Iw?a a .12 3.24 1 > 1 1 1 1 2 1 1 0.5159mnmmng1 e B57 7,16 mm 1 1 1 t 2 1 1 1 5,5 347B 7,16 mm 1 1 1 1 i 1 1 5,5 173B O,m 1591 mm 3,15 1 L 1 t 5 3 1 1 ;meD,& Low1 e 8 57 7.10 7-K1 1 1 1 z 1 I 1 5 a,6B 7.16 7e,m 1 1 1 1 1 1 15 14,39059 1a23 3222 3,34 1 1 1 1 t 3 1 1 ;n,?GIr&s1 1 > ?,le 14,~1 1 1 1 2 I 1 1 5 3,67.16 Wm 1 1 1 1 2 1 1 53,6:Za 1403 1 1 1 1 1 3 1 1 ;1291 m 14,03 1575 1,73 1 1 1 1 1 3 1 1 11291 2 1 318 lWX1 1 1 1 2 1 t 1 51 7.16 13,W 1 1 1 1 2 1 1 5 ELmmSWmm1 223 13,ml 1 1 1 1 3 1 5 :11,2>1,22al 13,al 15,75 1,61 : 1 1 1 1 3 1 I 10ti4rae rmcdb 33 A a 2a3 >Z,rxl1 1 1 1 1 a 1 1 5m,Dm124 ) 1 1 1 1 3 1 1am h2,ta 5-1 T&l, 9 m? Ea 115mm 37.15 1033 115,1 13:,: 936 1M,7mm W+d. ~ TOBI ,4J- FIII Flab = w MO MA!- OIolfna mm =TOBI

-, ..>,/’/ “~;;”.,-A31-

---IAlternativeBarer,wximOKU1D,B, PI!DE!. Mln-m-mmomFlmmFitImnbwncF!aom ba,kmd~ hnk,”tiBalmD,Bmm,.C2idwnmmLmdLwwWiE7mrm4010 W&WSND~LWGTH cm mE TMK W#dng ml PM.fiMmT5.WWIXX$Womic fJand #JmJTltcuallmlIi 1*mlfil ItiB.mIi MBUMnl Hlm uhUNw ToM # # Ea L L LLmgm twarea $and W@llmm Whd m H@dtwo ❑m WI am Wo s~dtwo ELt>l%mK C-.1% nom d tmn L FE #n* r- B;lb Mm m b. m (lwJr l;~y ,>191Ml t1 mm t19mT t1 mm 1l mm ,< .WT9T ,>1~_M gy K=&lm t>mNr 1< =Ialml(m] m) m m) mm- 7 w-a m . . ,. . . ,, ,, ,< . . . F. ,. ,> ❑e @—M mm—wm(cT@M] @n-M @r-M) @nZ=-M] Fzti-M (cm.-M) (.xr-N1 ) @ w (UT@ w-w P m N (c-w (cm?-m m–w @-M ]-1 Pm-1 ShbUrd 1 2 2 7 m 74,9J 1 1 1 1 1 r 17.16 14,92 ; ; 1 1 1 1 t 1 12 35014,53 1 1 1 1 1 1 2 1 12 wa 14,53 5112 5,71 1 1 1 1 1 1 2 1 12 2 7,16 [4,5’315115,11 1 1 1 1 1 1 1 1 15,12 7,16 14,% > 1 1 1 1 1 1 1 1 15,12 3,53 14,52 1 1 1 1 1 1 2 1 12 3,9J 14,53 xl 12 571 1 1 1 1 1 1 2 1 11 2 2 7,1B 14,s0221 1 1 1 1 1 1 1 I7,16 1450 1 1 1 1 1 1 1 ? 11,m 14$3 1 1 1 1 1 1 2 1 >2 1,m 14,S 228 261 1 1 1 1 1 1 2 1 11 2 7.16 1550; 7.16 15511 1 1 1 1 2 I 1 i 122ammm1 1 1 1 1 1 2 1 1 3441 > 1 1 1 2 1 1aa 15wl *,97 5,72 i 1 1 1 1 1 2 1 11 2 2 7,16 )552 1 1 t 1 1 1 12 7,16 mm 4 ; 1 1 1 1 i. 1 117,22 3s 1S,WJ 1 1 1 1 1 t 2. 1 12 ~ _ _ _ _ _ 1 _ _ 1 _ 1 _ _ 1 _ 1 _ 1 _ 2 15,W x112 El 1 1 12 2 7,!0 15,501 1 1 1 1 117,211.22 : ; 1 1 1 1 1 1 17,16 15,501 1 1 1 12 3,53 15.53 i 223,5.9 lam sa12 611 t $ 1 1 1 1 2 ; !1 2 2 7.10 l= 1 1 1 1 1 1 1 1 12 7.16 1553 1 > 1 1 1 1 1 1 122Ulhd 1 4 4 am 19,9-1 4❑U!M 1 4 *41,m 15s32 1 1 11 1 1 2 1 11 ,W3 1550 In@ 2,27 1 1 i j 1 7 2 1 1xm 19,53 1 1 1 1 * 3 1 1 1 104 223 19,% 141 1 1 1 1 I ! 1 > 9,5 2141 1 1 1 2 1 1 10Zm 19,50 =44 512 ; 1 1 ) 1 I 2 1 1 &54,93 19.m 1 1 1 1 1 1 1 1 1 a5 s4 wl 19.50 1 1 1 1 1 3 1 1 14 Z,m x _4:Zm 1Q53 am 607 1 5 1 1 1 1 2 1 1 9,51 1 1 1 1 1 2 1 1 10 =22’a l~m 1 1 1 1 1 1 1 1 1 9,5 1592m 19%m 19,9Itid 2 : am 19%2 3m 19,XI1 1 1 1 1 3 1 1 1 101 1 i 1 1 1 2 1 1 9,52m 19,% 19,= 2.97 1 1 1 1 1 1 2 t > 9,51 1 i 1 2 1 1 1 0.51 1 1 > 2 x 1 a2X43 19,SI 1 1 1 1 1 a 1 1 1 %22,al 10s3 1 1 1 1 1 1 1 2 16.?2 256 7 1 a42 2 4,53 Iwo 1 1 1 1 2 1 1 1 as2 4,33 1159:!zm 19%Oumd 2 2 m 19=21 1 1 1 2 1 1 as1 1 1 1 3 1 1 :Zm 199 1963 3,(Q 1 1 1 1 1 1 1 1 im mm 1 1 1 1 2 7 1 6,52 2s 19.9J 1 1 1 1 1 3 1 > :m 1; la 7,16 ?mm1:Zal 19,53 urn 4,m 1 1 1 1 1 1 1 1 17,16 ?Oxm310 la 7,10 ?%0311 1 1 1 2 1 1 ) 8,5 12.31 1 1 1 2 1 1 17C3 1 1 1 1 1 1 1 : W2ma 15.xl M* 1 1 1 1 i 3 b 1 i4: ?,76 ?4am ?.52 ; ; 1 1 1 1 1102 2 7,16 14m;1 1 2 1 t 1 5 &44O,m la B n,m 1 1 1 1 1 3 1 1 45 =21 1 1 1 2 1 1 1 5 727.16 1*QJ 1 1 1 1 2 1 1 5z-al 14,m 1 1 1 1 1 3 1 1 i2 2,= 14 m 31,50 3,4? 1 1 1 1 1 3 1 1 127.16 law 1 1 2 1 1 1 2 1 1 5 ?,22 ?.,5 mm 1 1 1 1 2 1 1 5211 1 1 3 1 1 :223 mm ‘a2223 t3.m 3L91 2= ; 11 1 t 3 1 1 1 22:2,m 12m1 1 1 1 a 5 1 Obd,mrmdb 1 72 72 Isa 1 m,E1 r~ 9 544 153 mF-20,29 12,m 2ss 1 1 1 1 1 a 1 1 :727,2151151X417,217,217,20,4a4EZI?5 it22T =2,0 2974 a36 2733 6729 47%1 Ean220an250ala12721.6=231.03’,031.6al .02342%4=,4=413,512.5ma336aom612512.5m,2m2ma5,9=9=,0173,4%310I4WddngmmdPw931.531.5!LLAN1

Alternativee-momPILalga P&D B, ?ltD.B, M!0S m,Flcm.Fhm, 1 \,... ) ,.~1 1 1 1 1 1 1 1 1226D1 ! 1 1 1 1 1 1 122Bq1 1 1 2 1 1a42147S1B as? 1 ; ;) 1 1 > 2 1 1I 1 1 1 1 1 1 1)4 ; i 1 1 1 1 1 , ; E, , i , . . -.I i I 21 I I I I z so 1452 I ! , 1 a .~ m I 1 \ \ \ 1 \ 1 )I1 , I ., P 1 1 1 .53 !4,53 7510 a57 ; i i 1“ 1‘ 1 2‘Iili I I I i\ ) i I I I ?14 i11 21 21 10.74 *4.53 1 1 1 1 1 1 1 11 Ill m $1I I I I I I I I I II I I J I 1a74 14.54 1 1 1 1 1 1 1 11 Ill I I I I Z@ I I I I I I I 1 i I I 1 I J f I I;1135 Im 14.% 3437 3.E? 1 1 T 1 7 7 2...74 1553 1 1 1 1 1 1 2074 ,5WI I T.m 1453 1 1 1 1 1 2 11111I /1 1 1 ., 1 1 1 I .,21 10,II z!I 21 I I I I 10,~ I 21 i ~ 1.1;1:1il Iil’li Es,1,1 5 1,, 1 1 I 1 1 1 I 1 1 I 1 1 1 r II I 1 I I r 1 1 1 I I s,. , 1 ! \ \ ) 1 JI I =6 I-.JIz:125I1:10 =iO220125F)-BGltOmL,,gp, Lo”@mtimII1 1 1 ,, I 1 I r ?,:.,1 1 1 7., 1 1 I I .,:m I 10Iel I Isa!I I 1q I I I I 10,., .,,.,,,. ( ,:Ill II 5 6,0I,:, .2I Ill I I:,,.,,!, .:Ill I ;1 ail111;1il I Ill } 51 Sn?l,, I ,,, I ., -,,ilil I Iililili}il ‘: ;;7’Ilillql 1 ;1 I“,-, cm, ,!, ,!, !, ,., .,3 , , ,11 1 5 1.171 !.,. ,I5 T0,7I I I IIi I M.9I0,0127al2,:m,anm223I, , , I d 1 1 1 P 1 1 I 1 1 1,, =lTd, Wd+ 1731.6JMI mm I I I Illilllllllll I I A 17C,45 II 1 TOQ1 .Wmcl Cum PU* = 1 I I I 1 I I I I I I i IidI

-..,,.,,.-----

Alternative 4010 I f&ldng FU Phk I I4 How, WeW4b,VkbsLa+mrUpw-1 s rbmrd 1 2 2IT17,1E 15,m 1 1 1 1 2 1 1 1 12 7,16 Is.m1 1 1 1 1 1 1 1 1 m 12WI 15,m 1 1 1 1 2 1 1 1 12 3,9J vim mlz 31 1 1 1 1 2 1 1 5 12 2 7,18 15,m3227, la 15,mam 15031 1 1 1 1 1 1 1 1 m 11 1 ! 1 1 1 1 1 1i 1 1 1 2 1 1 1 12 3,53 15,03 EJ112 Fxll t 1 1 1 2 1 1 1 11 2 2 7,16 15,.m:7,1e I 5m 1 1 1 1 1 1 1 1 12,* 1503 1 1 1 1 2 1 1 1 12 2,* 15m 343? 4,s 1 1 t 1 2 1 1 1 11 2 7,16 15m:27.16 1503Is 11 1 1 1 1 1 1 1 1 m 11 1 1 > 1 1 1 1 11m 15m 1 1 1 t 2 1 1 1 12 1,71 lam 2+49 Z,m 1 1 1 5 2 1 1 1 11 2 2 7.18 149227.18 1452 1 1 1 1 2 1 12UI 14al 1 1 i 1 2 1 1 1 ;2 243 14 al 3w7 3,s 1 1 1 1 2 1 1 1 11 2 2 7 m 14 m22 1,s 14,C.I21 2 2 7.in 1250221 2 2It 116,11 1 1 t 1 1 1 1 1 10,11 1 1 t 2 1 1 1 1 ml1 1 1 2 1 1 1 17.18 14,W ; 1 1 1 1 1 1 1 11 1 1 2 1 11 ,s mm ZZ.M 2% 4 1 1 1 2 1 1 1 :7.16 12XIX12 1250 1 1 1 1 2 t > 1 12 312 1250 Mm H 1 1 1 1 2 1 > 1 1227,16 10,m7,16 10,m312 mm 1 1 1 1 2 1 1 1 12 3.12 mm *.- a51 1 1 1 1 2 1 1 * 11 2 2 1,16 14,52B51 1 1 1 1 1 1 1 1 1121 1 1 1 1 i I 1 1 11,21 1 1 1 1 1 > 1 1 3.?1 1 1 1 1 1 1 > 1 ?.2a171 1 1 1 2 1 1 1 es 41,42 7,16 1453 1 i 1 1 1 1 1 1 1 1512 Im 14,53 < i 1 1 2 1 1 1 12 3m 14.m %.+ Sal 1 > 1 1 2 1 1 1 11 4 4 Z,m lam4 2m lxm41 1 1 1 2 1 1 1 5,51 1 > 1 2 1 12= 1303 1 1 > 1 2 1 1 1 i4 2.= lam 10.13 1.ss 1 1 1 1 1 1 1 1 11 4 5.12 lam1 1 1 1 2 1 ! 1 5,5 240:512 lam 1 1 1 1 2 1 I 1 5,52*82a3 13SBI 1 T 17,41 7 T – T T – 1 –: 7,44 2a3 lam 45,rm 4,m : 11 4 441 lam 1 1 1 i 2 I 1 ! $5 234.41 lam 1 12; 4 :32al lam 14 1 1 t * t :2al 13,m4 19,43 1 ,s9 : ; 1 1 1 3 $ 1 55 %01 4 4 1,= 12,50 1 1 1 1 2 1 1 1 7,5 11.74 1.= Izm 1 1 1 1 1 3 1 i 7,5 17.64 I.m Wm 1 1 ! 1 1 a 1 1 7,5 2+74 a- a=1 4 4 Im 1s%4 Lm Is.m4 O,a I s,m 1 52 2 7,16 >3,%1 5 1 1 2 1 1 x 6 am1 1 1 1 2 1 1 6am.2 7,16 13,522a 13,59 12 1 1 1 1 1 2 1 ;2 Za 13,% 31 S 3,= 1 1 I 1 1 1 2 1 10 b-to roredh 1 52 114 Z,al 1Z,mohls21 w 143 40:1 1 1 1 1 3 1 1 5 171,6O,al 1Z,m 2,16 1 1 1 s 1 3 1 1 5156E42m mm W7 7a4 au 7m4Tc/.a .%s FL31Kab = E4’Am 1ti, V,Md= 17225 MT-1 wee ❑rmm.a U*L9 =1w7,47,4laoIao64.431.5al.53}.5al ,521,821,6Is 4154a1221253112212219519,512,512,5ZOZO=,7w17.0164=32a4>7,119,15416,016,0m S&zjr- ‘“,./I~mI. . .

~,,. ..-.,, “Y,,. -.h—. ” -A37-

Alternative 4010 WEGHTS.WD wL6iGI+ FOR (NE TN W4,+.. FM O,- I ,,-7= . . ---- . . . .,.... —L.,-. —-,.-. . . . . .,——-.,. .—— —, .—— . . . ,.1 fil I* ! WIIi,il’,J, ii 19211,511,514,0mK urn,f I I 11 I I I I 7,I 11 3,1I I 11 I I I ! 3,[.., .,.I 71 7,071I 716,13,6mBe7,67,63,23,2957,24,6WklVkbslbcilil ;1;1 I “1=44.05X4150LWebe+amSU!#BtiB“lklmdBulWadBJlhadB“lktmdV&b -,.Fbnc4Lo”daLmol.Lc@RLc@61111l,, ,,,I6,06,06,43 11 1:3 1.s.,.3 1,E11 Illll”lilili i i i -’15,01 3 3 11.>;3 11,1:I I I I II#,1,1 1,1,1, , , , mla Oal a !,LUI I I al I I I I as! am 0,34 1,31 1 11111 ]il;. 1 1 1 1&oII al al 1.701 12s4 1 Ill IIJIII:I3 1 1 B196 106I I I al I I I I I, To, u2.% 1 11 I 111111125 26al243 if1 III -------- , 7 7 .s ; ; 5 IDE..,d .- -.. -=,I I I 31 1 I I I I xl,11 al 31 2* I XCa!I I I 31 4 I I I 2, ..43 I mmDa I a mm31 !1 I I 31 I I I I Q,Z5 I amlm aza133 1.70 12.531 1 1 > 1 a i 1 5 7.8, , , , . i . , , . .,,, , I , ,r 1 1 1 1 1 1 1~I 1! II Ill Iililil;lil I Iil I ii -“l I I I I I n,6I!!X 5,10 0,=I I I I I I I i I I !.%, am i 111111111111111 I I I I I I I I:al am1 I I I I I 1 I 1 I I IIII~b , , , , , , , d I. “,,4 4 23 7,14 7.14 0,3.,—,-5 14,35 7,2. 17,snoI 5 14,27,2I,, FI15.,.1 1 7 7,1,267,18.“..d4i i2mi41 I 11111 I 11111111111 I I II 5 1.8.—1 I 1 1 1 1 r 1 1 1 411 ,,, ,, 1 1 ,- 1 11 Illil 1.04,, ,4,,., .-.,,la.,Obs,lrn”forcdhl 11 ml 83 1.531 12.031 “-l ““=1 Ill 114 111; 1;1: , I , r 4 1 1 1 r 4 I 1 I I I:1I I I O.ml 12031 1.701 Ill Ill 11111113111 I I;l I aImo II I I1 E-1 TOM* I 131 m? 93 Iml all Wi?$41 ml m{1C6 ! ! I ! ml 1%1 Iml 241 I I I I I I I I.-. . ,-. !,1 1 1 1 1 1 1 I 1 1 1 1 1 1 1 1 1 1 1 1 f I I I I I I I I I I i i T I-PI 275,m I lTOLhkid=l 781.71M !II I l@mmiimmii. ,U,.,.mu I , 1 r I I I 1 1 1 1 u u 1 1 1 1 1 1 1 r 4 1 1 1 I I I I I f I I t I ‘T , 114,414,2a5

Alternative 4010 I W#dnLIFbt w I wldngm~d PUm I4xmJTrE2m?lmBmdradBh& wOIKFwewa@MFmW-MdBIcdmEMmTs OF Wmxs .!lJC41=!lc Mwua -kMmrmalInl ltiBunnl Isfil I*Buttml MLmm LAnd h .1 w,@t1-,*Un,w TcM ti #El L@mdtid I w-3sA+6 two ;~dom ❑dd two *M h 226u1!>1 !>,*x -“k Bml H h. L F.E AIL* T~ Bklb mmm (lml) P2m Mlmw t19 ~r STrm tlm t19mn t S= —M @-# -M cm?. cti-M - w (c M) W-M @ ) m-t. EMT-M] )+7 B-2 Canw,m1 1 10,74 mm 1 1 1 1 1 1 1 1 121,1;10,74 14,m1 ) 1 1 2 1 1 1 0 13,7> 1 1 1 3 101 am 14W 1 1151am lam =.22 as i t 1 I 1 3 1 4 : B11.51 1 1 1n74 11,521 1 > 1 1 1 1 1 174,21 1.174 11,501 1 + 1 2 1 1 7 las11 am 11,531 1 1 m74 Io,m1 10,14 10,W3.03 11,9 1 1 1 1 3 1 1 : 73222 2,91 ; 1 1 1 1 3 1 1 1 71 1 1 1 1 1 1 1 11 1 1 1 2 1 1 91am m w 1 1 1 1 1 a 1 1 { E 7,04 303 1O,m 2?.2? 2s i 1 1 1 1 3 1 1 1 fi51 10,74 mm1 1 1 1 1 1 11 1 *1 37 1D,74 &m111 1 1 1 2 1 1 5212 mm 1 1 > 1 I 3 ! 1 : 5212 em 22,?7 1.U3 1 1 s 1 1 3 1 1 111.12 12m 1 1 1 b 2 1 1 1 :; 1 1.)2 1253 1 1 1 2 1 1331 3 3 11,12 mml,m12s34 1 1 1 2 > 1 I : 51,m 1253 m 524 1 1 1 1 2 1 1 1 13 11,12 am3 023 mm %3t 3 3 11.i2 12533 11.12 1254’;1 3 a 1>,12 am3 11,12 mm751 1alm 8,34 1.31 1 : : ; : ; ; 1 11 1 t 1 2 1 ~ 1 05541 1 1 1 z ! I sl.m 1253 1 1 1 s 2 1 I 1 : 5I,m 12= 53= 5,24 1 1 1 + 2 1 I 1 t3 O= am 1 1 1 1 2 1 1 1 13 02s arm am 1,31 1 1 1 1 2 1 1 1 13 1253 1 1 3 1 1 1 3 1 a3 ; :m 12331 1 1 3 1 2 1 1 5 2,63 Zw 1= 1 1 1 1 1 3 I 1 5 maa 1 4,W 0,43=2E1 3 2.+3: 2,* am3 DE mm3 0= mm I .m 0231 3 3 1,70 1?-5’2 1 1 1 1 1 a 1 1 03 7 .m 125C1 a : 2,43 =.m3 24 am3 Q,Z5 am1 1 1 1 1 2 1 1 5 26241 1253 1 1 1 1 1 3 1 1 5 meIzm 5,10 D,!5J3 0,= Xm3 mm 2724 4 4a 10,74 mm 1 1 ! 1 2 1 1 110,74 mm > > 1 1 1 1 14: la?4mm 15,33 21,40 2s t 5 1 1 1 3 1 1 ;1074 E&mm1 1 2 1 1 1 5 5 5.+ 1 i 5 a,91 1 1 1 1 1 15 1~45 1074 EOmm5 045 Iw 2417 2,49 1 1 1 1 1 3 1 1 :i 2 1 1 1 4 4 a 1.274 4lUJm1 5 21.541(174 4 ?M,m 1‘ ; 1 1 i 1 14 D,S9 1353 1875 1,ml 1 1 1 1 1a i t ;1 1 11 1!174 mm1 1 1 1 2 > 1 1 5 5.41 m74 m 1 1 1 1 11034 12,50 Zm am 1 1 1 1 13 1 1 4mm- r.rtih 1 m d 93 1.% izm 1 1 1 1 13 1 1 5023 1Zm i.m 1 1 1 1 13 1 ! 52.3 -2 Tokla13 m+? & m 15321,55 ml5 27316 m m s 157 313 ao la 240,00,07,63,23,2m,44,04::1EOmo6,4Ea459,619610,76,915,015,014414,28,51,66060ao60Tcill Alf9 ml mate. ma Tci Y&4a= =3 MT-1 k ❑rfmti ml,=,JrI

.—--,..!\-_.,.-A41-

-A&7-

. 4,1 2 2 la2 13,2 a,21 2 2 1?-m1u122> I I 11111111I I I Ill,,, ,,., . , , M 1201 M!, ,., ,.. ,lZO# 1 1 1 1 f 1 1 1,,. ,4,’, I ,., ,..,lH12,212,21I 1 I I I II Ill I I I I I II I I I I I 111 I I I I I1,, ,,, ,,, ,,., ,,, , , ,,, ,.5 12,0.,, ,., ,,,1 ,,, ,.,.120231 231,,UJ , 1

Alternative2 mdl Umm---- ,4010 nm+m~oWDL6JmHFOMWEmxMdn~Fht ~te%ld”~~wd-1,~E~S ~ MtiSmm. Mmal -mmmfilM nun firlmt ‘k Bum1-* UnlqwT.hl# #a, Lhd w@lw .&dWI ❑m MU ddodx C-nta tan ❑1b L F,8 hL* Tk Bhlb2% ;.% mmRmm mSad mSWt..19,Tm ,>1 %Tr tl 9mmnl lam.1 Il%m t< .,% t>,g my Il * 1.~_m t> Wmm 1l 9mll k,,., po”(m) (m (m)1-1 mm 1 2 2 7.16 14,5’3 1 1 1 1 1 1 2 > 1(m -’4 .?4‘-2) m . “ ,“ . . ❑ ,, k . . . 1. ,. ,> ,29 (cm-u> (cm.). (Urc.M] (cm–w {,@-~ ~–~] ~_~]2 7.1s 14,501 > 1 1 1 1 1 t 12a% M % 1 1 1 1 1 2 1 12 mm 14,m xl 12 5,7> 1 1 1 , , , 2 1 12 2 7.16 1*EO 1 1 1 1 1 1 1 1 1227,16 1453ma lW 1 1 s 1 1 1 2 1 12 252 14s %$2 S71 1 1 1 1 1 , 2 , 11 2 2 7,16 14-227,16 14%1 1 1 1 1 1 1 1 1 15!1 1 1 1 1 1 1 1 1210 14,53 1 1 1 t 1 2 1 12 2,10 14,53 310? %+3 1 1 1 1 t 1 2 , ,1 1 1 1 1 1 1 1 1 1511 4 4 12m 72,53 1 1 1 1 2 1 1 1 54 12m 12,531 1 1 1 1 1 1 5 12841,m 12,XI t 1 1 1 1 a > 1 ;4 1,m I?,ml 01 ,s2 8,E 1 1 1 1 1 3 , , ,1 4 12m 15,m: 12ml 15,W4 023 15m 1 1 1 1 1 1 2 1 14 023 15m 2s8 1,21 1 1 1 1 1 1 2 , 124 172 7.16 mm 1 1 1 > 2 1 1 1 5 E9: 7,16 mm24 am 1mm 3437 4.m 1 1 t 1 1 3 , , ,64 181 12031 1 1 3 1 1 Owm rwda 1 m ,15 1 5M(i 15 1203 1,= 4 1 1 1 1 3 1 1 5-% TCJJI, 5 102 w-1Id hFlmt Plm = 2411El-l A!~d C”md Ph =15,115,115.151.2Izze4M (cw-mail ml 753 :,4 3129mz214214=4a417.717.7a,o310afi36324(UIT2-UMl(cYIQ-MRbBum_M ,mlT t-==19mn 1.1- t lm(cm-M) (m--n (aT2-Mj (UR–m–w W-M Wstid1! ! I 1 w.1 1 I 1 I31Id,+1,4c,”,”,,,,, ,,, ,,, ,, .,,W#b FbnQ31 I I Id:II,7,,.4 ,,, 71 551.241~1 5 120I I I 1 1 1 ,, 1 r I 11 m,o310,,1I1 I I I Ili I I I l!,,m lwxlla i5m t 1 1 1 1 i 2 > 1 I 36.,36am 15m 2,= 1,21 1 1 1 1 1 i 2 ,24 zi m m74 mm 1 1 1 ! 2 i 1 1 5 1am24 10,74 mm%am I 5.m 51.56 Em 1 1 1 1 1 3 1 1 ,=40b91- forcdhm &4 115 I ,m 12C01 t 1 1 1 3 1 1 5172sI 1 1 1 t I I I I I I I64015 1Zm1,m 1 1 1 1 ! 3 1 > 5 14,. ,4 i I J i41 12-2 TGU!3 2 Im m%31,s 3324 141,7 > 12s m,I Wo I I I t I ! !13-2I I I I 1 , 1 1 1IT&l-FIBLPla@ =. al,% I t I IA!ea otOJfwd = T-l mm 1 I I I I f I I

95KDWT Base Alternative Vessel 9510Break Down of Blocks and Piece Parts/’, 1,J’ (’- A45 -‘k. ‘-”

WW.4Ji EASE U.w T’ISI* SEIEarmnt. or Iw 1 ccaWllmt* hem dh LIT Mr19m ,>1%W-M m-wW,45+1 ,4311,5m ,md=19m t>lwll”:7r-Mme w-:W,5 5283335MamaRI I*.=l~ t>19m$TQ- m-7633,2415,31now.?Ea?.8ma1U,3au2M4*O43355?442m4?ED650=.82?52116,71%,’/10’L847s639Fe2ICES10361*,O4s221T5=T4%44+69 1(L5O

.>Alternative 9510 msm WV.WJUEFORONET,+U I MMd”.3FU.— ph.I WItingmmd?ue IrEbnm”l.BommmumeatmlBoucmWwFit0,0, PltD,&DaMlmDB, U!tlkmFlm19Fk.mnomPkaldslowPI,PI1PI!FlomumnxmdmomlankendBcllorn LongG8r&,mmslrifmms13EMENTSOFROXSKBWT BASE u“,- T-l # # Ea L-“k mm d ham LM F, B hL* T:-1mlm) m m-) (m)mm t mm Jva,d :?mm (m)B:lb(m -a w -q-1 Slict,mrd 1 2 2 WL74 >5m 1 1 1 1 1 1 1 < *22nl ltiA4Jl-&clmlImtManmi❑m u*d w SW two FLml ,d5d m 9*d~>,gm gmm ,>jgt>l 9Kull 1< =19m ,>mrm ,19mT t, gm , sam 15,m3 1 1 1 1 1 1 2 1 1M,44 ?,m 1 1 1 1 1 1 2 1 12 : 1:: ;;: 1 1 1 1 1 1 1 1 ,210,74 1mm 1 1 > 1 1 1 1 1 12am I 5m 1 1 1 1 > 1 2 1 12 am 15m 5+44 7.m 1 1 1 1 1 1 2 1 12 2 10.74 1502 1 1 1 1 1 1 1 12221 2 22221074 ma i 1 1 1 i 1 1 1 ;3,m 15m 11 1 i 2 1 11 1 $ 2 1 13,m 1503 m+ 7,.91 1 ; ;1n74 1503 * 1 1 1 1 , 1 , 11&74 1503 1 1 1 1 1 1 1 1 12,72 1502 1 1 1 1 1 1 2 1 1, , , 2 , 12,72 Imxl S343 6,m 1 > 11 2 2 1074 x?,% 1 1 1 1 1 1 1 >;2law 17,%34 17,501 1 : 1 2 1 1 1 11 1 1 1a45 17,50 74,3? m22 ; 1 1 ; ; ; : 1 11 1 10,74 16,W1 1 1 1 1 1 1 , 1 lx?1 1 1 5 1 1 1 1 ,13.74 10,74 1&m1am lam 11 1 1 2 1 11am lea 2222 40s ! ; ; 1 1 1 2 1 11 1 1 1 ,1 11L74 1603 1 1 1 1 13711fL74 16m 1 1 1 1 1 1 1 1 1 33,71 3,m mm 1 1 1 1 1 5 2 1 11 3m mm =2? 4,05 5 1 1 1 1 1 2 1 11 1 1074 16031 5 1 1 1 1 1 t ,t1n74 16,m 1 1 4 1 1 1 1 t11 1 1 1 1 2 , :1:: :: 3222 4,Q5 1 1 1 1 , , 2 1 ,1 10.74 I 6.m;50,74 ifim1 1 1 1 11 14 ; > 1 1 1 111 am 1&m 1 1 1 > 11 2 1 ;1 303 1603 Z222 4.5 1 1 11 1 12 1 11 1 10,74 16031 1.174 mm1 1 1 1 1 1 , ,13,m mm 1 1 4 1 1 1 2 1 11 3.m mm =,22 4,E 1 1 1 1 1 1 2 1 ,1 1 10,14 Imm 1 1 1 1 1 1 1 1 11 10,74 mm1 303 mm 1 1 1 1 1 1 2 1 Tam I 6.m 31Z2 4,C6 1 1 1 1 1 1 2 1 ,t 6 :I “bd 510 1LEO 1 1 1 1 2 1 1 1 B,5510 1250 1 1 1 1 2 1 15e1 6 B6223 lZ?Q 1 1 1 > 1 3 1 1 ;6 2al 1= 07z 6a1 1 , 1 , , , 1 , ,4,31 Zm3 1 1 1 1 z 1 1 1 ,06 4,33 mm1 1 1 1 2 1 1 1 5 2s.81 1 1 1 1 15 Z,al am 1 1 1 a45Z,m am BE 892 1 1 1 1 1 1 5 , ,X4m ttd 1 6 6 4,Z5 1503t 1 1 1 2 1 1 1 R5737=56 4,= 15031 1 1 1 2 1 1 1 5Im6 z= Imm1 1 1 1 1 1 1 > 1 14 E1 1 2 , , 2ZQ 15J31 S,1O 6,61 1 1 1 WI1 2 : 510 >5m2> 2 2❑L6td 1 2 2510 15,m1 > 1 1 2 i 1 > 851 1 1 1 2 1 1 852 2a 15,m 1 t 1 1 3 1 1 :2 221 15m 2744 2,E5 ; , , , , , , 1 124,a 15m 1 > % 2 1 1 1 B,51 1 2 1 !5 ,54,m 15al 4 12 2% 15.731 1 1 1 1 3 1 1 ;1 1 1 > 1 2 Zal 15.X 10,92 223 1 3 12 4= lsm4,E mm 1 1 1 1 2 1 1 , e. 51 1 1 1 2 1 1 , & 52 2XJ 15m1 b 1 1 1 1 1 1 1 %01 1 3 1 , 2,= 1503 lam 2,2a 1 1 1 R 51 z ; 279 m74 TmmB2610,747 mol1 1 1 1 2 1 1 1 5 1Z?6lam 1 1 1 1 1 1 1aw 15,% 1Z?62 1 > 1 , , 3 , 1 :5 6301 10 m 1s3 10,747 mm 1 1 1 1 2 1 1 > 5 se,,m 10,747 *OIm11,2? 1 1 1 1 1 1 1 5 ma0s 13= sm 1 1 1 ;1 2 2 10,74 1*UI 4 1 1 ; ; : ; 1 5 10,7221074 1 1 5 10,72.ZO 14 W 1 1 1 1 1 3 5 1 ;2 2,22 14,m 4zaa 5a 1 1 1 1 1 3 > 1 ,1 2 2 1CL74 lam t > 1 1 2 1 1 1 5 ,Cm2 1CL74 lam1 1 1 1 2 1 1 5 10.722ZQ 1301 1 1 1 1 a 1 I ;Zal lWXI 47,2% 4,m 1 I 1 1 1 3 1 1 ,0’s *,m* I., cds 1 112 11: 2s 223 Izm 1 1 1 1 1 3 1 > 5To hls 15 m 2* 4n112 Om >2,C331 1 1 1 1 3 1 > 52422+22+224224224,2242242i3,713,713713.713,7$2,710,35,050la 4% =3.4 370,0 E2,B %.: 1230 7540 937m4m=5=5249249246246am1m,2nono2Z0a,oZ,o2LDasz-15.41541541%4>5,415.415415415415415,415,461,9=,1a,?=74K4=,9=,9223223fit mPAlmkBunm*!MenusEmw .&dm 1.=1* ,> Imml twmrrlT-M> (cm-u lcm2-M] [cti-~ Jm?-MJ -–M (cm+ @m.M32.9Eze%,219,1n,a%04?-4424ITohl ties Fla~ Phk -Tohl h ❑1Cvrm5 mm =1CE0421C912To LVl#d= 2 7430 M7’

Mtemative:9510 ~1~,~ ~D$,KUME,m m,,~ Wcmg ml P9m=EN7s W MmS.Wmk MalU91 Mm&P#all”BlElmBunfil HIT!@mmnl ImtUUWr B=LJn,v TM # *m, Ld ha Mwlt❑e ?i@d two ,Mm. EL❑m ■ti w 9-dt?m ~~dTEk-rmlti dM Comm !ml d b,m L F.B AnLQk r: Bhlh $% ;mq Phm km51W ,< .131ml t>lw-rr 1.=1% C->gm Ul 9mm t< .Wmll t>lgm , l 9 . 1.=1% t>lmm t< =lWml t>lmun !1 Snwr t< .I:T ,>lmur 1lslml) (m) m} (m) (m VI W-3 MTI . 1 . . h ❑ m kc ,, . . r’ ,. ,> . ctn — W-M E m–m [cm-u (cm-M) {CM-M) &m?-M) (cm&M (c@-M) @rr2-u (cm-M] @nT-w (ctm-~ @2-M @m.M] (ml.” &T@ ) @m-M [cm–m @2-M%Mc!m E4mk -1 tikr-l,n.> e-aml m1 1 13014 m% 1 1 1 1 i i i % , 14,61 10,14 16,50 1 1 1 1 1 1 I 1 1 14,61 2* 16,EQ 1 1 1 1 1 1 2 2 11 24 1657 ZS1O 3,33 1 1 1 1 1 1 2 2 1x2 Btitm.W1 1 10,74 15,m1 1 1 1 1 1 1 1 1 1211 10,74 15,m 1 1 1 1 1 1 1 1 1 1 1211 mm 15m 1 1 1 1 2 1 11251am 1503 31Z2 m 1 ; ; 1 1 1 2 1 11353 @.mm Pll110?4 15031 1 1 1 1 1 1 1 1 12141D,74 1s03 1 1 1 1 1 1 1 1 1 1211 303 Ilsm 1 1 1 1 1 1 21351 3,m mm 3122 am 1 1 1 1 1 1 2 ; ;1354 e.z+lm Plt1 1 1 10,74 Illm1 1 1 1 1 1 1 1 1 1211 1 L74 15m 1 1 1 1 1 1 1 1 1 1211 Z,m 15m 1 1 1 2 3 113,42,m Imm ant an : : : 1 1 3 2 1 1!3,45 13m%mm1 1 { 1a74 35CX1 1 1 1 1 1 > 1 1 12,11 1a74 imm t > 1 1 1 1 1 1 1 12,1% 304 Isw 1 1 > i 1 1 2 1 113,7i 3Z66 3,65 1 1 t t 1 1 2 I 113,71 LIKPI11 r 1;:4 ;6:1 1 1 1 I i 1 1 1 13.71 10,74 Ie,m 1 1 1 1 t i > 1 1 13.71 1.73 16,m 1 1 1 1 1 1 2 1 11 Wm mm Z2Z2 4,C5 1 1 1 1 1 1 2 1 12 Da Pn1 1 1074 16,W 1 1 1 1 1 1 1 1 1 1 3,?1 10,7+ I n.m 1 1 1 1 1 1 i 1 1 13?1 1n,m 1 1 i 2 1 115.4m m ?222 4m 4 4 i 1 1 1 2 1 115.43 D,B, Ml1 41%.74 i :011 1 1 1 1 1 1 1 > 1X71 10.74 1603 1 1 1 1 1 1 1 1 1 1371 am !603 1 1 1 1 1 1 2 1 1154mm 1603 =,22 4.= 1 1 1 1 1 1 2 1 115440.0 Plt1 ;10.?4 16m1 1 1 1 1 1 1 1 1 1371 1n74 mm 1 1 1 1 1 1 1 1 1>271 arm mm1 1 1 i 1 1 2 1 115,41 3,m I&m n?.? 4,m 1 1 1 1 1 1 2 1 115,41 1 1074 lUCBI1 1 > 1 * 1 1 1 1 13,71 m74 lam 1 1 1 1 I 1 2 9%,01 2U lam 1 1 1 1 1 1 2 t :1241 Za 1mm =10 3% 1 1 1 1 1 1 2 1 11241 10,74 16,m1 1 1 1 1 1 1 1 1 12.7410,74 16,(II 1 1 1 1 1 1 2 9Me243 I 6.m 1 1 1 1 1 1 2 1 :124243 16,m a 10 aza 1 1 1 1 1 12 1 1124mmIm 1 4 : +,m lam1 1 1 1 1 31 1 0.5 m4 4,m lax1 1 1 1 1 31 1 5a,:42al lS.W1 1 1 1 1 31 1 1 =74 2m lax 42,24 4,90 1 1 1 1 1 31 , 5132mm1 4 4 243 l= 1 1 1 1 3 1514,44243 1253 1‘ 1 1 1 13 1 1‘ 514,44 2,al 12=1 1 > 1 1 3 1 1 1 ma4 >,al 1253 2!.12 207 I 1 1 1 1 3 1 1 145.3Fkxmwc Tmnk1“m 2 2 4,63 1503I 1 > 1 2 1 1 1 as=.72 4,63 15021 1 > 1 2 1 1 as2Z722,= lrlal 1 1 % 1 I 3 1 1 ;=72 2,= 15(BI 21.12 2,49 1 1 1 1 > 1 1 1 15022* 15(II1 1 1 > 1 3 1 1 85meE2,43 >mm1 1 1 1 1 3 % 1 &5~,82 Z,m t5m1 1 1 1 3 1 1 > 149Zm Wm 10,5s 1,24 i i 1 1 1 3 , , ,3,7ea.. Lowm i: 1s3 m7< mm1 1 1 1 2 1 1 t 5 937m m74 ?mmm 1 1 1 1 1 1 1 5 M3m Em mm 1 1 1 1 1 3 1 1 ;6+9DE, Lcmgl10 18 1s3 1%74 72:1 1 1 1 2 1 1 1 5 %,7lB 10,74 74=031 1 1 1 1 1 15 4839053 la a mm 11,% 1 1 1 1 1 3 1 1 ;Z17mdr,1 1 10,74 14UI1 3 1 1 2 1 1 1 5 5,41 10,74 1*m 1 1 1 1 2 1 1 5 5,41 2,273 14m 1 1 1 3 3 1 1 ;12,92,al 14~ 2353 2,m : 1 1 1 1 3 1 1 112,0mare1 { 10,74 mm1 I 5 1 2 1 1 1 5 5 1 5 3 1 1 ;1122.a3 law =63 2,41 1 1 > 1 1 3 1 1 1112now S, K54W,,0 ‘eslmlm rmcolk 72 4 19 2% 12ml1 1 1 5 1 3 i 1 523Z672O,m Imm 2,Q3 1 1 i 1 1 3 1 I 521,6lT oml. 5 la 159 337 62m3b1,5 231S 57s9 5W4Mdngmmd?ti.Tml fiea Flal PWe = m55 Td, V,Wd= 1~,2 MTohl he ❑rclmmd Phte =(--i

.—.

AlternativerEwmnt, CiBcmmr Bkk1 Bcncmn,4 Btitm!At5 Fc+Iml Pll1 llKPlt2DLPIIPm4 D,B,.W5DK mmmmm

...-A51-

;Alternative 9510 WGHKWOWDWJME FmCNETAW Wdlm.=m mm I w.+,,..,- m. II I I 21 I I I I 20m., I ! 1 1 1 I r I I I.,, -5 I I11I I t I I 0Z71 I I I I I 1 I I 1 I I I I I, I 1,1,1 ,,. .,:; I I I I I I 1 I-61 I I I,“~.21t 11 21 21 ! I I I MI I m.0 I I t I I I I F I I I I II14,..,. .,I !! i I., . .c I,4210-,221 155J I I1 2 2 14,Z ilil’lil Iil?lililll”lilI I fmn1:-- ,,=1 15,ml2 1111 Ill 11121111111 111 0352 11111 111211111 11111 I I23!=,11 1,1,1 ,,1, ,,, ,, ,,,, ,21 2 2 1%:6 :2 14,*2 2,70 il Iili 1 --12,7C,! ,’,4,67e 4,67e 1.m6a a 4,67 i--–--””””1,=e 4,67 )e 0,19 )s a19 ,., UI 5 la am: i i :;.,, 2 1 1 1 {6 6 4m mm 1 1 1 1 2 1 1 1 55e 4m mm6 1,X ram 1 i 1 2 1 117,01 1 1 1 2 1 1 1 55 174c. 123 1am 34% 3,67 ; 1 t 1 2 1 1 1 ;6 c. 4,93 15m0 4,m 1mao 019 15mr119 15.m 5,23 0,E36 : 2,01 la% 1 1 1 1 z 1 1 5562,03 13=: 1 1 1 1 3 1 1 556 L91 13%6 I 1,= 13,55 am am 1 1 1 1 1 3 1 1 5,56 61,m mm6 I 1,% 15.mc. 0. m 15,mc. I 0. !0 15,UI I= r1190 w ta 53 1 1 1 1 1 3 1 16 55I 1b ta:w1 1 1 1 1 3 1 1 5568 1 m tamB I 1,m 12m am O,m 1 1 i % 1 3 i 1 55rllbd 6 6 510 Tzm6 I 510 1z-6 222 1Es6 I 2al 12?4 ma 3,172 2 29 14,3? 74am 1 1 1 1 2 1 1 1 5 14,314,3? 74a,m 1 1 1 1 I 1 1; 0,53 1a23 14,32 1,67 1 1 1 1 1 3 1 1 ;IE a ml 14,E2 mmm1 1 1 1 2 1 1 1 5 +,0.5 14.32 mm1 1 1 1 1 1 155 ml5 7.25 2%56O,m 15= m *73 1 1 1 1 1 3 1 1 :I2 2 al 14= rami 1 1 1 2 1 1 $ 5 14,3* 1 1 1 1 1 15 7.22 14= 7am20,% 1253 14,22 1 ,6? 1 1 1 1 1 3 1 1 :Ia 8 115 t 14 z mm1 1 1 1 2 1 1 1 5 5730 14,32 mm 1 1 1 71 1 15 =6Ima 15% 5KXI 633 1 1 1 11 3 1 1 ;anOb&~, fwmlh m 6! 72 1,a Iz,mI.mo1 1 1 11 3 1 1 5m I 0.15 12.m1 1 1 11 3 1 1 513,54e41 2T .hl, 5 Is 72 al d,:2?T7 331 ,B 71832-malh Fhl Plal, = E21 ,27 1012,0 MTtialk d C“rM6Rab =3+73+7339a?Me2L821.B1&310.010,91E9=5=52s2az5,321 E55.

AlteI1 1 1 1 1 1 1 I 1 1 t 1 1 I ( 4 1 i I I I I ! I I ! ! ! ! ! ! ! I Ii ,,, ,, ,., .,.,., ,,, .,. . .,.,,0, , , as> 1alm,33 F3711 1;1 1;1;1 1;1;1; : 1 1ml11111 Ill 111111 1 1 1 3Z9I II, Ill Ill 111111 1 1319,, ,4, ,,,. ,. , , :ee1 1420,..-il Iili i ; 1 13291 1 4 ., 1 1 1 1 ,u,3, 17,%;1; 1“1,; : iul 1 i 1 121~~1 17,= II 11111 112 ! 1 1 1 142,0I I I 21 1 I I I a-l mm 74,97 1031 16 11111 )?? 1 1420II 21 21 10.14 I 1552lllt”lil fil; ; ; 1 1EOI 21 t I i I 10,74 I 1552I I I 21 I 1 I I 24 I 1! iw Ii Ii Ill Illzll 1 1 1234I . .1 1 1 ., 1 1 1 1 A+ , law W,Z 6W II 11111 11F211 1 1 12Z4II 21 21 10,74 I 15,531111 111 111211 1 1 151,6I 21 I I I I Imm 15,WIll I 11fi121105 al ,0,,.,-, ,.* ,4, ., ,., .,,. ,: 1 ;2?.461,22 7.4.3 1;1 1; ; ; ; 1 1 1 127.4I 4 I I 21 I I I I a11 11 1 i 2 1 1 $ 1 W,2I I 11111 1 1 1 1 1 1 1 m. 1,- 1 1 2 1 1 1 11 1 2 1 1 1 1%1 1 1 1 1 1 11%21E,21 1 1 1 1i . , , 7 : , :m,31 1 1 1 m,3< < , ,1421 1 1421 11 14..1591595HomBr WeWabm L-rv&h M,d1 I 4 z, I 1 1 ri .,,II I I 61 I I I II , I I I I I I I I I:, ’,,1;,1;1;,;,;,’,!,:,r , , f 1 .,.. , 1 1 a,7Il”lil I I I I 10.2I 11{111151 34.5,., ,, .,,=34516sl&a31772.9WebL@farII I I 81 I I I I 4,I I I I 51.,!r,, r 1=911 1 I 1 I 1 I I I I I I I I IiI IILgl Fhd Len@M. DkLngls1 1 1 0, 1 1 t 1 u10 I 107 I I 1.5rI I :1 I I 1.37I 10 I ! ~ 0,34 I 1.,, ..-. ,—., -1 1 1 ., 1 1 1 I “,,Izj 121 I 1Z9 I 1074147~,1. ..-. . .1 1 1 ,,, 1 r I 1 “11 41 41 10,al.,. ,(1 1 I 1 1 1 r 1 1 1 I I I I I I I12.0!I 1 J 1-., x,, 1 1 1 I b 1 1 1 I I I I I I I I Iil”lllll”lilililil lilil I ‘~I I I II I I I I 1591 I I II I I I I=9 I,1,, I 1,1!,,,!,!, I ,,, , ., +,0,. I I !.,,., . . , I 1 1 1 1 1 1 1 1 1 1 I I III I227 III. . .IH,, , , 1 1 1 1 1 1 1 I 1 1 1 I I I I3Z2 I IIIiI Ill;l I -1I I I I I 2561 I I I I i 1I I:1 1 1,1 1 .1 75,2I! ! {. . ..,.” I 1 1 u 1 1 1 I 1 1 I I I I I I I IZ23 I i I I!ii I“lil I 5 215I I I I I I I I 1 I I I ~ I1 1 1 1 1 1 1 I 1 1Sl

...........’}

0Lim

12 Dch mmII 1 1 1 1 1 1 IIII III I I I I I I. ..-. — .,4, :1 I 1 1 1 1 1 1t II II 1 I I I11 11 11! I I 1 I.. -al 1 1 1 1 1 1 2 1 1 51.6, ,;@k+=fll ! 1 1 1 1 1 1 1 1 1 129 11 1 1 1 1 2 1 1 1 1631 1 1 1 1 1 2 1 1163-, ..-I 1 1 1 1 1 $ 2 1 1 51.61 1 1 1 1 1 1 1 1 32,9I 1 1 1 1 1 2 1 1, , ~ , ‘ > , ,-, . . . ;1 t 2 1 1 1 9 17.41 1 > 1 1 4 i 1 1 041 1 1 2 1 t 1 14 1 1 % 2 1 1 1 1‘- 2 1 1 1 1. . , , ‘ 13715.4154E,35,3S,O11PmtmtmmlIIStbdwlmnwI I I 11 31 al I I ! I 3,XII1 1 1 ., I I r ,“,mal ; zI 1 1 1 ., I , , ,3 .-I1 1 1 ., I , ,31 1 ;.1 1 I ., .,25 I11 31 31 t I I 4 4,n I“,75.1 P 14 ;-,=;I 1 I I I DE,01 ml 1.37. . .I I I 1 1 I ., ,1Alternative:-1II 1 1 1 I 1 1 4 IU,. .1 B %,0BB;1 I 1“11 B41.4,., ,, al0 269,W, c,w, l,, .,,.,,,.,., ,,, .,., B 547I I I 1111111111111!1!,, ,,, ,1 601 1 %05] 6305 545 275 =22s35 16,1 t11,0 I-..1 s 1 1 , I ,I1 *!116,71 4L9 I I I1 120 i Ion1 1 ! tj!5I 24?.m I I I I Ilii!iiiiiil I I I I I I I !ma I I I 1 i F231=021151,0!I I I 11 I I 1 1 ạII I i 1! 1 1 1 1 . .mIIIIm;-44tI I !I I 0,3 ! I1 I I I I I I I 0,3Web 5UrtxnrdI ! —!I!!1 1111 Iilzlllllll Ill ! IB 1 mB1, ,1, ,, ,1, >,3, ,, ,1,1, 1 alII Ill 111112111!1 I Ii} 253J , 33 0,s3 1 1 I 1 2 1 1 1 1 601:-m.-1 !- 1 1_ 1 1 &o1 1 1 5 573Immdkmis ,., 1 1 1 I , I I I I I I I I I I I 1 1I I I ., 1 1 1 1 .1! 1! 14 I i4,.I I 1! I I I 14,3. .36111112111tl I Ill I 51 4.01J ! !.,.,.,.,., ,.,-..t I I I 1 I I 21 i i I I I I I I I I I.-2I I Iw-rl..m= 1 I , , I I I I I I 1 II I I I I I I I I I ) IT.u hd cum PU* = ma I iiiiil 1 I i I I I I 1 I I 1 I I I I 1 I 1 1

1Alternative: 9510 WHHTSWD WQDVCWMEF~ONET.+M W,.. m w 1 w.,,+.. r,, )-. .,,. ITEmnnisdB“lkiuad flldW m,Vatt Wab FBnL8WdbWtPc#Pwl BM Flmmwe)SMernBklsEr&aFW93BulMmdLO”glsBUWeadLCf@SflulkkadwLmdsSW9rem{w BASE=ENE W MJ.XS A.@xrEk mmUmqu Tohl # M& L L LF.B mb ‘(wx c..-. h. d tern L Bilb %ti? lb* F-ire Mm-1 canwllme(m)(m)(m (m) (rlml.a&dW@#1 i 1 1074 11.91 111074 1i,=mlW❑m ~~dBunWD S&dhlla 1lwlm ,19,TBT t . -M cm-w nl - -M cti-M cm—M cm-M -u -M II@ -)/% % 1 2 , j , ,i 3,al 11,3 1 1 1 I 1 3 1 1 :1 3.%1 11,53 3421 3,10 1 1 1 1 > 3 1 T 11 1 1 1074 13,m 1 1 1 1 1 1 11 1 1 1 1 ~ 1 3 7,1; : 11 1074 13,03 1 1 1 1 1 1 914an13 m1 1 1 10,74 14,m7111 1 1 1074 15s01 3>1 1 1 1 3 1 1 1la tam awl 351 ; 1 1 1 1 a 1 1 11 > 1 1 1 1 1 1 110.74 14..m 1 1 5 1 1 1 1 1 1%a 1*WJ 1> 1 1 1 3 1 1 1am 1+,m =,3 b 3,70 1 1 1 1 1 3 1 1 11 1 1 1 2 1 1 1 9 3401L74 15m 1 1 1 1 t 1 1 1 1 1291 3,m mm 1 1 1 1 1 3 1 1 [1 3,= ?59 3s31 4,18 1 1 1 1 1 3 1 1 11265 11,% 1 1 1 1 2 , 1 1 5: 1266 11,531 1 1 1 2 1 1 5% 1 3 2 1 7 1,?s2 Il,w 3 1 i ;3 1.5’3 11 m SW 514 s 1 1 1 2 1 1 1 11 3 3 mm m,m3 1O,m m,m3 a= 2333 13Da 2Jm B,m O,W1 1 1 2 1 I 1 11 3 3 4,4 12m 1 1 1 1 3 t k 54,+3 12s3 1 1 1 2 1 5 ; 1 1 56: em 12,%31 3 3 &m am3 &m am12,9J am m3 am am 131 a 3 303 12SI3am mm ma WI: 12,52 Lm3 am1 3 3 4m am3 *C9 am3 as mm3 Oa mm 4803 7,541 1 1 1 1 3 t 1 5 2101 1 1 2 1 1 1 11 1 1 t 1 3 1 1 5 1353,m 12a 1 1 1 1 1 2 t 1 5 4,54,m J2!I 1 1 1 1 1 a 1 1 5 10,01 1 11 1n.?4 74mx 1 1 2 1 1 1 5 541 1~74 7m,m 4 i 1 1 1 1 15 ; 54 m74 ?ml.=m556 6 M 10,74 m,m660’e*lmmiOrcdh 1 m la l= I z.m:O.* 13= 4m 0.63 1 1 1 1 1 3 1 1 ;m74 mm 1 1 1 1 1 1 15 271 1 7 1 2 x 1 1 5 =,90.?3 1s,% a= 2% 1 1 1 1 1 3 1 1 4mm E&rJlm t 1 1 1 , 1 151X41 1 1 1 2 1 1 1 5 32203 14,EC 2s12 2ss 1 1 t 1 1 3 1 1 ;0,’xlam1 $ % 1 1 3 j 5249 1 1 1 > 1 3 1 : 5-1 TC&M 41 122 m 1= la 273 41419 341 +2 107,0 53,2 $2: 71,3 2240 9,65I&1%110,510,5ao1-0n! mma1-#Mom.Buu mlIhl Bun.. . . .m S&d m ❑m m ,M=,412712,71a2162180*&eR1 Is119Z414114,04,04,0mlHhiall”ti,< .WTIJr t.19KW t< .19m ,>1 h l.=lTbT t>l 9- ,. .Iwml t>l 9m , ,Wwkm-w (c (co-e-b (cd–h! @t-M [cne-MJ W-w@m–M] (cm-w wrQ-h4) mw:&T-1 hFbt PIBW = 34133 Ta, Wdd= m4.7 MTcalhcfmwmle =

-A59-

Summary - 40KDWT Alternative VesselsAll Block Properties‘L.- A61 -

“.Ec1211(1I11I11111I(-.,‘; “?:--A62-

?III 1I 1 II \1I 1 II-A63-

.—IEi,,BHaI,.. ,,.,,,.,,.,.,,... -1-A64-

Altematlve: 4090,C+mw ,U. ”,mr.Ip.m.d mm Icm”mml,—,m ,93+026.s%,n.I .ss—W.,*, c.1I“ u“, -. .,””,l,, 1 Din Imm..0 &,., ,!, ,.., -..(,.T,.,,”,=!m,,,”’ ,,,, ”, .,-. 7>,, ,

I 1 I\II1I1 II-A66-

Em,

Summary - 95KDWT Alternative VesselsAll Block Properties- A68 -

-A LCI.“,..—..11mIII111IIIII111III 1.ti

I1I 1 I1 1I111I11I-A70-

“,111I1t111(I1,) “;”(,i,, “h., ,, .,.I1-A71-

.“.I11I111BiI-A72-

Sunnnary - 40KDWT Alternative VesselsNo. Pieces, Area, Weight- A73 -

Alternatives Summary WEIGHTS AND WELD VOLUME FOR VARIOUS ALTERNATIVESELEMENTS OF BLOCKS - ONE TANK LENGTHAlternative~BLKDescription40KDWT Base VesselUnique Total jItem of /ten157” 164Lrrn’2215LAngk(m)2357LTee(m)931LBulb(m)AreaSurve P(MA 2)182.CArea ofPlate(MA2)7353,~WeighItem(MT)848.1~Base Mjld Steel157 164222152357931182.C7467.5870.7~B w/add itkmal choicestii195 164t225E2357931182.C7257.(840.:~B w/Corrugatedbhd155 156f221517899311~7.47309=s841 .C~B w/ formedFlop159 165C22152414967182.07287. S839.7~B WI hopperside170 181C23592307931182.07185,5829.64070B w/Bulbs223 164222153238182.06803,&841.3~B w/Pit Ang combination96 153C16063828182.07288.0840.5~B w/Flr,etcStiff Auto Welt157 164222142356930.182.07353.4846.740100U4 Unidirect WI Corrugat133 136C1295653117.48971,7455,540110U5 w/corrugakdbhd105 992829466512117.48291.3178,2-.,--c‘ ,.‘“)“i. .7...*?=–-7.Y-.J401 i 14011240120U5 w/doubleplate bhdU5 wlcorrug & I-ITS D&Bno CL bhdU6 Dished plate107 99a86 85467 21j682978134484663281306512512117,4117.4293?.68597.77087.18155.3213.3979.1369.540121U6 DishedPlate/rev67 2116344813062931.68155.3369.540130B w/SlottedI.B.757 164222142356930.182.07353.4846.740140B w]Stand& Series157 164222142356930.182.07353.4846.7&--lPI40150B w/StdDesign157 164222142356930.182.07353.4846.7)

Summary - 95KDWT Alternative VesselsNo. Pieces, Area, Weight- A75 -

Alte ~natives S u m m ary WEIGHTS AND WELD VOLUME FOR VARIOUS ALTERNATIVESELEMENTSOF BLOCKSAlternativeI Description9510 95KDWT Base Vessel9520Base Mild Steel*153 245;153 24573796 3433 2004Length Area Area of Weight/Width Curve PI Plate hem(m) (Mn2) (M n 2) (hIT)452,2 12296,8 j4i’2,g452,2 12498.0 1587.()9530 .NO n Std Stiffnrs191 24573897 3922 2005452,2 12194.2 1580.595409550Base w/CorrugatedFormed I-lpr Side142 2440157 24653603 3402 20053797 3434 2005452.2 12364,7 1486.0452.2 12296,8 1472.8Bkt in lieu HopperBase w/Bulb Flats149 2279181 24573643 3405 21052581 6533452,2 12424.6 1490,0I452.; 11544,6 1496.5W/anglePlt units83 21332594 6641452.Z12264.4 1490.995120J3 Unidirdished67 23753813 14415579,611263.52 1944,95121J3 Uni dished/rev67 23753813 14415579.611263.52 1944.I

Summary - 40KDWT Alternative VesselsWeld Volume, Auto, Manual, Fillet, Butt..... .‘ ,,*~ “- A77 -

Alternatives SummaryWELDING VOLUM5ONE TA14K LENGTHDescdptkm40 W Base Vesselfil I.ttgr[cmZ-M) {cm2-313B,0WeMinaF3at PhmWe!dhgCuwd!=wm.4uio maticJ Manualfl am filtet sunone sided iwo tided two Sided> iomm t j9m~t Ignl” t jg~~ t, g~[cmz -M) @n2- M) (cm2 – ~cm2-M) (.7m2-h (cm2 -M) (cn12-M Jcm2– M) {cm2-5B,3 29.1 63.0sumweb%t 5264,0Bass Mld SIeSI3135.72201.254i9.51 1450.9 I3094.300.056,3 20.171.4155m,38 wladdltiond chdc~ tin3157.22140.25502.21450.92659.3C.3058.3 29.16s015314,2B wlConugat4dbhd26(3Z51091.57459,41560.22716,660,063,0?6524.3B W( farmed HqJ913m9219Z65s99,51439.09144,260.05B.3 29. ~61,015527,0B W! hopper slds3685,21997.96-,51439,0WS4,060.05s.2 29.163,6163B0,1B V,’fBdbS2110,6221B.75417.34354,72524,B277.556,3 29 t94,514065.7B wlPk Ang mtilnation412.6422.04902.7143B,623B0.960.056,3 29163.0964e,5a WIFlr,atcsJJfl Auio Wek4342.72140.23092.01450,92042.360.050,3 2D. 163.014079.3u 4 Unidirnct QJ Cmrugm069.1 2515.1433,6 5153.94733.44916.06773.274652i3B.e=2+36u 5 Wfrnrmgatedbhd6022 7031>575.3 295293325.63919.54069.24262,3136.3227n,3u S wldotileplate bhd!OT5.1 1311.f266.0 3724,93720.43976.34980.644M2135.023sm,2u 5 Wlcwug a i-m O&Bno CLbhdu 6 ~shed p]aM420, ~ 9+3421039.0 72,;641.5 253C,7W,o 2 736363076.934@a.92570,72733,04139,6976,93757,8I1S62.2Z2m110,35B33. 1le445.144i66.5u 6 Dlshsd Plat@rw1791.0 i 150.!5DB,0 012i.21623.5375,s976,S10622zms5Lt35, 123744,0B wlS1.atttiLB,3!39,02140,255022145C,S2D42.360.05B,3 29.103,015264.0a wlB!ard.&Se[im31ss.02140.25502.21450,92042.360.05m3 20.1W,ot 5264.0a wlStdDesign3138.02140.25502.21450,92042.356.3 29.4E3,015264.0—I‘J

Summary - 95KDWT Alternative VesselsWeld Volume, Auto, Manual, Fillet, Butt........- A79 -

IIAlternativesSummaryII==%==W/ekingtlo maticFlat pfateManual79m tc=19m ts19mm c=19mm t>lgnlfr t< ZIgmm f>lg~~ ~

Summary - 40DWT Alternative VesselsWeld Lengths.--”;.!’ ,- Ml -

AlternativesAlternative401040KDWTSummaryDescriptionBase VesselWELDING LENGTHSONE TANK LENGTHAverage tmm?4.6!‘illetM15196.(Auto matic3uttM1084.5lownhancM67975FilletJeriicalM1390.[ManualOverheadM368.ilownhancM485.1kmJerticalM99.2overheadM26.{rOtd IengtM25447.54020Base Mild Steel14.8E151 18.!1086.06848.C1401.:370.:491 .s100.726.f25443.24030B w/additionalchoice stif14.7215286.C1083.56871 ,~1375.2305,:487.197.521125528.04040B w/Corrugatedbhd14.64~3497,2962.26821 .C1903.5413.1486,2135.729.!24248.54050B w/ formed Hop14.6E15279.21124.46901,91389.C378.2507.9i 02.227.t25710.94060B WI hopper side14.6915089.71016.57625.21591.’5339.1513.7107.222.f26306,04070B w/Buibs15.739247.4928,35738.11529.E369.:576.0153X37.118579.44080B w/Pit Ang combination14.674486.71280.03297,61177,s279.s940,8336.17g.g11879.04090B w/Flr,etc.StiffAuto Wek14.6517695.11262.94812.1984.0261 .C343.470.218.t25447.540100U4 Unidirectional w/corr20.644932.0856,54131.91514.2593,s717.4262.9103.113112.740110U5 wlcorrugatedbhd18.085180.1964,84096.61392.C597.5763.0259,3111.:13384.44011 iU5 w/doubleplate bhd17.963928.4905.53302,41123.4561.7761.2259.0129.510971.14011240120U5 w/corrug & HTS D & Eno CL bhdU6 Dished plate17.5821.375436,68433.11036.21107.04227.43710.71404.63039.3564.2262.E805.8487.1267.7399.0111.334.513873,817473.340121U6 Dished Platelrev21.3711703.81596.72666.0370.4120S383.750.516.516888.540130B w/SlottedI.B.14.6515196.01084.56797,51390.0368.7485.199.226,325447.540140B w/Stand& Series14.6515196.01084.56797.51390.0368.7465.199.226,325447.540150B w/StdDesign14.6515196.01084.56797.51390.0368.7485.199.226.325447.5

Summary - 95DWT Alternative VesselsWeld LengthsA83 -

IIIIIIIAlternatives SummaryIIAlternativeWELDING LENGTHS IN METERS.—ONE TANK LENGTHi . . .IIIvianual11 Auto maticFilletDescription1 I Averg thk II FilletButtButt !]Dnwnhand ——.. .... ... I \/at-tie= .“, .,UU, I1“’erhead ““

PAGENOT USED

..-,PAGENOT USED-A86-

40KDWT Alternative VesselsEstimation of Labor Hours Calculations for oneTank- A87 -

NSRP PANEL SP –4FILE: STRCTMS RevisedPROJECTFILE :LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORKWJRIJVV I BHfiE AL I EHNA I IVLEntire Tank Section MATERIAL: MS–STS4010THICKNESS 0.57 INCHESWORK PROCESSWORKUNITSPROCESSFACTOR(MNHRS/WORK UNIT)UNIT ACTUAL STANDARD ACTUAL STANDARD MNHRSAMOUNT STAGE STAGE FACTOR FACTOR REQ’D1OBTAIN MATERIALRECEIPT & PREPSQ FT0.01079149111.01.07912FIAME CUITINGAUTOMATICMANUALLN FTLN FT0,0400.07147562250412121.01.51,01.51885i 793EDGE PREP–GRINDINGFIATVERTICALOVERHEADLN FTLN FTLN FT0.0320.0480.06319904071081222221.01.51,51.51.51.5631974SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGBENDPIECEPIECEPIECEPIECECU IN0.3800.95110,00015.0000.0190.0200400001111111111111.01.01.01.0i .01.01.01.01.01.01.01.0o400005FIT UP& ASSEMBLY JOINT0.444 656822 1.51.5 29156WELDING,FILLETBUTTAUTO/MACHINELN FTLN FT0,0520,360449968353022221.51.51.51.5257413437WELDING, MANUALFILLETDOWNHANDVERTICALOVERHEADBUITDOWNHANDVERTICALOVERHEADLN FTLN FTLN FTLN FTLN FTLN FT0.2690.4040.5391.0301.5452.06122352457112131579323862222222222221.51.51,51,51.51.51.5i .51.51.51.51.56023184765316274991776MARKINGPIECE0.100164211 1.0 1.0 1649HANDLINGSTORAGETRANSPORTINGLIFTINGPIECEASSYASSY0.1005.0005.000164224242342341.52.03,01.52.03.016412012010REWORKJOINT1.0006605 2 4.5 1.5 1981TOTAL TRADE IABORHOURS 23156TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS)6423TOTAL PRODUCTION LABORHOURS 29578–A88–

NSRP PANEL SP –4FILE: STRCTMS Revised LABOR HOURS ESTIMATING FORM FOR STRUCTURAL WORK40KDWT BASE ALTERNATIVEPROJECT Entire Tank Section MATERIAL MS–STStlLL : 4(J2U I HIGKNESS 0.58 INCHESWORK PROCESSWORKUNITSPROCESSFACTOR(MNHRS/WORK UNIT)UNIT ACTUAL STANDARD ACTUAL STANDARD MNHRS-..-.---AMOUNT STAGE STAGE FACTOR FAL I Uil REQ’D1OBTAIN MATERIALRECEIPT & PREPSQ FT0,01080382 1 1 1.0 1.0 8042FLAME CUTTINGAUTOMATICMANUALLN FTLN FT0.0400.07147622250612121,0i .51.01.518871793EDGE PREP–GRINDINGFIATVERTICALOVERHEADLN FTLN !7LN FT0.0320.0480.06319914071081222221.01,51.51.51,51.5631974SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGBENDPIECEPIECEPIECEPIECECU IN0.3800.95110,00015,0000.0190.020o400001111111111111.01.0i ,01,01.01,01.01.01.01.01.0i .00400005FIT UP& ASSEMBLYJOINT 0.444 6568 2 2 1.5 1.5 2915 ---6WELDING,FILLETBUITAUTO/MACHINELN FTLN FT0.0520.380449601356322221,51,51.51,5255513557WELDING, MANUALFILLETDOWNHANDVERTICALOVERHEADBUITDOWNHANDVERTICALOVERHEADLN !7LN FTLN FTLN FTLN FTLN H0.2690.4040.5391.0301.5452.06122467459712151614330872222222222221.51,51.51.51.51,51.5 60541.5 18581,5 6551.5 16631,5 5101.5 1806MARKING PIECE 0.100 1642 1 1 1.0 1.0 1649HANDLINGSTORAGETRANSPORTINGLIFTINGPIECEASSYASSY0.1005.0005.000164224242342341.52.03.01.5 1642.0 1203.0 12010REWORK JOINT 1.000 663 5 2 4.5 1.5 1990TOTAL TRADE LABORHOURS 23266TRADE SUPPORT LABORHOURS (28% OF TRADE IABORHOURS)6453TOTAL PRODUCTION LABORHOURS 29719–A89–

NSRP PANEL SP–4FILE: STRCTMS Revised L4BOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK40KDWT BASE ALTERNATIVEPROJECT Entire Tank Section MATERIAL: MS-STSFILE : 4030 THICKNESS 0.58 INCHESWORK PROCESSWORKUNITSPROCESSFACTOR(MNHRS/WORK UNIT)UNIT ACTUAL STANDARD ACTUAL STANDARD MNHRSAMOUNT STAGE STAGE FACTOR FACTOR REQ’D1OBTAIN MATERIALRECEIPT & PREPSQ FT0.01078112 1 1 i.0 1.0 7812FLAME CL.HTINGAUTOMATICMANUALLN FTLN FT0,0400,07147682251012121.01.51.01.518891793EDGE PREP-GRINDINGFLATVERTICALOVERHEADLN FTLN FTLN FT0.0320.0480,0632016404901222221.01.51,51.51,51.5641964SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGBENDPIECEPIECEPIECEPIECECU IN0.3800.95110.00015.0000.0190.020o400001111111111111.01.01.01.01.01.01.01.01.01.01.01.0040000.-., \ 56FIT UP& ASSEMBLYJOINT0.44465842 2 1.5 1.5 2922 ,--WELDING,FILLETBUllAUTO/MACHINELN HLN FT0.0520.380450150355522221.51,51.51.5258313527 WELDING, MANUALFILLETDOWNHANDVERTICALOVERHEADBL.HTDOWNHANDVERTICALOVERHEADLN FTLN FTLN FTLN FTLN FTLN FT0.2690.4040.5391.0301.5452.06122544451210022221598 227122222221.51.5i .51,51.51.51.51.51.51.51.5i .56075182454016464941468MARKING PIECE 0.100 16461 1 1.0 1.0 1659HANDLINGSTORAGETRANSPORTINGLIFTINGPIECEASSYASSY0.1005.0005.000164624242342341.52.03.01.52.03.016512012010 REWORKJOINT 1,000 658 5 2 4.5 1.5 1974TOTAL TRADE LABORHOURS 23068TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS)6398TOTAL PRODUCTION LABORHOURS 29466–A90 –..— .~! ‘;,,,,

NSRP PANEL SP-4FILE: STRCTMS RevisedPROJECTFILE :COST ESTIMATING FORM FOR STRUCTURAL WORK40KDWT BASE ALTERNATIVEEntire Tank Section4040MATERIALTHICKNESSMS–STS0.57 INCHESWORK PROCESSWORKUNITSPROCESSFACTOR(MNHRS/WORK UNIT)UNITAMOUNTACTUAL STANDARDSTAGE STAGEACTUAL STANDARDFACTOR FACTORMNHRSREQ’D1OBTAIN MATERIALRECEIPT & PREPSQ FT0.01078681111.01.07872FLAME CUITINGAUTOMATICMANUALLN FTLN FT0.0400.071453322386i2121.01.51,01.517961703EDGE PREP–GRINDINGH-ATVERTICALOVERHEADLN FTLN FTLN FT0.0320.0480.06317814971081222221.01,51.51.51.5i .5562474SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGBENDPIECEPIECEPIECEPIECECU IN0.3600.95110,00015.0000.0190.0200400001111111111111.01.01.01.01.01,0i .01.0i .01,01.01.0040000.- 5FIT UP&ASSEMBLYJOINT0.4446264221,51.52780 ,.6WELDINGIFILLETBUITAUTO/MACHINELN FTLN FT0.0520.380444261315722221.51,51,51.5228112017WELDING, MANUALFILLETDOWNHANDVERTICALOVERHEADBUITDOWNHANDVERTICALOVERHEADLN FTLN FTLN FTLN FTLN FTLN FT0.2690.4040.5391,0301.5452,06122378624513561595445972222222222221,51.51.51.51.51.51.51.51,51.51.51.56030252473116436881998MARKING PIECE 0.100 15661 1 1.0 1.0 1579HANDLINGSTORAGETRANSPORTINGLIFTINGPIECEASSYASSY0.1005.0005.000156624242342341.52.03.01,52.03.015712012010REWORK JOINT 1.000 6715 2 4.5 1.5 2013TOTAL TRADE MANHOURS 23487TRADE SUPPORT MANHOURS (28% OF TRADE MANHOURS)6515TOTAL PRODUCTION MANHOURS 30002–A91 –

NSRP PANEL SP–4FILE: STRCTMS Revised L4BOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK40KDWT BASE ALTERNATIVEPROJECT Entire Tank Section MATERIAL: MS–STSFILE : 4050 THICKNESS 0.57 INCHESWORK PROCESSWORKUNITSPROCESSFACTOR(MNHRS/WORK UNIT)UNIT ACTUAL STANDARD ACTUAL STANDARDAMOUNT STAGE STAGE FACTOR FACTORMNHRSREQ’131 OBTAIN MATERIAL SQ FTRECEIPT & PREP0.01078445 1 1 1.0 1,0 7842 FIAME CUl_HNGAUTOMATICMANUALLN FTLN FT0,0400.07148307254212121.01.51.01,519141813 EDGE PREP–GRINDINGFLAT LN !7VERTICALLN FTOVERHEADLN FT0.0320.0480.06320244071111222221.01.51.51.51.51.5641974 SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGBENDPIECEPIECEPIECEPIECECU IN0.3800.95110.0001540000.0190.020o4000011111111ii111,0i .01,01.01.01.0i .01.01,01.01.01.0040000.-5 FIT UP & ASSEMBLY JOINT 0,444 6600 2 2 1.5 1.5 2929 ----6 WELDING, AUTO/MACHINEFILLETBUITLN FTLN FT0.0520.380450128368922221.51,51,51.5258214037 WELDINGI MANUALFILLETDOWNHAN13VERTICALOVERHEADBUITDOWNHANDVERTICALOVERHEADLN FTLN FTLN FTLN FTLN FTLN FT0.2690.4040.5391.0301.5452.06122644455712411666335912222222222221.51.51.51.51.51,51.51.51.51.51.51.56101184266917175181888 MARKING PIECE 0.1001650 1 1 1.0 1.0 1659 HANDLINGSTORAGETRANSPORTINGL[FHNGPIECEASSYASSY0.1005.0005.000165024242342341.52.03.01.52.03.016512012010 REWORK JOINT 1.000 671 5 2 4.5 1.5 2014TOTAL TRADE IABORHOURS 23508TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS)6520TOTAL PRODUCTION IABORHOURS 30028–A92–t..,

NSRP PANEL SP–4FILE: STRCTMS Revised LA!30R HOUR ESTIMATING FORM FOR STRUCTURAL WORK4URIJVV I UASt AL I bHN/+ I lVkPROJECT Entire Tank Section MATERIAL MS–STSFILE : 4060 THICKNESS 0.58 INCHESWORK PROCESSWORKUNITSPROCESSFACTOR(MNHRS/WORK UNIT)UNIT ACTUAL STANDARDAMOUNT STAGE STAGEACTUAL STANDARDFACTOR FACTORMNHRSREQ’D1OBTAIN MATERIALRECEIPT & PREPSQ FT0.01077342 1 1 1.0 1.07732FLAME CUITINGAUTOMATICMANUALLN FTLN FT0.0400.07148757256612121.0 1.01.5 1.5193218334EDGE PREP-GRINDINGFLATVERTICALOVERHE/4DLN FTLN ~LN FT0.0320.0480.0632048427911222221.0 1.51.5 1.51.5 1.5652064SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGBENDPIECEPIECEPIECEPIECECU IN0.3800.95110.00015,0000,0190.0200400001111111111111.0 1.01.0 1.01.0 1.0i .0 1.01.0 1.01.0 1.0040000,,..—. 5FIT UP&ASSEMBLYJOINT0.444724o 2 21,5 1.532136WELDING, AUTO/MACHINEFILLETBUITLN FTLN FT0.0520.380449506333522221.5 1.51.5 1.5255012697WELDING, MANUALFILLETDOWNHANDVERTICALOVERHWDBUTTDOWNHANDVERTICALOVERHEADLN FTLN FTLN ~LN FTLN FTLN FT0.2690.4040.5391.0301.5452.06125017522211121685352752222222222221.51.51.51.51.51.51.51.5i .51,51,51.56741211159917365441548MARKING PIECE 0.100 1810 1 1 1.0 1.0 1819HANDLINGSTORAGETRANSPORTINGLIFTINGPIECEASSYASSY0,1005,0005.000181024242342341.52,03,01.52.03.018112012010 REWORK JOINT 1.000 704 5 2 4.5 1.5 2112TOTAL TRADE LABORHOURS 24615TRADE SUPPORT LABORHOURS (28% OF TRADE L4BORHOURS)6828TOTAL PRODUCTION LABORHOURS 31442–A93–

NSRP PANEL SP –4FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK40KDWT BASE ALTERNATIVEPROJECT Entire Tank Section MATERIAL MS–STS—FILE : 4070THICKNESS 0.62 INCHESWORK PROCESSWORKUNITSPROCESSFACTOR(MNHRS/WORK UNIT)UNIT ACTUAL STANDARD ACTUAL STANDARDAMOUNT STAGE STAGE FACTOR FACTORMNHRSREQ’D1 OBTAIN MATERIAL SQ FTRECEIPT& PREP0.01073232 1 1 1.0 i .0 7322 FLAME CUTTINGAUTOMATICMANUALLN FTLN FT0.0400.07136878194112121.01.51.01.514611383 EDGE PREP–GRINDINGFIATVERTICALOVERHEADLN FTLN FTLN FT0.0320.0480.0631458389941222221.01.51.51.51.51,5461864 SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGBENDPIECEPIECEPIECEPIECECU IN0.3800.95110.00015.000040190.020o400001111111111111,01.01.01,01.01.01.01.01.01.01.01.00400005 FIT UP & ASSEMBLY JOINT 0,444 6568 2 2 1.5 1.5 29156 WELDING, AUTO/MACHl NEFILLETBUllLN FTLN FT0,0520.380430339304622221.51.51.51.5156311597 WELDING, MANUALFILLETDOWNHANDVERTICALOVERHEADBUITDOWNHANDVERTICALOVERHEADLN FTLN FTLNFTLN FTLN FTLN FT0.2690.4040.5391.0301.5452.061188265018121218905041222222222222221.51,51.51.51.51.51.51.51.5151.5i .55073202865319477792518 MARKING PIECE 0.100 1642 1 1 1“o 1.0 1649 HANDLINGSTORAGETRANSPORTINGLIFTINGPIECEASSYASSY0.1005.0005.000164224242342341.52.03.01.52.03,016412012010 REWORK JOINT 1.000 601 5 2 4“5 1.5 1804TOTAL TRADE LABORHOURS 21145TRADE SUPPORT LABORHOURS (28% OF TRADE IABORHOLIRS)5865I TOTAL PRODUCTION LABORHOURS 27010–A94-. .“.,‘\:,-, r,

NSRP PANEL SP –4FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK40KDWT BASE ALTERNATIVEPROJECT Entire Tank Section MATERIAL MS–STSFILE ; 4080 THICKNESS 0.58 INCHESWORK PROCESSWORKUNITSPROCESSFACTOR(MNHRS/WORK UNIT)UNIT ACTUAL STANDARD ACTUAL STANDARDAMOUNT STAGE STAGE FACTOR FACTORMNHRSREQ’D1OBTAIN MATERIALRECEIPT & PREPSQ FT0.01078445 1 1 1.0 1.0 784I2FLAME CUl_HNGAUTOMATICMANUALLN FTLN FT0.0400.07130774162012121.01.51.01.512191163EDGE PREP–GRINDINGFLAT LN ~VERTICALLN FTOVERHEADLN FT0.0320.0480.0631123401951222221.01,51.5i .51.51.5361964SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGBENDPIECEPIECEPIECEPIECECU IN0.3800.95110.00015.0000.0190.020765740000111111111i1i1.01.01.01.01.01.0i .01.01.01.01.01.02913400005FIT UP& ASSEMBLY JOINT0.4446120 2 2 1.5 1.5 2716 ----6WELDING,FILLETBUITAUTO/MACHINELN FTLN H0.0520,38041472042002222i .51.51.51.575815987WELDING, MANUALFILLETDOWNI-IANDVERTICALOVERHEADBUITDOWNHANDVERTICALOVERHEADLN FTLN FTLN RLN FTLN FTLN FT0.2690,4040.5391.0301.5452.061108193865918308711032622222222222221.51.51.51.51.51.51.5 29151.5 15621.5 4951.5 31801,5 1704i .5 5408MARKINGPIECE0.1001530 1 1 i .0 1.0 1539HANDLINGSTORAGETRANSPORTINGLIFTINGPIECEASSYASSY0.1005.0005.000153024242342341.52.03.01.5 1532.0 1203.0 12010 REWORKJOINT1.000 562 5 2 4.5 1.5 1686TOTAL TRADE LABORHOURS 22796TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS)6323TOTAL PRODUCTION LABORHOURS 29120–A95–..... .

NSIIP PANEL SP –4FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK40KDWT BASE ALTERNATIVEPROJECT Entire Tank Section MATERIAL MS-STSFILE : 4090 THICKNESS 0.57 INCHESWORK PROCESSWORKUNITSPROCESSFACTOR(MNHRS/WORK UNIT)UNIT ACTUAL STANDARD ACTUAL STANDARDAMOUNT STAGE STAGE FACTOR FACTORMNHRSREQ’D1 OBTAIN MATERIAL SQ FTRECEIPT & PREP0.01079149 1 1 1.0 1.0 7912 FIAME CUITl NGAUTOMATICMANUALLN FTLN FT0.0400.07147582250412121.01.51,01.51885i 793 EDGE PREP-GRINDINGFIATVERTICALOVERHEADLN FTLN FTLN FT0.0320.0480.06319904071081222221,0i .!31,51,51,51“5631974 SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGBENDPIECEPIECEPIECEPIECECU IN0.3800.95110,00015.0000.0190.020o400001111111111111.01.01.01.01,01.01.01.01.01.01.01.0040000,--, 5 FIT UP & ASSEMBLY JOINT 0.444 6568 2 2 1.5 1.5 2915 .-6 WELDING, AUTO/MACHINEFILLETBUITLN FTLN FT0.0520.380458054414322221.51,51.51.5299115767 WELDING, MANUALFILLETDOWNHANDVERTICALOVERHEADBUITDOWNHANDVERTICALOVERHEADLN FTLN FTLN FTLN RLN RLN R0.2690.4040.5391,0301,5452.0611578832288561127230612222222222221.51.51.51.51.51.51.51,51.51,51.51.54254130546211613561268 MARKING PIECE 0.100 1642 1 1 i .0 1.0 1649 HANDLINGSTORAGETRANSPORTINGLIFTINGPIECEASSYASSY0.1005.0005.000164224242342341.52.03.01.52.03,016412012010 REWORK JOINT 1.000 577 5 2 4.5 1.5 1730TOTAL TRADE LABORHOURS 20392TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS)5656TOTAL PRODUCTION LABORHOURS 26048–A96–

NSRP PANEL SP–4FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK40KDWT BASE ALTERNATIVEPROJECT Entire Tank Section MATERIAL: MS-STSFILE : 40100 THICKNESS 0,61 INCHESWORK PROCESSWORKUNITSPROCESSFACTOR(MNHRS/WORK UNIT)UNIT ACTUAL STANDARD ACTUAL STANDARDAMOUNT STAGE STAGE FACTOR FACTORMNHRsREQ’D1OBTAIN MATERIALRECEIPT & PREPSQ FT0.01096568 1 1 1.0 1.0I2FLAME CUTTINGAUTOMATICMANUALLN FTLN FT0.0550.09529504155312121.0i .51.0151637 ,1483EDGE PREP–GRINDINGFLATVERTICALOVERHEADLN FTLN FTLN FT0.0480.0950,13510283771481222221.01.51.51.51.51.54936204SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGBENDPIECEPIECEPIECEPIECECU IN0.3800.95110.00015.0000.0190.0200400001111111111111.0i .01.01,01.01,0i .01.01.01.01.01.0040000!i5FIT UP& ASSEMBLYJOINT0.4445440 2 2 1.5 1.5 2414 ,- ~~6WELDING,FILLETBUITAUTO/MACHINELN FTLN FT0.0620.4596516183281022221.51.51.51,510001292WELDING, MANUALFILLETDOWNHANDLN FTVERTICALLN FTOVERHEADLN FTBUITDOWNHANDLN FTVERTICALLN FTOVERHEAD LN ~0.4760.9511.3471.4272.8534.042135564968194923548633382222222222221.51,51,51.51.51,51.5 64461.5 47241.5 2625i .5 33581“5 24611.5 13678MARKINGPIECE0.1001360 1 1 1.0 1.0 1369HANDLINGSTORAGETRANSPORTINGLIFTINGPIECEASSYASSY0.1005.0005.000136024242342341.52.03.01.5 1362.0 1203.0 i 2010 REWORKJOINT1.000 919 5 2 4,5 1.5 2758TOTAL TRADE LABORHOURS 31816TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS)8025TOTAL PRODUCTION LABORHOURS 40641,.+”.... ., ,.,–A97–

NSRP PANEL SP-4FILE STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK40KDWT BASE ALTERNATIVEPROJECT Entire Tank Section MATERIAL MS–STSFILE : 40110THICKNESS 0,7 INCHESWORK PROCESSWORKUNITSPROCESSFACTOR(MNHRS/WORK UNIT)UNIT ACTUAL STANDARDAMOUNT STAGE STAGEACTUAL STANDARDFACTOR FACTORMNHRSREQ’131OBTAIN MATERIALRECEIPT & PREPSQ FT0.01089244111,01.08922FLAME CUl17NGAUTOMATICMANUALLN FTLN FT0.0400.07130637161212121.01,51,01.512141153EDGE PREP-GRINDINGFLATVERTICALOVERHEADLN FTLN FTLN FT0.0320.0480.06310853691581222221.01.51.51.51.51,53418104SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGBENDPIECEPIECEPIECEPIECECU IN0,3800.95110.00015.0000.0190.0200400001111111111111.01.01.01.01.01.0i .01.01.01.01.01.00400005FIT UP&ASSEMBLYJOINT0.4443968221.51.51761 -6WELDING,FILLETBUITAUTO/MACHINELN FTLN FT0.0520,380416995316522221,51.51.51.587512047WELDING, MANUALFILLETDOWNHANDLN FTVERTICALLN FTOVERHEAD LN !7BUITDOWNHANDLN FTVERTICALLN FTOVERHEADLN FT0.2690.4040,5391.0301.5452.061134404567196025038513652222222222221.51.51,5i .5i .5i .51,51.51.51.51.51,5362118461056257913147528MARKINGPIECE0.100992111.01.0999HANDLINGSTORAGETRANSPORTINGLIFTINGPIEcEASSYASSY041005.0005.00099224242342341.52.03.01.52.03.09912012010REWORKJOINT1.000547524.51.51640TOTAL TRADE IABORI-IOURSTRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS)193755374TOTAL PRODUCTIONL4BORHOURS24750–A96–“. .,.,”,,[ .:, .,L,_

NSRP PANEL SP-4FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK40KDWT BASE ALTERNATIVEPROJECT Entire Tank Section MATERIAL: MS–STSFILE : 40111 THICKNESS 0.7 INCHESWORK PROCESSWORKUNITSPROCESSFACTOR(MNHRS/WORK UNIT)UNIT ACTUAL STANDARD ACTUAL STANDARDAMOUNT STAGE STAGE FACTOR FACTORMNHRSREQ’D1OBTAIN MATERIALRECEIPT & PREP0.01092543 1 1 1.0 1.0 9252FL4ME CUl_HNGAUTOMATICMANUALLN FTLN FT0.0400.07132005168412121,01.51.01.512681203EDGE PREP–GRINDINGFLATVERTICALOVERHEADLN FTLN FTLN FT0.0320.0480.06311463811581222221.01.51,51.51.51.53618104 SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGBENDPIECEPIECEPIECEPIECECU IN0.3800.95110.00015.0000.0190.020o400001111111111111.01.01.01.01.01.01.01.01.01.01,01.00400005FIT UP& ASSEMBLY JOINT 0.444 3992 2 2 i .5 1.5 1772 , -.6WELDING,FILLETBUITAUTO/MACHINELN FTLN FT0.0520.380417837340022221.51.51.51.591912937 WELDING, MANUALFILLETDOWNHANDVERTICALOVERHEADBUITDOWNHANDVERTICALOVERHEADLN FTLN FtLN FTLN FTLN FTLN FT0.2690.4040.5391.0301.5452.061138694608191726448783652222222222221.5 1,5 37371.5 1.5 18631.5 1.5 10331.5 i .5 27231.5 1.5 13571.5 i .5 7538MARKING PIECE 0.100 998 1 1 1.0 1.0 1009HANDLINGSTORAGETRANSPORTINGLIFTINGPIECEASSYASSY0.1005.0005.000998 22432442341.5 1,5 1002.0 2.0 1203.0 3.0 12010 REWORK JOINT 1.000 563 5 2 4,5 1.5 1690TOTAL TRADE LABORHOURS 19961TRADE SLIPPORT LABORHOURS (28% OF TRADE !ABOFIHOURS)5537TOTAL PRODUCTION LABORHOURS 25498..._.\.. . ..

NSRP PANEL SP–4FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK4UR!JVV I BA=L AL I PHIW+ IIVLPROJECTEntireTank Section MATERIAL: MS–STSFILE : 40112THICKNESS 0.69 INCHESWORK PROCESSWORKUNITSPROCESSFACTOR(MNHRS/WORK UNIT)UNITAMOUNTACTUAL STANDARDSIAEIE STAGEACTUAL STANDARDFACTOR FACTORMNHRSREQ’D1OBTAIN MATERIALRECEIPT & PREPSQ FT0,01076283111.01.07632FLAME CL.HTINGAUTOMATICMANUALLN FTLN FT0.0400.071267o5140612121.01.51.01.510581003EDGE PREP–GRINDINGFIATVERTICALOVERHEADLN RLN FTLN FT0.0320.0480.0639313171581222221.01.51.51.51,51.53015104SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGBENDPIECEPIECEPIECEPIECECU IN0.3800.95110.00015.0000.0190.0200400001111111111111.01,01.01.01,01,01!01.01.01,01,01,0o400005FIT UP& ASSEMBLY JOINT0.444 341622 1.5 1.5 15166WELDING,FILLETBUllAUTO/MACHINELN FTLN R0.0520.380412088297122221,51.51.51.566411307WELDING, MANUALFILLETDOWNHANDVERTICALOVERHEADBUITDOWNHANDVERTICALOVERHEADLN FTLN FTLN FTLN FTLN FTLN FT0.2690.4040.5391.0301.5452.061108353686184324978504252222222222221.51.51.51.51.51.51.51.51.51.51.5i .529191490993257313138758MARKINGPIECE0.1008541 1 1.0 1.0 859HANDLINGSTORAGETRANSPORTINGLIFTINGPIECEASSYASSY0.1005.0005.00085424242342341.52.03.01 “52.03.08512012010REWORKJOINT1.0004905 2 4.5 1.5 1469TOTAL TRADE LABORHOURSTRADE SUPPORT LA130RHOURS (28% OF TRADE LABORHOURS)173324808TOTAL PRODUCTION LABORHOURS 22140–AIoo–7 :.,,‘L_+.. . .

NSRP PANEL SP–4FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK40KDWT BASE ALTERNATIVEPROJPCT Entire Tank Section MATERIAL: MS–STSFILE : 40120 THICKNESS 0,84 INCHESWORK PROCESSWORKUNITSPROCESSFACTOR(MNHRS/WORK UNIT)UNIT ACTUAL STANDARD ACTUAL STANDARD MNHRSAMOUNT STAGE STAGE FACTOR FACTOR - -‘- - REQ’D1OBTAIN MATERIALRECEIPT & PREPSQ FT0,010877811 1 1.0 1 “o 87’62FLAME CUITINGAUTOMATICMANUALLN FTLN FT0.0550.09543028226512121.01.51.01.523872153EDGE PREP–GRINDINGFIATVERTICALOVERHEADLN FTLN FTLN FT0,0480.0950“1351198981851222221.01.51.51,51.5i ,55793114SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGBENDPIECEPIECEPIECEPIECECU IN0.3800.95110.00015.0000“0190.0200400001111111111111.01.01.01.01.01.01,01,01.01.01.01.0040000‘\ 5FIT UP&ASSEMBLYJOINT0,44484642 2 1,5 1.5 3756 ‘-6WELDING, AUTO/MACHINEFILLETBUITLN FTLN FT0.0620.4596527667363222221.51.51 “51.5171016697 WELDING, MANUALFILLETDOWNHANDVERTICALOVERHEADBUITDOWNHANDVERTICALOVERHEAD0.4760.9511.3471.4272.8534.042121749971862159813091132222222222221.51.51.51.51,51“51.51.51.51.51.51.5578994831161228037344576MARKING PIECE 0.100 21161 11.0 1.0 2129HANDLINGSTORAGETRANSPORTINGLIFTINGPIECEASSYASSY0.1005.0005.000211624242342341.52,03,01.52.03.021212012010REWORK JOINT 1.000 10935 24,5 1,5 3260TOTAL TRADE LABORHOURSTRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS)3762910437TOTAL PRODUCTIONLABORHOURS48067–A101 –

NSRP PANEL SP–4FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK40KDWT BASE ALTERNATIVEPROJECT Entire Tank Section MATERIAL MS–STSFILE : 40121 THICKNESS 0,84 INCHESWORK PROCESSWORKUNITSPROCESSFACTOR(MNHRS/WORK UNIT)UNIT ACTUAL STANDARDAMOUNT STAGE STAGEACTUAL STANDARDFAG I L)H I-AC I LIHMNHRSREQ’D1 OBTAIN MATERIALRECEIPT & PREPSQ FT0.01087781111.01.08782 FIAME CLHTINGAUTOMATICMANUALLN FTLN FT0.0550.0954211722171212i .01.51.01.523362113 EDGE PREP–GRINDINGFLATVERTICALOVERHEADLN ~LN FTLN ~0.0480.0950.1351872260851222221.01,51.51.51,51.58925114 SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGBENDPIECEPIECEPIECEPIECECU IN0.3800.95110.00015,000040190.0200400001111111111111.01,01.01,01,01.01.0i .01,01.01,01.00400005 FIT UP & ASSEMBLYJOINT0.4448464221,51.537566 WELDING, AUTO/MACl-llNEFILLETBUITLN FTLN FT0.0620.4596538398523922221,51,51.51.5237424087 WELDING, MANUALFILLETDOWNHANDVERTICALOVERHEADBUITDOWNHANDVERTICALOVERHEADLN FTLN FTLN FTLN FTLN FTLN FT0.4760.951i .3471.4272.8534.042874712153971193166542222222222221,51.51.51.51.51.51.5i .51.51.51.51.54159115653417024732198 MARKING PIECE0,1002116i11.01.02129 HANDLINGSTORAGETRANSPORTINGLIFTINGPIECEASSYASSY0.1005.0005.000211624242342341.52.03.01.52.03.021212012010 REWORK JOINT1.000648524.51.51945TOTAL TRADE LABORHOURSTRADE SUPPORT IABORHOURS (28% OF TRADE LABORHOURS)229436364TOTAL PRODUCTIONLABORHOURS29307–Al02-

NSRP PANEL SP –4FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK40KDWT BASE ALTERNATIVEPROJECT Entire Tank Section MATERIAL MS–STSFILE : 40130 THICKNESS 0.57 INCHESWORK PROCESSWORKUNITSPROCESSFACTOR(MNHRS/WORK UNIT)UNIT ACTUAL STANDARDAMOUNT STAGE STAGEACTUAL STANDARD—FACTOR FACTORMNHRSREQ’D1OBTAIN MATERIALRECEIPT & PREPSQ R0.010791491 11,01.07912FLAME CLHTINGAUTOMATICMANUALLN FTLN FT0.0400.07147582250412121.01.51.01.518851793EDGE PREP–GRINDINGFLATLN FTVERTICAL LN ~OVERHEADLN FT0.0320.0480.06319904071081222221.01.51.5i .51.51,5631974SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGBENDPIECEPIECEPIECEPIECECU IN0.3800.95110.00015.0000,0190.0200400001111111111111.01,01.01.01.01.01.0i .01.01.01.01.00400005FIT UP& ASSEMBLY JOINT0,44465682 21.5i .529156WELDING,FILLETBUITAUTO/MACHINELN FTLN FT0,0520.380449968353022221.51.51“51.5257413437WELDING, MANUALFILLETDOWNHANDVERTICALOVERHEADBUITDOWNHANDVERTICALOVERHEADLN FTLN FTLN FTLN FTLN FTLN FT0.2690.4040.5391.0301.5452.0612235245711213157932386222222222222151.51.51.51.5i .51.51.51.51.51.51.56023184765316274991778MARKINGPIECE0.10016421 11.01.01649HANDLINGSTORAGETRANSPORTINGLIFHNGPIECEASSYASSY0.1005.0005.000164224242342341.52,03.01.52.03.016412012010REWORKJOINT1.0006605 24“51.51981TOTAL TRADE LABORHOURSTRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS)231566423TOTAL PRODUCTIONL4BORHOURS29578–A103–‘L,

NSRP PANEL SP–4FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK40KDWT BASE ALTERNATIVEPROJECT Entire Tank Section MATERIAL MS–STSFILE : 40140THICKNESS 0.57 INCHESWORK PROCESSWORKUNITSPROCESSFACTOR(MNHRS/WORK UNIT)UNIT ACTUAL STANDARD ACTUAL STANDARD MNHRSAMOUNT STAGE STAGE FACTOR FACTOR REQ’Dx 0.51OBTAIN MATERIALRECEIPT & PREPSQ FT0.0107914911i .01.02FLAME CUITINGAUTOMATICMANUALLN FTLN FT0.0400,0714758225041212i .01.51.01,5943893EDGE PREP-GRINDINGFLATVERTICALOVERHEADLN FTLN FTLN R0.0320.0480.06319904071081222221.01.51.51.51.51.5321034SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGBENDPIECEPIECEPIECEPIECECU IN0.3800.95110.00015,0000.0190.0200400001111111111111.01.01,01.01.01,01.01.0i .01.01,01.00200005FIT UP& ASSEMBLYJOINT0,4446568221.51,514576WELDING,FILLETBUITAUTO/MACHINELN FTLN ~0.0520.380449965353022221.51.51.51.512876717WELDING, MANUALFILLETDOWNHANDVERTICALOVERHEADBL.HTDOWNHANDVERTICALOVERHEADLN FTLN FTLN FTLN FTLN !7LN FT0.2690.4040.5391.0301,5452.06122352457112131579323862222222222221.51.51,51.51.51.51.51.51.51.51,51.53011924327813250888MARKING PIECE 0.100 164211 1.0 1.0829HANDLINGSTORAGETRANSPORTINGLIFTINGPIECEASSYASSY0.1005.0005.000164224242342341.52.03.01.52.03.082606010REWORK JOINT 1.000 16552 4.5 1.5 495TOTAL TRADE LABORHOURS 11083TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS)1537TOTAL PRODUCTIONLABORHOURS12620–Al 04–.,

NSRP I----- .. ---- -- —... .—...- ----- --- -—-. .-—, .—. , . ..--”.FILE: STRCTMS ““ “-” ”-- Revised LAtKIH HC)UH ES 1IMA IlNti FUIIM FLIH S IHUG IUHAL WLIHK40KDWT BASE ALTERNATIVEPROJECT Entire Tank MATERIAL: MS–STSFILE : 40150 THICKNESS 0.57 INCHESWORK PROCESSWORKUNITSPROCESS UNIT ACTUALFACTOR AMOUNT STAGE(MNHRS/WORK UNIT)STANDARDACTUAL STANDARD MNHRSSTAGE FACTOR FACTOR REQ’D1OBTAIN MATERIALRECEIPT & PREPSQ FT0.010 79149111.01.07912FIAME CUl_HNGAUTOMATICLN FTMANUAL LN ~0.0400.07147582250412121.01.51!01,518051793EDGE PREP–GRINDINGFLATVERTICALOVERHEADLN FTLN FTLN FT0.0320.0480.06319904071081222221,01.51.51.51.51,5631974SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGBENDPIECEPIECEPIECEPIECECU IN0.3800,95110.00015.0000.0190.02041111111111111.01.01.01.01.01.01.01.01.01.01.01,045FIT UP& ASSEMBLY JOINT0.4446568221.51.529156WELDING,FILLETBUITAUTO/MACHINLN FTLN FT0.0520.380449968353022221.51.51.51,5257413437WELDING, MANUALFILLETDOWNHANDVERTICALOVERHEADBUll_DOWNHANDVERTICALOVERHEADLN HLN ~LN FTLN RLN RLN FT0,2690.4040.5391.0301.5452.06122352457112131579323862222222222221,51.51.51.51.51.51.51,51.51.51.51.56023184765316274991778MARKINGPIECE0.100 16421 11.01.01649HANDLINGSTORAGETRANSPORTINGLIFTINGPIECEASSYASSY0.1005.0005.000164224242342341.52.03.01.52.03.016412012010 REWORKJOINT1.000 6605 24.51,51981TOTAL TRADE LABORHOURSTRADE SUPPORT L4BORHOURS(28% OF TRADE LABORHOURS)231566423TOTAL PRODUCTIONLAB29578–A105–

95KDWT Alternative VesselsEstimation of Labor Hours Calculations for One Tank~.......>- A106 -

NSRP PANEL SP–4FILE: STRCTMS Revised IABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK95KDWT BASE ALTERNATIVEPROJECT Entire Tank Section MATERIAL: MS-STSFILE : 9510THICKNESS 0.6 INCHESWORK PROCESSWORKUNITSPROCESSFACTOR(MNHRS/WORK UNIT)UNIT AcTUAL STANDARDAMWUN I SIAtit 31AtitACTUAL STANDARDI-AC 10H FACTOHMNHRSREQ’D1 OBTAIN MATERIAL SQ FTRECEIPT & PREP0.010132358111.01,013242 FL4ME CUITINGAUTOMATICMANUALLN FTLN FT0.0400.07175044395012121.01.51.01.529742823 EDGE PREP–GRINDINGFLATVERTICALOVERHEADLN FTLN FTLN FT0.0320.0480.06337576741191222221,01.51.51.51.51.51003284 SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRES$MACHININGBENDPIECEPIECEPIECEPIECECU IN0.3800.95110.00015.0000.0190.0200400001111111111111.01.01.01.01.01,01.01.01.01.01.01.0040’000,,-5 FIT UP & ASSEMBLY JOINT6 WELDING, AUTO/MACHINEFILLETLN FTBUTTLN FT0.4440.0520.380498288256162942222221,51.5i .51.51.51.54362425323947 WELDING, MANUALFILLETDOWNHANDVERTICALOVERHEADBUITDOWNHANDVERTICALOVERHEADLN FTLN FTLN FTLN FTLN FTLN FT0.2690.4040,5391.0301.5452,06130775656811642346501892222222222221,51,51,51.51.51.51.51.51.5i .51,51.58292265462724177741838 MARKING PIECE0.1002457111.01.02469 HANDLINGSTORAGETRANSPORTINGLIFTINGPIECEASSYASSY0.1005.0005.000245724242342341.52.03.01.52.03.024612012010 REWORK JOINT1,000978524.51.52935TOTAL TRADE LABORHOURSTRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS)343469527TOTAL PRODUCTIONLA130RHOURS43872- A107 -

NSRP PANEL SP-4FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK!35KUW I UASL AL I tHNA I IVIZPROJECT Entire Tank Section MATERIAL MS–STSFILE : 9520 THICKNESS 0.63 INCHESWORK PROCESSWORKUNITSPROCESSFACTOR(MNHRS/WORK UNIT)UNIT ACTUAL STANDARDAMOUNT STAGE STAGEACTUAL STANDARDFACTOR FACTORMNI+RSREQ’D1OBTAIN MATERIALRECEIPT & PREPSQ FT0.010134524 1 1 i .0 1“o 13452FLAME CUlllNGAUTOMATICMANUALLN FTLN FT0,0400,07175087395212121.0 1.01.5 1.529752823EDGE PREP–GRINDINGFIAT LN ~VERTICALLN FTOVERHEADLN FT0.0320.0480.06331576761191222221.0 1.51.5 1.51.5 1.51003284SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGBENDPIECEPIECEPIECEPIECECU IN0.3800.95110.00015.0000.0190.0200400001111111111111.0 1.01.0 1.01.0 1.01,0 1.01.0 1.01,0 1.0040000.,,56FIT UP& ASSEMBLY JOINT 0.444 9828 2 2 1.5 i .5 4362WELDING, AUTO/MACHINEFILLETBUITLN FTLN FT0.0520.380482262628722221.5 1“51.5 1.5423823927 WELDING, MANUALFILLETDOWNHANDLN FTVERTICALLN FTOVERHEADLN FTBUITDOWNHAND LN ~VERTICALLN FTOVERHEADLN FT0.2690.4040.5391.0301.5452.06130996663911702369507892222222222221.51,51.51.51.51.5i .51.51.51.51.51.58352268363024417841848MARKING PIECE 0.100 2457 1 1 1.0 1,0 2469HANDLINGSTORAGETRANSPORTINGLIFTINGPIECEASSYASSY0.1005.0005.000245724242342341.52!03.01.52.03,024612012010 REWORK JOINT 1.000 982 5 2 4.5 1.5 2946TOTAL TRADE L4BORHOURS 34489TRADE SUPPORT IABORHOURS (28% OF TRADE LABORI-IOURS)TOTAL PRODUCTION LABORHOURS 44055– A108 –

NSHP PANEL 5P–4FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK95KDWT BASE ALTERNATIVEPROJECT Entire Tank Section MATERIAL: MS–STSFILE : 9530 THICKNESS 0465 INCHESWORK PROCESSWORKUNITSPROCESSFACTOR(MNHRS/WORK UNIT)UNIT ACTUAL STANDARD ACTUAL STANDARD MNHRSAMOUNT STAGEREQ’D1OBTAIN MATERIALRECEIPT & PREPSQ FT 0.010 13125411 1.0 1.0 13132FLAME CUITINGAUTOMATICMANUALLN FTLN FT0.0400.07175405396912121.01.51.01.529882833EDGE PREP–GRINDINGFLATVERTICALOVERHEADLN HLN FTLN FT0.0320.0480,06331766811121222221.01.51,51.51.51,51013274 SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGBENDPIECEPIECEPIECEPIECECU IN0.3800.95110.00015.0000,0190.0200400001111111111111.01,01.01.01.01.01.01.01.01,01.01.0040000FIT UP& ASSEMBLY JOINT 0.444 982822 1.5 1.5 4362WELDING, AUTO/MACHINEFILLETBUITLN FTLN FT0.0520.380483957635122221.51,51.51.5..4325 ‘24167 WELDING, MANUALFILLETDOWNHANDVERTICALOVERHEADBul-rDOWNHANDVERTICALOVERHEADLN ~LN FTLN FTLN FTLN FTLN FT0.2690.4040.5391.0301.5452.061650210752295492812222222222221.51.51.51.51.51,51.51.51.5i .51,51.58174262857923647601688MARKINGPIECE 0.100 245711 1.0 1.0 2469HANDLINGSTORAGETRANSPORTINGLIFTINGPIECEASSYASSY0.1005.0005.000245724242342341.52.03.01“52“03.024612012010 REWORK JOINT 1.000 97352 4.5 1,5 2919TOTAL TRADE LABORHOURS 34153TRADE SUPPORT”ti”BORH”OtiRS (28% OF TRADE LABORHOURS)9473TOTAL PRODUCTION LABO17HOURS 43627—‘ --.. ,.--, - A109 -:,,, ?‘L+,

NSRP PANEL SP –4FILE: STRCTMS Revised L4BOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK95KDWT BASE ALTERNATIVEPROJECT Entire Tank Section MATERIAL MS–STSFILL : 9540 IHIGKNESE 0.6 INCHESWORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDUNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR(MNHRS/WORK UNIT)MNI-IRSREQ’D1OBTAIN MATERIALRECEIPT & PREPSQ FT0.010133089 1 1 1.0 i .0 13312FLAME CUITiNGAUTOMATICMANUALLN FTLN FT0.0400.07176319401712121.01.51.01.530242863EDGE PREP–GRINDINGFLATVERTICALOVERHEADLN WLN FTLN FT0.0320.048”0.06332786201191222221.01.51,51.51.51,51042984SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGBENDPIECEPIECEPIECEPIECECU IN0,3800.95110.00015,0000.0190.0200400001111111111111.01.01.01.01.01.01.01,01.01.01.0i .00400005 FIT UP& ASSEMBLY JOINT0.444 9760 2 2 1.5 i ,5 43316WELDING,FILLETBUITAUTO/MACHINELN FTLN FT0.0520.380484524704222221.5i .51.51,5435426797WELDING, MANUALFILLETDOWNHANDVERTICALOVERHEADBUITDOWNHANDVERTICALOVERHEADLN FTLN RLN FTLN FTLN FTLN FT0,2690.4040.5391.0301.5452.06129367555110692447462892222222222221.51.51.51,51.51.51.51,51,51,51,51,57913224457625217151848MARKINGPIECE0.1002440 1 1 1.0 1.0 2449HANDLINGSTORAGETRANSPORTINGLIFTINGPIECEASSYASSY0.1005.0005.000244024242342341.52.03.01,52.03.024412012010 REWORKJOINT1.000 966 5 2 4.5 1.5 2897TOTAL TRADE LABORHOURS 33927TRADE SUPPORT IABORHOURS (28% OF TRADE LABORHOURS)9411TOTAL PRODUCTION LABORHOURS 43338– Al10 -

NSRP PANEL SP–4FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK95KDWT BASE ALTERNATIVEPROJECT Entire Tank Section MATERIAL: MS–STSFILE : 9550 THICKNESS 0,6 INCHESWORK PROCESSWORKUNITSPROCESSFACTOR(MNHRS/WORK UNll)UNIT ACTUAL STANDARD ACTUAL STANDARDAMOUNT STAGE STAGE FACTOR FACTORMNHRSREQ’D1OBTAIN MATERIALRECEIPT & PREPSQ H0,010132356 1 1 1.0 1.0 13242FLAME CUITINGAUTOMATICMANUALLN FTLN FT0.0400.07175580 1 1 1.0 1.03978 2 2 1.5 1.529952843EDGE PREP–GRINDINGFIATVERTICALOVERHEADLN FTLN FTLN FT0.0320.0480,0633181 1 2 1.0 1.5674 2 2 1.5 1.5123 2 2 1.5 1.51013284SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGBENDPIECEPIECEPIECEPIECECU IN0.3800,95110,00015,0000.0190.0200 1 1 1.0 1.04 1 1 1.0 1,00 1 1 1.0 1,00 1 1 1.0 1,00 1 1 1.0 1.00 1 1 1.0 1.00400005FIT UP& ASSEMBLY JOINT0.4449860 2 2 i .5 1,543766WELDING,FILLETBUITAUTO/MACHINELN FTLN FT0.0520.380483053 2 2 1.5 1,56771 2 2 i .5 1.5427625767WELDING, MANUALFILLETDOWNHANDVERTICALOVERHEADBUITDOWNHANDVERTICALOVERHEADLN FTLN FTLN FTLN FTLN FTLN FT0,2690.4040.5391.0301.5452.06129538625511412408510932222222222“221.51.51.51,51,51,51.51.51.51.51.51.57959252861524817881928MARKINGPIECE0.10024651 1 1.0 1.0 2479HANDLINGSTORAGETRANSPORTINGLIFTINGPIECEASSYASSY0,1005.0005.000246524242342341.52.03.0i .52.03.024712012010 REWORKJOINT1.000 9745 2 4.5 1.5 2921TOTAL TRADE LABORHOURS 34193TRADE SUPPORT LABORHOURS (28% OF TRADE IABORHOURS)9484TOTAL PRODUCTION IABORHOURS 43677,,--++,.- Alll -

NSRP PANEL SP–4FILE: STRCTMS RevisedPROJECTFILE :LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK95KDWT BASE ALTERNATIVEEntire Tank Section MATERIAL MS–STS9560 THICKNESS 0.6 INCHESWORK PROCESSWORKUNITSPROCESSFACTOR(MNHRS/WORK UNIT)UNIT ACTUAL STANDARDAMOUNT STAGE STAGEACTUAL STANDARDFACTOR FACTORMNHRSREQ’D1OBTAIN MATERIALRECEIPT & PREPSQ FT0.0101337341 1 1.01.013372FLAME CUITINGAUTOMATICMANUALLN FTLN FT0.0400.07174774393512121,01.51“o1.529632813EDGE PREP-GRINDINGFLATVERTICALOVERHEADLN FTLN FTLN FT0.0320.0480.06331846291221222221.01.51.51,51.51.51013084 SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGBENDPIECEPIECEPIECEPIECECU IN0.3800.95110.00015.0000.0190.0200400001111111111111.01.01,01.01.01.01.01.01.01.01,01.0040000...56FIT UP& ASSEMBLY JOINT0.444 91162 2 1.5 1.5 4046WELDING, AUTO/MACHINEFILLETBUITLN FTLN FT0.0520.380483759652622221.51.51,51.5431524837WELDING, MANUALFILLETDOWNHANDVERTICALOVERHEADBUITDOWNHANDVERTICALOVERHEADLN !7LN FTLN FTLN FTLN FTLN FT0.2690.4040,5391.0301.5452.06129337579511242286452882222222222221.51.51.51.5i .51.51.51.51,51.51,51.57905234260623556981808MARKINGPIECE0.10022791 1 1.01.0 2289HANDLINGSTORAGETRANSPORTINGLIFTINGPIECEASSYASSY0.1005.0005.000227924242342341.52.03.01.52.03.022812012010 REWORKJOINT1.000 9445 2 4.5 i .5 2831TOTAL TRADE IABORHOURS 33179TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS)9203TOTAL PRODUCTIONLABORHOURS42382..._.-’~. .,- ‘-’,4 ),“, 1“.“- .,,- A112 -

NSHP PANEL SF’ -4FILE: STRCTMS Revised IABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK95KDWT BASE ALTERNATIVEPROJECT Entire Tank Section MATERIAL: MS–STSFILE : 9570 THICKNESS 0.6 INCHESWORK PROCESSWORKUNITSPROCESSFACTOR(MNHRS/WORK UNIT)UNIT ACTUAL STANDARD ACTUAL STANDARDAMOUNT STAGE STAGE FACTOR FACTORMNHRSREQ’D1OBTAIN MATERIALRECEIPT & PREPSQ FT0.010124262 1 1 1.0 1.0 12432FIAME CUl_HNGAUTOMATICMANUALLN FTLN FT0,0400.07156902 1 1 i.0 1.02995 2 2 1,5 1.522552143EDGE PREP–GRINDINGFLATVERTICALOVERHEADLN FTLN FTLN FT0.0320.0480.0632279 1 2 1,0 1,5610 2 2 1,5 1.5106 2 2 1.5 1,5722974SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGBENDPIECEPIECEPIECEPIECECU IN0.3800.95110.00015.0000.0190.0200 1 1 1.0 1.04 1 1 1.0 1.00 1 1 1.0 1.00 1 1 1.0 1.00 1 1 1,0 1.00 1 1 1“o i .00400005FIT UP&ASSEMBLYJOINT0.4449828 2 2 1.5 1.543626WELDING,FILLETBUITAUTO/MACHINELN FTLN FT0.0520.380449901 2 2 1,5 1.55531 2 2 1.5 1,5257121047WELDING, MANUALFILLETDOWNHANDVERTICALOVERHEADBUITDOWNHANDVERTICALOVERHEADLN FTLN FTLN FTLN FTLN FTLN FT0.2690,4040.5391.0301.5452.061246996607115227387321282222222222221.51.51.51,51,51.51.51.51.51.51.51.566552670621282111322638MARKING PIECE 0.100 2457 1 11.0 1.0 2469HANDLINGSTORAGETRANSPORTINGLIFTINGPIECEASSYASSY0.1005.0005.000245724242342341,52.03.01.52.03.024612012010REWORK JOINT 1.000 859 5 2 4.5 1.5 2577TOTAL TRADE LABORIIOURS 30330TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS)8413TOTAL PRODUCTION LABORHOURS 38742\.._e,,‘- Al13 ---

NWiF FANtL SP –4FILE: STRCTMS RevisedPROJECTFILE : 9580LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK95KDWT BASE ALTERNATIVEEntire Tank Section MATERIAL: MS–STSTHICKNESS 0.61 INCHESWORK PROCESS WORK PROCESS UNIT ACTUAL STANDARD ACTUAL STANDARDUNITS FACTOR AMOUNT STAGE STAGE FACTOR FACTOR(MNHRS/WORK UNIT)MNHRSREQ’D1OBTAIN MATERIALRECEIPT & PREPSQFT0.0101320091 1 1.0 1.013202FLAME CUITINGAUTOMATICMANUALLN FTLN FT0.0400.07145338238612121.01.51.01.517971703EDGE PREP-GRINDINGFIATVERTICALOVERHEADLN FTLN FTLN FT0,0320.0480,0631503652151122222i .01.51.51.51.51,55031104 SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGBENDPIECEPIECEPIECEPIECECU IN0.3800.95110.00015,0000.0190.02013283400001111111111111.01,01.01.01,01.01.01.01.01,01.01.0505340000..>56FIT UP& ASSEMBLY JOINT0.444 85322 2 1,5 1,5 3787WELDING, AUTO/MACHINEFILLETBUITLN FTLN FT0.0520.380421011749922221.51,51.51.5108228537 WELDING, MANUALFILLETDOWNHANDVERTICALOVERHEADBUITDOWNHANDVERTICALOVERHEADLN FTLN FTLN FT0.2690.4040.5391.0301.5452.0611256651731199448518464282222222222221.51,51.51.51.51.51.51.51.51.51,51.533862091646462028538828MARKING PIECE 0,100 21331 1 1.0 1.02139HANDLINGSTORAGETRANSPORTINGLIFTINGPIECEASSYASSY0.1005.0005.000213324242342341.52.03.01.52.03.021312012010 REWORK JOINT 1.000 8095 2 4.5 1.5 2426TOTAL TRADE LABORHOURS 33726TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS)9355TOTAL PRODUCTIONLABORHOURS43080—... ...-.- A114 –

NSRP PANEL SP–4FILE: STRCTMS Revised IABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK95KDWT BASE ALTERNATIVEPROJECT Entire Tank Section MATERIAL MS–STSFILE : 95120 THICKNESS 0,86 INCHESWORK PROCESSWORKUNITSPROCESSFACTOR(MNHRS/WORK UNIT)UNIT ACTUAL STANDARD ACTUAL STANDARDAMOUNT STAGE STAGE FACTOR FACTORMNI-IRSREQ’D1OBTAIN MATERIALRECEIPT & PREPSQ FT0.010121237 1 1 1.0 1.012122FLAME CL.HTINGAUTOMATICMANUALLN FTLN FT0,0550.09553768283012121.01.51.01.529832693EDGE PREP–GRINDINGFLATVERTICALOVERHEADLN FTLN FTLN FT0.0480.0950.13513591372991222221.01.51.51,51.51.565131134SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGBENDPIECEPIECEPIECEPIECECU IN0.3800.95110.00015.0000.0190.0200400001111111111111.01.01.01“o1,01.01.01.01,01.01.01,00400005FIT UP&. ASSEMBLYJOINT0.4449500 2 2 1.5 1.542166WELDING, AUTO/MACHINEFILLETBUITLN FTLN FT0.0620.4596533721568422221.51.51.51.5208426137WELDING, MANUALFILLETDOWNHANDVERTICALOVERH!3DBUllDOWNHANDVERTICALOVERHEADLN FTLN FTLN FTLN FTLN FTLN FT0.4760.951i .3471,4272,0534.0421082910938789182518441332222222222221.51.51,5i .51.51,51.51.51.51.51.51.55149i 04021063260452605388MARKINGPIECE0.1002375 1 1 1.0 1.0 2389HANDLINGSTORAGETRANSPORTINGLIFTINGPIECEASSYASSY0.1005.0005.000237524242342341.52.03.01.52.03.0238120i 2010 REWORKJOINT1,000 1246 5 2 4.5 1.53739TOTAL TRADE LABORHOURS 43061TRADE SUPPORT LABORHOURS (28% OF TRADE IABORHOURS)11944TOTAL PRODUCTION IABORHOURS 55005.,. ,,,”..,/’ “- Al15 -

NSHI-’ PANtL SP-4FILE: STRCTMS Revised LABOR HOUR ESTIMATING FORM FOR STRUCTURAL WORK95KDWT BASE ALTERNATIVEPROJECT Entire Tank Section MATERIAL MS–STSFILE : 95121 THICKNESS 0.86 INCHESWORK PROCESSWORKUNITSPROCESSFACTOR(MNHRS/WORK UNIT)UNIT ACTUAL STANDARD ACTUAL STANDARDAMOUNT STAGE STAGE FACTOR FACTORMNHRSREQ’D1OBTAIN MATERIALRECEIPT & PREPSQ FT0.01012123711 1.0 1.0 12122FLAME CUITINGAUTOMATICMANUALLN FTLN FT0.0550.09552783277712121.01.51.01.529272643EDGE PREP–GRINDINGFLATVERTICALOVERHEADLN FTLN FTLN FT0.0480,0950.1352467211991222221.01.51.51.51.51.511720134SHAPINGBREAKROLLINGLINE HEATINGFURNACEPRESSMACHININGBENDPIECEPIECEPIECEPIECECU IN0.3800.95110,00015.0000,0190.0200400001111111111111.01.01,01.01.01.01,01.01.01,01.01.00400005 FIT UP& ASSEMBLY JOINT0.444 950022 1.5 1.5 42161-6WELDING,FILLETBUITAUTO/MACHINELN FTLN FT0.0620.4596544034771322221“51.51.51.5272235457WELDINGI MANUALFILLETDOWNHANDVERTICALOVERHEADBUITDOWNHANDVERTICALOVERHEADLN ~LN FTLN FTLN FTLN FTLN !70.4760.9511.3471.4272.8534.04289987683611576135632222222222221.51.51.51.51.51.51.5 42781,5 731i .5 4871.5 22481.5 3841.5 2568MARKING PIECE 0.100 237511 1.0 1.0 2389HANDLINGSTORAGETRANSPORTINGLIFTINGPIECEASSYASSY0.1005.0005.000237524242342341,52.03,01.5 2382.0 1203.0 12010 REWORK JOINT 1.000 74052 4.5 1.5 2221TOTAL TRADE LABORHOURS 26360TRADE SUPPORT LABORHOURS (28% OF TRADE LABORHOURS)7312TOTAL PRODUCTION LABORHOURS 33672–All!5-..-. -.

Plots for 40KDWT and 95KDWT AlternativesComparison of Tank Steel Area(One Side of Plate, One Tank)Comparison of Tank Steel WeightComparison of Tank Weld LengthsComparison of Weld VolumesIncludes Factors for Weld Position and TechniqueAverage Steel Plate Thicknessfor One Tank Length-:,,; - AH7 -‘ .,.,.,,., !“

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Comparison of Tank Steel Weight2*221.81.61.41.20.80.60.40.21010130150170 I 90 11101112 121 I 140120 40 60 80 100 111 120 130 150.,Vessel Key hlumberw 40 K13WT Tankers ❑ 95KDWT Tankers,“GiI

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Plots for 40KDWT and 95KDWT AlternativesComparison of Estimated Labor Hours - Steelfor One Tank LengthEstimated Ship Labor HoursU.S. 1994 Design and ConstructionBreak Down of Cutting, Preparation and Weld Lengths40KDWT Alternatives U.S. - One TankBreak Down of Cutting, Preparation and Weld Lengths95KDWT Alternatives U.S. - One Tank-A123- ‘

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Estimated Ship Labor Hours – U.S. 1994Design and Construction111110.9I.—————0.7——————0.60.5.————0.4—————om3——————0.2——————0.1———————:$,:g,, ,:,, ,0: 1030.50—7090 110 112121 I 140 IK1. 20 40 60 80 100 111 120 130 150qm Vessel Key Number❑ 40KDWT Tankers ❑ 95KDWT Tankers

Break Down of Cutting, Prep. and95KDWT Alternatives U.S. – OneWeldsTankEal2402202001801601401201008060402009510 I 9530 I 9550 I 9570 I 95100 95111 951209520 9540 95609580 95110 95111 95121—I.,.->..---.\“;..)’❑Alternative Key Number✎3 Manual Fillet Auto Butt ❑ Manual ButtFlame Cutting ❑ Edge Preparation

Project Technical Committee MembersThe following persons were members of the committee that represented the Ship StructureCommittee to the Contractor as resident subject matter experts. As such they performedtechnical review of the initial proposals to select the contractor, advised the contractor incognizant matters pertaining to the contract of which the agencies were aware, and performedtechnical review of the work in progress and edited the final report.Mr. NormanHammerMaritimeAdministrationMr. Fred SieboldMr. Paul GilmourMr. Marty HeckerMaritimeMaritimeU.S.CoastAdministrationAdministrationGuardMr. Jack WaldmanNaval Sea SystemsCommandMr. James WilkinsWilkins Enterprise, Inc.Mr. WilliamSiekierkaNaval Sea Systems Command,Contracting (Xficer’sTechnical RepresentativeDr. Robert SielskiMr. Alex StavovyCDR Steve SharpeNational Academy of Science,Marine Board LiaisonU.S. Cm@ Guard, Executive DirectorShip Structure Committee

COMMllTEEON MARINESTRUCTURESC~mmissionon Engineeringand TechnicalSystemsNationalAcademyof Sciences- NationalResearchCouncilThe COMMllTEE ON MARINESTRUCTUREShastechnical cognizanceover theinteragencyShip Structure Committee’sresearchprogram.Peter M. Palermo Chairman,Alexandria,VASubrata K. Chakrabarti,ChicagoBridgeand Iron, Plainfield, ILJohn Landes,Universityof Tennesses,Knoxville,TNBruce G. Collipp, Marine EngineeringConsultant,Houston,TXRobertG, Kline, Marine EngineeringConsultant,Winona, MNRobert G. Loewy, NAE, RensselaerPolytechnicInstitute,Troy, NYRobert Sielski, National Research Council, Washington, DCStephen E. Sharpe, Ship Structure Committee, Washington, DCLOADS WORK GROUPSubrata K. Chakrabatii Chairman, Chicago Bridge and Iron Company, Plainfield, ILHoward M. Bunch, University of Michigan, Ann Arbor, MlPeter A. Gale, John J. McMullen Associates, Arlington, VAHsienYun Jan, Martech Incorporated, Neshanic Station, NJJohn Niedzwecki,Texas A&M University,CollegeStation, TXSolomon C. S. Yim, Oregon State University, Corvallis, ORMaria Celia Ximenes, Chevron Shipping Co., San Francisco, CAMATERIALS WORK GROUPJohn Landes, Chairman, University of Tennessee, Knoxville, TNWilliam H Hartt, Florida Atlantic University, Boca Raton, FLHorold S. Reemsnyder, Bethlehem Steel Corp., Bethlehem, PABarbara A Shaw, Pennsylvania State University, University Park, PAJames M. Sawhill, Jr., Newport News Shipbuilding, Newport News, VABruce R. Somers, Lehigh University, Bethlehem, PAJerry G. Williams, Conoco, Inc., Ponca City, OK

SSC-356SSC-357SSC-358SSC-359SSC-360SSC-361SSG362SSC-363SSC-364SSC-365SSC-366SSC-367SSC-368SSC-369SSC-370SSC-371~ by Karl A. Stambaugh,Paul H. Van Mater, Jr., and William H. Munse 1990Carbon Equivalenceand Weldabilitvof MicroaiiovedSteeis by C. ~.Lundin,T. P.S. Giil, C. Y. P. Qiao, Y. Wang, and K. K. Kang 1990Structural BehaviorAfter Fatigue by Brian N. Leis 1987Hydrodynamic Huii Dampina (Phase i) by V. Ankudinov 1987Use of Fiber Reinforced Plastic in Marine Structures by Eric Greene1990Huii StraPpinq of Ships by Nedret S. Basar and Roderick B. Hulls 1990Shipboard Wave Heiqht Sensor by B. Atwater 1990Uncertainties in Stress Analvsis on Marine Structures by E. Nikolaidisand P. Kaplan 1991ineiastic Deformation of Plate Paneis by Eric Jennings, Kim Grubbs,Charies Zanis, and Louis Raymond 1991Marine Structural lntearitv Proarams (MSIP) by Robert G. Bea 1992Threshold Corrosion Fatigue of Welded Shipbuilding Steeis by G. H.Reynolds and J. A. Todd 1992Fatiaue Technoioav Assessment and Strategies for Faticwe Avoidancein Marine Structures by C. C. Capanogiu 1993Probability Based Ship Desian Procedures: A Demonstrationby A. Mansour, M, Lin, L. Hovem, A. Thayambaiii 1993Reduction of S-N Cun#es for Ship Structural Details by K. Stambaugh,D. Lesson, F. Lawrence, C-Y. Hou, and G. Banas 1993Underwater Repair Procedures for Ship Hulls (Fatigue and Ductility ofUnderwater Wet Welds) by K. Grubbs and C. Zanis 1993Establishment of a Uniform Format for Data Reporting of StructuralMaterial Properties for Reliability Anaivsis by N. Pussegoda, L. Malik,and A. Dinovitzer 1993SSC-372Maintenance of Marine Structures: A State of the Art Summa~S. Hutchinson and R. Bea 1993bySSC-373Loads and Load Combinations by A. Mansour and A. Thayamballi 1994SSC-374NoneEffect of High Stren@~anConstruction Details of Ships by R. Heyburn and D. Riker 1994Ship Structure Committee Publications - A Special Bibliographyand