T5-Point 5.3 Test&Trials Program

7/27/2019 T5-Point 5.3 Test&Trials Program

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T5 - Point 5.3 Test & Trials Program 1

TRIALS PROCEDURES DOCUMENTINTRODUCTION

A comprehensive programme of tests and trials as part of the Owner acceptance of

the ship will be carried out by C.N.P.Freire (Shipyard).

The shipyard will submitted a full copy of the following own TRIALS PROCEDURES

DOCUMENT that incorporates all FATs, HATs and SATs procedures for the Owners to

review and obtain their agreement 2 months before any tests or trials are due to start.

This document will be an evolving production as manufacture, construction and testing

progresses and its satisfactory status, including satisfactory completion of such tests and

trials already carried out, at any time will be one of the requirements for payments to

be made under the Terms of Payment Schedule.

At this stage of the project, the main tests and trials that will be carried out by the

Shipyard include mainly, but are not limited to, the following major risk areas:

ModelsIn addition to the typical modelling activity that the Shipyard needs to undertake to

assure himself and the Owner that the design of the ship is sound, the Shipyard will

undertake if necessary more in-depth modelling relative hull design and lines forms.

The Shipyard will also produce and maintain up-to-date through the course of the

contract a predictive weight control model to as high a level of accuracy as

possible for each stage in the ships development and construction to ensure that

the final draft, deadweight, sea-keeping and stability requirements will be met.

The preliminary predicted values of all design parameters supplied at first stages of

the project and the results of the model test programmes will also be monitored

and updated by the Shipyard at appropriate points in the development and

construction programme culminating in final validation in accordance with the

requirements during the Tests and Trials Programme.

The Shipyard will demonstrate to the Owner through modelling (e.g. 3D CAD) or

other appropriate means that suitable ergonomic and human factors

considerations have been applied to the design of the following areas:

Wheelhouse.


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Winch Control Room. Engine Control Room. Galley. Other key areas where human factors and ergonomic considerations are

important, e.g. emergency and secondary control stations.

Furthermore, the Shipyard will demonstrate to the Owner through modelling (e.g.

3D CAD) that access to machinery for operation and maintenance in relation to

adjacent machinery, ships structure, local piping and cable runs has been

considered in the following areas:

Engine Room Factory Acceptance Tests (FATs)

The Shipyard will arrange and be responsible for comprehensive machinery and

equipment tests and trials at manufacturers facilities, involving both static and

dynamic loading, to ensure the successful operation of the items under test prior to

installation on the ship. Some of these will involve extensive integration testing of

equipment, where test rigs and special measuring equipment is required to mock-

up the actual arrangement and coupling of equipment on the ship and to simulate

the loading.

The full range of FATs will include but not be limited to the following list:

Combined engine and generator operation tests. Propulsion motors. Azimuth unit motors. Scientific winch system operation tests including spooling of the working

cables.

Hydrographic Systems. Drop keels operation tests. Overside lifting. Cranes. A full-scale bench simulation of the operation of the Propulsion Control

System.


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The Owner is to be invited to witness all manufacturers factory trials and a list of

such trials is to be provided in the early stages of the contract. Where the Owner

chooses to attend a trial, a representative from the Shipyard is also to attend.

The Owner will be informed of these FATs at least 14 days in advance of the

expected date of the test and the Owners attendance will be confirmed to the

Shipyard at least 5 days in advance of the date of the expected test.

Structural and systems tests for Classification and Survey Authority requirementsduring construction

The Shipyard will arrange and be responsible for these tests.

Systems tests for the Owner, Classification and Survey Authority requirements duringcommissioning.

Towards the end of the build period equipment will be progressively commissioned on

board the vessel and subjected to firstly the HATs and later the SATs schedule laid out

in this document. The progressive successful completion of these trials will lead

eventually to the Owners acceptance of the vessel.

Harbour Acceptance Trials (HATs)The Shipyard will arrange and be responsible for these tests.

The full range of HATs will include but not be limited to the following list:

Combined engine and generator operation tests. Scientific winch system operation tests. Hydrographic Systems.

Drop keels operation tests.

Overside lifting. Cranes. Propulsion Control System.

The Owner is to be invited to witness all manufacturers factory trials and a list of




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Sea Acceptance Trials (SATs)The Shipyard will arrange and be responsible for these tests.

The full range of HATs will include but not be limited to the following list:

Combined engine and generator operation tests. Scientific winch system operation tests. Hydrographic Systems. Drop keels operation tests. Overside lifting. Cranes. Propulsion Control System.

the Owner is to be invited to witness all manufacturers factory trials and a list of



Underwater Radiated Noise RatingThe Shipyard will arrange and be responsible for these tests.

Scientific TrialsThe Shipyard will arrange and be responsible for these tests.

Deep Water Trials (post Interim Acceptance)The Shipyard will arrange and be responsible for these tests.

the Owner will be responsible for providing and arranging the vessel for these tests

at a suitable geographic location. The Shipyard will be responsible for providing its

and or sub-Shipyard support for the specific elements of the vessel being tested. The

systems requiring this approach are:

Winch Systems. Overside Lift. Hydrographic Suite.


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OBJECTIVE

Inspection, tests and trials of the vessel including her hull, machinery, equipment and

outfits will be carried out by the Shipbuilder or the Equipment manufacturers at their

work shops or on board the vessel throughout the construction period of the vessel. This

will be in accordance with the Contract, the Builders and/or the Manufacturers

standards which will comply with the rules of the Classification Society and other rules

and standards given in the contract.

THE OBJECTIVE OF THESE TESTS AND TRIALS IS TO DEMONSTRATE the Owner THAT THE

VESSEL IS:

1) Complete and ready for sea in every respect.2) Fit for purpose as described in the technical specification.3) Capable of providing a cost-effective, safe, flexible, and reliable platform

appropriate to the next 25 years of marine science.

4) Constructed to good internationally recognised western Europeancommercial shipbuilding standards.

5) Compliance with all applicable Rules & Regulations.WHEN STARTING SHIP TRIALS IT IS ASSUMED THAT:

1) Every major item of ships equipment has already been accepted at the makers

Factory Acceptance Tests (FATs) level as meeting the Statement of Building

Specification Technical Requirements and being fit for purpose.

2) All other smaller items of equipment supplied will be accompanied with the

requisite type approval certificates and makers factory test certificates.

3) The vessels construction will be deemed to meet the Building Specification,

provided that it is built in accordance with the latest revision of the plans

submitted to the Owner for Plan Review. The latest revision of plans will take into

account all Plan Review comments that have been submitted to the shipyard

by the owners. The vessels construction will also be supervised by the Owners

representative at the shipyard for ongoing compliance.

4) Thus on commencement of the ship trials the structure and equipment of the

vessel will be substantially accepted, but have to be proven as a working series

of integrated systems. This document is intended to provide the working


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framework for undertaking these system trials.

GENERAL TRIA LS.

Trial N ITEM Page

101 Fuel system trial (Flushing, fill day tanks, Pumps, filters, separators etc)

102Exhaust system test including exhaust scrubber and waste heat recovery

plants if fitted.

103 Emergency generator trial (Manufacturer commissioning)

104 Cooling system FW trial

105 Start air system trial

106 Service air system trial107 Cooling system SW trial inc sea bay

108 Lubrication system trial (Flushing, pumps, filters separators etc)

109 Emergency fuel shut off trial

110 Fire flap trial

111 General service and fire pump trial

112 Emergency fire pump trial

113 Main engines start & running trial (Engine manufacturer commissioning)

114.Machinery remote control and monitoring system trial. SCADA system

combined with the ships Power Management system. (Manufacturer

commissioning)Machinery data logging system.

115 Bilge water system

116 a ME diesel generator 1 load test (HAT+SAT)

116 b ME diesel generator 2 load test (HAT+SAT)

116 c ME diesel generator 3 load test (HAT+SAT)

116 d ME diesel generator 4 load test (HAT+SAT)

118 Steering gear system trial

119 Hydraulic systems. (Flushing power pack & systems trials

120 Ballast system trial. Including ballast water treatment plant.

121 a+b+c Thruster trials (each individual system)

122 a Forward thruster l

122 b Azimuth thruster

122 c Stern thrusters no 1

122 d Stern thrusters no 2

123 Shaft brake/locking test #

124 Thrust bearing test

125 Stern tube bearing and seal system test

126 Heeling system trial

126 B Anti roll system

127 Machine tools including tools welding equip etc


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128 Maintenance systems

129 Shaft turning device

130 Fuel oil separator

131 Lubrication oil separator

132 Local Fi Fi system

133 Oily water separator

142 Inclining experiment and draft survey. Light ship and deadweightverification.

201 Emergency generator load test

202 Emergency light system

204 Fire detection system

205 CO2 system & release simulation trial

207 Emergency stops fans/pumps/separators etc

212 a Main electric propulsion

212 b Main electric propulsion. Test b

215 Shaft earthing

216 Battery system

217 Master clock system

219 Navigation light test including searchlights

220 Intercom/Telephone system

221 General alarm system test

227 D P System.

229 CCTV system

230 Freon leak alarm test

231 Hospital and cold store alarm

233 Rotary converters

234 Battery less telephone

235 Engine room telegraph

236 Alarm monitoring system Scada

236 A Machinery UMS test

237 Power management system test PMS

238 Emergency switch board 230 volt

239 Emergency switch board 415 volt

240 Main switch board 115 volt clean power

241 Main switch board 230 volt 50 Hz

242 Main switch board 230 volt 50 Hz clean power

243 Main switch board 415 volt 50 HZ

244 Main switch board 415 volt 50 Hz winches

245 Main switch board 440 volt 60Hz clean power246 Main switch board 690 volt 50 Hz


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247 Electric lighting accommodation

248 Lighting deck

249 Flood lights

250 Integrated bridge system

257 Electro chlorination system

258 DNV Noise and Vibration measurements

259 Black out test

301 Fire Fighting system trial (Hydrants hoses etc)

303 Fi Fi equipment inventory check

304 Sewage Treatment system including vacuum toilet system

305 Tank pressure tests/coating integrity & tank closure

306 Domestic FW system

307 Water makers

307 A

308 Hot water system calorifier and boiler

309 External door, window and hatch tightness tests.

310 Cold store facilities test

311 Life raft tests

312 Window wash and wipe system trial

313 Escape markings and safety notices check314 MOD alarm test

315 Air whistle test

316 Ventilation fans engine room

318 Remote sounding and draft system

320 Mooring winch & capstan test

322 Life boat and davit trial

323 MOB boat trial

324 Watertight door system test

325 Parallelogram frame trial

- A frame over stern trial

326 b Crane aft port

326 c Crane aft starboard

326 d Crane fore deck

326 e Crane hanger

326 f Crane mid ships

329 Pull testing of lifting eyes beams and other features

330 Incinerator

331 Hanger door trial

332 Test container storage and deck lashing arrangements

333 Drop keels


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335 Galley equipment

336 Laundry equipment

337 HVAC installation

339 Chilled water system

340 (142) Inclining test

341 Life boat davit port

342 Life boat davit starboard

343 MOB boat davit

344 Inventory Medical stores

345 Gangway and pilot ladder

346 Drains

347 Hot water boiler/hot water system

348 Heeling system

602 Speed trial

603 Turning circles

604 Pull out manoeuvre

605 Stopping trial

606 Crash stop

607 Zig Zag manoeuvre

608 Initial turning manoeuvre609 Spiral manoeuvre

610 Man overboard manoeuvre and alarm

702 Over side handling systems/cranes. List items. Heavy weather trials.

708 INVISAT System

713 ADCP (Acoustic Doppler Current Profiler)

714 USBL (Ultra short baseline) navigation system

716 EM log system

719 HRTP receiver

720 Refrigerator units

721 Freezer units

722 Flume cupboard

724 Millipore water purification system

726 DASI equipment

727 GPS based altitude system

728 POSMV Motion reference system

730 Inter laboratory & working deck scientific wiring

731 Scientific common earth system

733Scientific winch systems. Spooling trials at FATs. List items. Heavy weather

trials. Cable cleaning trial.735 HP Air Piping System. Fisher Valve.


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736 Laboratory gas system

737 Clean water sampling system

738 Hydraulic power distribution system

742 Hull sea surface temperature senBuilding Specification

743 Wave recorder

745 Scientific cooler system

746 Twin drop keel assemblies

750 Ships integrated Ethernet system

751 Low power network

754 HP air supply containers

755 EMC noise interference recording

756 Towing booms

- Hatch trials. Function of hydraulics etc

Other Items

# Engine room and workshop lifting devices trial and certification

#Engine room and machinery space equipment overhaul and access

provision demonstration.

# Electrical equipment spaces. Ventilation and temperature trials. (SAT)

# Transformer(s) test

# DC Propulsion motor remote control system test

# Rudder (Steering) indicator trial

# Radio system trial

# Radar system trial

# GPS, AIS, systems trial

# Gyro and autopilot system trial

# Navigation log & echo sounder system

#Accommodation outfitting general. Compartments as listed in Building

Specification.

# Inventory Accommodation

# Inventory Deck equipment

# Paint system tests


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SEA TRIALS.

Trial N ITEM Page

01 Draft measurement check

02. Anchoring test

03. Progressive speed trial

04. Endurance trial

05. Manoeuvring trial:

Crash stop ahead test

Crash stop astern test

Inertia test

Turning test

Minimum speed test

Z-Manoeuvring test

Williamson turn test

Bow thruster test

Azimuth thruster test

Autopilot test

Full Dynamic (DP) positioning trials. Heavy weather trial.

Keel(s) down testURN trials (Quiet mode)

Shaft torque measurements

Propeller viewing trial

06. Verification of ships directional stability.

07. Sea keeping tests

08. Operational test of Navigation equipment (During endurance run)

09. Confirm operation of Gyro compass and adjustment of magnetic compass

10. Confirm operation of radio equipment, AIS, GMDSS etc

11. Propulsion plant operational records

12. Data acquisition method for manoeuvring trial

13. Noise and vibration measurements


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NO ISE AND VIBRATIONS MEASUREMENT N&V TRIALS.

Trial N ITEM Page

A Main engine readings

B Auxiliary machinery readings including pumps, compressors, fans etc as listed.

C DC propulsion motor(s) readings

D Hydraulic power packs under load.

E Other reference readings around the vessel

F Sea trial machinery readings and selected vessel compartments

UNDERWATER RADIATED NO ISE TRIA LS.

Trial N ITEM Page

001 Run vessel over an approved noise ranged as part of the sea trials programme.

OTHER SCIENTIFIC EQUIPMENT TRIA LS.

Trial N ITEM Page

01 Scientific sounder system02 Laboratory & Equipment tests

03 Integrated SBP system

04 MDM system

05 SSU system

06 Post processing system

07 Scientific compartments inspection of outfitting as per Building Specification.

08 Deepwater swath system

09 Willow water swath system

09 LBL (Long base line) navigation system

10 Meteorological instrumentation

11 Air sampling system

12 Gravity meter unit

13 Scientific communication system

14 Scientific CCTV system

15 Mooring/scientific warping drums at aft end

16 Liquid nitrogen generator

17 Fisheries echo sounder

18 Scientific echo sounder

19 Sub bottom profiler fitted to gondola

20 Data display and data acquisition system


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21 General purpose scientific containers

22 ROV integration

23 Transducer cofferdams

24 Scientific clean power system


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TRIALS DOCUMENTS.

The following individual examples provide basic guidance on the detail and extent of

individual tests to be carried out. They are not intended to be exhaustive nor are they

necessarily representative of the equipment which will be supplied for the RRS

DISCOVERY. They are for guidance only as to the expectations of the Owner.

101. Fuel System

1 Fill one off pre selected bunker fuel tank from a road tanker and record thelevel/contents.

Using the ships fuel transfer system, load at least 10 tonne of fuel sequentially to

each bunker tank and record level/contents. This test is to prove the fuel transfer

system, the tanks and associated pipe work.

2 Fill FO settling tanks P & S (18 + 21) and day tanks (19 + 20). Also fill EmergencyGenerator set and Incinerator fuel tanks.

3 Allow fuel to run free into a drum from each feed point to the Main Engines 1-4,Emergency Generator set, Incinerator, Fuel oil separators and the re fuelling point

for MOB boat. This is to ensure no foreign matter or water remains in the fuel

system pipe work.

4 Open every filter and strainer in the FO system to inspect and clean if required.(See FO system drawing)

5 Take FO sample from Day Tank for analysis prior to commissioning main engines.6 Check the correct function of FO system quick closing fire valves. See test 109.7 Commission fuel oil separators. (Westfalia test 130.)8 Check correct drainage of fuel into the Drain, Sludge and Overflow tanks No (10,

25, and 28.)

102 Exhaust System

1 Before starting any machinery physically check each main engine, emergencygenerator and incinerator exhaust run for build deficiencies including clashes,

supports, insulation and expansion bellows.

2 After the respective machines have been run up to working temperature carefullyrecheck the system for leaks, vibration and hot spots.

3 Whilst the machinery is running under full load make an assessment of the


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effectiveness of the silencers by taking noise measurements. (See separate

section test no 501 )

4 Re check the integrity of the exhaust system during full power sea trials givingspecial attention to the expansion bellows in the system.

5 During sea trials, whilst operating at full power, check that no part of the exhaustsystems insulated outer surface exceeds 60 degrees C

6 During sea trials, check the outer surface temperature of all electric cablesrunning in close proximity to the exhaust system.

7 During sea trials with the engines under full load and transient load, observe theexhaust outlets for excessive smoke.

103. Emergency Generator

1 The fuel system will have been filled via the ships transfer system and purged. (Seetest 101 Fuel System.)

2 The emergency switch boards will have been commissioned. (See tests 238 & 239)3 The integrity of the exhaust system will be checked before start up.4 Check that the engine lubrication system is filled and that the radiator cooling

system is filled with the correct inhibitor anti freeze solution.

5 Start engine on the secondary battery electric start system.6 Verify SOLAS Regulation 43 Chapter 11-1, such that in the dead ship condition the

Emergency Generator set can restore essential services and run up the start air

compressorfrom cold with associated service pumps to enable the main engines

to be started.

7 Start engine on the start air system.8 Demonstrate 3 consecutive start capability for each system from cold. (electric

and air start)

9 Check for vibrations and leaks whilst running under load.10 Observe the performance of the generator set as progressively more load is

added via the emergency switch boards.

11 Take noise measurements. (See test 501)


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104. Cooling System Fresh Water.

1 The system will be flushed through with fresh water after pressure testing toremove any debits in the circuit.

2 Drain to the cooling water drop tank to be proven.3 The correct rotation and function of all cooling system pumps to be verified.

(Cooling pumps 1 + 2 plus back up pump. Plus pumps for ME preheating circuits,

and drop tank pump.)

4 Fill system at the expansion tanks and add the correct grade of inhibitor toconform to Wartsilas recommendations for the main engines.

5 Run system and check for leaks especially around the electric propulsionmotors, bow/stern thrusters, frequency converters, trust bearings.

6 Switch on ME pre heaters and again look for leaks.7 Check system pumps and pipe work for vibration. Check flexible connections to

pumps and component anti vibration mounts.

8 Run system back up pump to check its correct function.9 Check level of system and top up if required.10 Check Amot 3 way thermostatic valves (722.012, 013,014 & 015) are correctly

installed.

11 Check that SW side of the cooling system is fully tested (See test 107) beforeattempting to start a main engine.

12 Monitor the cooling system performance while each main engine and orcombination of main engines are under full load. Record data. (This will have tobe done during sea trials to produce enough load for a full valid test of the

system.)

13 Monitor the performance of the cooling system (temperature differential) toeach thruster, propulsion motor, frequency converter and thrust bearing during

sea trials and record the results.

14 Record the temperature differential across each system cooler during alloperating conditions. (4 off coolers)

15 Re inspect whole system for leaks, vibration etc whilst it is under full load during


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sea trials.

16 The overall performance of the FW cooling system is to be monitored during thevessels 6 hour endurance run at full power during sea trials.

105. Start Air System.

1 The emergency generator is to be started using its electric starter to provideelectric power for running the main start air compressorto demonstrate recovery

from the dead ship condition. (See tests 103-201)

2 The Emergency Generator separate air start system fed from the main start aircompressorvia a separate air receiver is to be demonstrated. (See test 103)

3 Using only one fully charged main air receiver six Main Engine starts from coldare to be demonstrated. (start all engines = 4. Stop and restart two = total of six

starts)

4 Auto start between compressor to be demonstrated.5 The HP air supply to the Quick closing valve cabinet is to be demonstrated.

See test 109.

6 The HP air supply (reduced) serving the ships horn to be demonstrated. See test315.

7 The dry blowing facility for the wheelhouse window washers to bedemonstrated. See test 312.

8 The HP air supply (reduced) serving the separators via the air dryer to bedemonstrated. See test 130 & 131.

9 After HATs the HP start air system is to be blown down from each air receiverand each service outlet to remove moisture.

10 All HP air pipe work to be checked for leaks and vibration when the vessel isundergoing sea trials.

11 Noise readings, with compressor running, are to be taken from outside the startair compressor acoustic compartment.

106. Service Air System.

1 The cross connection facility between the HP start air system and the LP serviceair system is to be demonstrated.


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2 The air blowing facility for the P & S sea chests plus emergency fire pump seachest is to be demonstrated. See test 107.

3 The service air connection to the Anti Roll system is to be demonstrated. See test126.

4 The service air connection to the clean SW sampling pumps to bedemonstrated.

5 The service air connection to air ejectors for priming pumps to be demonstrated.6 The service air connection to the incinerator to be demonstrated. See test 330.7 The LP service air consumer connections in the machinery spaces, deck and

laboratories are to be demonstrated with a quickly removable pressure gauge.

8 Noise readings are to be taken whilst the service air compressor is running.9 After HATs the Service Air system is to be blown down to remove moisture.10 During sea trials the service air system is to be checked for leaks and vibration.

Scientific Service Air System

1 The cross connection facility between the HP start air system and the scientificair supply system to be demonstrated.

2 The scientific air consumer connections in the hanger, laboratories etc as listedto be demonstrated with a quickly removable pressure gauge.

3 After HATs the Scientific Air system is to be blown down to remove moisture.4 During sea trials the Scientific Service Air system is to be checked for leaks and

vibration.

107. Cooling Water System. Salt Water.

1 The correct rotation of all main engine SW cooling pumps to be checked.2 The correct rotation of the two scientific winch cooling system pumps to be

checked. For the remainder of the Scientific Winch cooling system tests see test

sheet 733.

3 The correct rotation of the two SW pumps serving the Chilled Water system is tobe checked. For the remainder of the chilled water system tests see test sheet

339.


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4 The correct rotation and function of the SW pump serving the ElectroChlorination system is to be checked.

5 Check that the two 3 way thermostatic valves serving the main engine SWcooling system have been correctly installed.

6 All valves serving the sea bay are to be checked to ensure they are in thecorrect operational position.

7 All valves serving the sea chests P & S are to be checked to ensure that they arein the correct operational position.

8 All spindle operated valves serving the sea chests to be operated over theirentire range to prove ease of operation and left in their operational position.

9 The correct operation of the two main sea water valves P & S serving the seabay from the sea chests are to be checked using their hand hydraulic actuating

systems to ensure full travel and ease of operation.

10 Test the air blowing system into each sea chest P & S.11 Start the two Main Engine SW pumps and check the pipe work and system

components for leaks and vibration. Check all flexible couplings and anti

vibration mounts.

12 Test the ME SW standby pump for correct operation and auto start.13 Check that the FW side of the cooling system has been tested before

attempting to start a main engine. (See test 104.)

14 When running the cooling system monitor and record all differential temperaturereadings across the coolers during all load conditions in conjunction with test

104 covering the FW side of the system.

15 The re circulation of return cooling water direct to the sea bay rather than thesea chest is to be demonstrated and cooling temperatures carefully monitored.

16 After running alongside for HATs and just before SATs open the main sea waterstrainers P & S and clean if required.

17 Re inspect the whole system for vibration and leaks when under full load on seatrials.

18 The SW cooling system is to be closely monitored for its overall performanceduring the ships full power endurance run of 6 hours during sea trials.


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108. Lubrication System.

1 The Lubrication system pipe work including the fill line and storage tank (no 12) isto be flushed through before filling following Wartsilas recommended

procedure. The individual service connections to the Main Engine sumps &

separators are to be broken to drain the used flushing oil into a drum.

2 The drain lines from the Main Engines to the used oil tank (no 26) to bedemonstrated.

3 The correct operation of the system quick closing valves is to be demonstrated.4 The correct installation and rotation of the Lubricating oil transfer pump 711.003

and Feeder pumps to the Separator 711.019,020,021,022 are to be checked.

5 All system valves are to be placed in the operational position before the first fillof Lubricating Oil except the fill lines to each main engine sump which are to be

closed.

6 Filling of each main engine sump is to be done under Wartsila supervision. Acopy of the lubricating oil delivery note and specification will be made

available at this time for the Warsila commissioning engineers inspection.

7 After Sea Trials but before vessel acceptance, an oil sample from each mainengine sump is to taken an analysed by the lubricating oil supplier.

8 Commissioning of the lubricating oil separators See test 131.109. Emergency Fuel Shut Off System.

1. The above test to be undertaken in conjunction with test 101. Fuel Systembefore any attempt to start engines is made.

110. Fire Flaps

1. This test is to be carried out in conjunction with tests 101 Fuel System and109 Emergency Fuel Shut Off System before any attempt is made to start

engines.

111. Main Fire/Service Pump.

1 The test on this pump 813.001 will be carried in conjunction with the test of theships fire main/deck wash system before the main engines are run. See test 301.

2 The pumps two speed capability with air ejector is to be demonstrated.


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3 The pumps running performance and level of vibration to be checked.4 The pump suction facility from either the Port or Starboard sea chest is to be

demonstrated.

5 The suction facility from the ballast system is to be demonstrated.6 The suction facility from the bilge system is to be demonstrated.7 The discharge to the sea direct on the port side of the vessel to be

demonstrated.

8 The cross connections to the Ballast, Bilge and Chilled Water system via abobbin piece to be demonstrated.

9 It is suggested that test no 112 on the Emergency Fire Pump 813. 003 beconducted at this time.

112. Emergency Fire Pump.

1. The test on this pump 813. 003 to be carried out at the same time as test 111 on

the Main fire pump and fire main system test 301.

113 abcd. Main Diesel Engines No 1,2,3 & 4. Start/Run/Stop.

1 No attempt to start Main Engines is to be made before the start air, fuel,lubrication, FW/SW cooling systems have been fully tested and the engine room

ventilation system is in operation. See Tests 101, 102, 104, 107, 105, 207, 109, 111,

112, 316, 108, 110, 301.

2 The Kongsberg Integrated Automation System SCADA must be in a fullycommissioned and operational condition before engines are started. Test 235?

3

When running off load each engine is to be inspected for leaks, loose fittingsand general installation defects before load is applied.

4 Preliminary checks of the engine service connections are to be made includingexhaust, fuel, cooling, data, and resilient mounts.

5 On completion of this limited engine off load test any defects found are to becorrected before the engine load tests are undertaken. See tests 116 abcd.

6 Before engine load testing can be considered the Main Switchboard tests 241,243, 244, & 246 must have been prepared.

7 An agreed Electrical Load Schedule is to be agreed before engine load testing


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is undertaken. This load test will not be considered as a substitute for full load

testing during Sea Trials.

115. Bilge System.

1. The correct function of all remotely controlled bilge system valves is to be

physically checked when operated by the SCADA system. See drawing

185-803-001. Total of 32 valves. = 803.35-140. 148-149. 152-154. 157-160. 162.

165-

174. 188-190. 193. 195. and 197.

1 The correct rotation and control of the two speed self priming Bilge Pump803.002 is to be demonstrated.

2 Water is to be introduced to the all of the spaces shown in the Bilge System GAdrawing and effective Bilge System suction and discharge over board and to

Bilge Water tank No 11 is to be demonstrated. (Suggest table is drawn up of all

spaces with tank/ compartment numbers.)

3 The correct function of all bilge alarms is to be demonstrated.4 The commissioning of the Oily Water Separator Test no?? is to be undertaken

concurrently with this test 115.

5 The effective operation of the Bilge Eductor 803.003.is to be demonstrated.6 The effective cross connection facility between the Bilge and Ballast/Fire and

Deck wash systems is to be demonstrated.

7 All compartments to be left dry after tests and strum boxes clean.116. abcd. Load Test Generator No 1,2,3,& 4.

1 The above test is only to be attempted after fully completing test 113 abcd.2 The Machinery Control, Alarm and Monitoring System SCADA will be fully

operational before any of the Main Engines are started.

3 This generator load test is not to be regarded as a substitute for a further full loadtest with an endurance element added under Sea Trials at a later date.

4 The actual electric load to be placed on each generator is to be discussed inadvance to ensure that full load conditions are actually met.

5 All mega readings are to be recorded.


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full flow is achieved through all parts of the hydraulic pipe work. Possibly this will

have to be undertaken in sections to achieve the desired cleanliness results.

System pumps should not be used for flushing purposes.

120. Ballast System.

1 The Ballast system self priming two speed pump 801.001 is to be checked forcorrect rotation and control function.

2 The effective suction of sea water from both sea chests P & S is to bedemonstrated with the sequential transfer of ballast water to the fore peak tank

No 1. and to tanks No 5 P & S. then to tanks No 17 P & S. then to tanks No 29 P &

S and finally tank No 32 aft. Finally ballast water will be transferred to the Anti

roll/WB tanks No 14 and 15 P & S.

3 The control of the above bilge water transfer exercise is to be demonstratedusing the SCADA automation system.

4 During the whole process the initial and final contents of each tank will berecorded before moving on to the next tank drain and fill sequence.

5 The Ballast System cross connection with the Bilge Pump 803.002 is to bedemonstrated.

6 The port side discharge is to be demonstrated.7 The interconnection to the Chilled Water system is to be demonstrated.8 The interconnection to the fire main is to be demonstrated.9 The Heeling System test No 126 is to be conducted during the same period.10 On completion of the exercise the vessel will be ballasted for her predetermined

draft and trim for her sea trials condition.

121-611. SAT. Forward Thruster Test

The full independent control of this thruster is to be fully and independently

demonstrated as follows:-

1 All main propulsion propellers and other thrusters are to be stopped and the shipis to be dead in the water with head to the wind.

2 The thruster is to be set to full power to turn the ship through 180 degrees first toport and then the test repeated to starboard.


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3 The following information is to be recorded in both directions: Time taken to reach a 90 degree change of heading. Time taken to reach a 180 degree change of heading. Time taken to reach a 270 degree change of heading. Time taken to reach a 360 degree change of heading. The maximum power draw on the thruster motor (amps)

121-611. SAT. Stern Thruster no 1





3 The following information is to be recorded in both directions: Time taken to reach a 90 degree change of heading. Time taken to reach a 180 degree change of heading. Time taken to reach a 270 degree change of heading. Time taken to reach a 360 degree change of heading. The maximum power draw on the thruster motor (amps)

121-611. SAT. Stern Thruster no 2.





3 The following information is to be recorded in both directions:- Time taken to reach a 90 degree change of heading.


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Time taken to reach a 180 degree change of heading. Time taken to reach a 270 degree change of heading. Time taken to reach a 360 degree change of heading. The maximum power draw on the thruster motor (amps)

4 The above test is then to be repeated with both Stern Thrusters No 1 and 2running together.

122. SAT. Azimuth Thruster

The full independent control of this 360 degree azimuthing thruster is to be fully

and independently demonstrated as follows:



3 The following information is to be recorded in both directions:- Time taken to reach a 90 degree change of heading. Time taken to reach a 180 degree change of heading. Time taken to reach a 270 degree change of heading. Time taken to reach a 360 degree change of heading. The maximum power draw on the thruster motor (amps).

4 The azimuth thruster is to be set such that the vessel is driven forward at its bestpossible speed. The maximum speed achieved after 10 minutes is to be

recorded together with the maximum power draw on the drive motor (amps).

5 The azimuth thruster is to be set such that the vessel is driven astern at its bestpossible speed with the rudders centralised. The maximum speed achieved

after 10 minutes is to be recorded and any difficulties in achieving a straight

course. NOTE: The astern speed may be limited by any limitation imposed by the

design of the rudder systems if so then this is to be noted

6 The raising and full lowering of the thruster is to be demonstrated together with


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its safe locking and stowing arrangement for when it is not deployed. Bridge

warning lights are to be checked.

122a. Forward Thruster.

1 The FW cooling system is to be in a fully commissioned condition and coolingwater flow verified through the Forward Thruster Frequency Converter and the

thrusters Drive Motor cooling jackets.

2 The run position for all system valves is to be checked.3 The electric switchboard and remote control system is to be operational.4 The emergency stop control is to be working.5 The system is to be charged with the correct grade of oil via the head tank

ending, after venting the system, with the tank filled to the correct level.

6 The correct rotation of the servo pump motor is to be checked.7 The level of the head tank is to be checked before commissioning. If it has

dropped the potential leak is to be investigated before topping the system up

again.

8 Further tests see 121.122b. Azimuth Thruster.

1 The FW cooling system is to be in a fully commissioned condition and coolingwater flow verified through the Azimuth Thruster Frequency Converter and the


2 The electric switchboard and remote control system is to be operational.3 The emergency stop control is to be working.4 The run position for all system valves is to be checked.5 The system is to be charged with the correct grade of oil via the head tank


6 The servo pump unit is to be checked to ensure that the pumps are rotating inthe correct direction.

7 The hydraulic retracting mechanism should be run and the control functionverified.


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8 The level of the head tank is to be checked before commissioning. If it hasdropped the potential leak is to be investigated before topping the system up

again.

9 Further tests see 121.Note. The above unit has to have its locking plates welded into position in drydock

before it can be fully commissioned.

122c. Stern Thruster No 1.

1 The FW cooling system is to be in a fully commissioned condition and coolingwater flow verified through the Stern Thruster No 1 Frequency Converter and the


2 The electric switchboard and remote control system is to be operational.3 The emergency stop control is to be working.4 The system valves should all be checked to be in the run position.5 The correct rotation of the servo pump motor is to be checked.6 The system is to be charged with the correct grade of oil via the head tank



again.

8 Further tests see 121.122d. Stern Thruster No 2.

1 The FW cooling system is to be in a fully commissioned condition and coolingwater flow verified through the Stern Thruster No 2 Frequency Converter and the


2 The electric switchboard and remote control system is to be operational.3 The emergency stop control is to be working.4 The correct rotation of the servo pump motor is to be checked.5 The system valves are to be checked to ensure that they are in the run position.6 The system is to be charged with the correct grade of oil via the head tank


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again.

8 Further tests see 121.123. Shaft Brake Locking.

1. This test can only be undertaken when the vessel is underway. Brake to be

applied on each shaft in turn with the other propeller operating at full power

124. Thrust Bearing.

1 The temperature of the thrust/plummer shaft line bearing is to be monitoredduring sea trials with special attention to the final temperatures reached after

the full power endurance trial.

2 The visual condition of the oil is to be checked after full power sea trials.125. Stern Tube Bearing and Seal System.

1 The correct operation of the 2 off stern tube LO pumps 673.055/056 is to beverified plus the function of the LO level switches in the head tanks.

2 The condition of the stern tube oil is to be checked after the 100% powerendurance run during sea trials.

3 The condition of the shaft earthing devices is to be checked during sea trials.4 After sea trials whist the vessel is alongside in still water, a visual check is to be

made for any oil in the water around the vessel. (This could be an indication of

a problem with any one of the thrusters or main propulsion lines)

126. Heeling System

1 At the time of the ship inclining experiment before sea trials, fill heeling tanks 36 P& S half full. Pump water via heeling pump 801.008 in the aft thrusters room from

Port to Starboard and vice versa. Measure the time taken for each transfer of

heeling system ballast water and the resulting heel angles to the ship achieved.

2 Finish the test by leaving the P & S tanks in the neutral position each half full?? =Slopping!! Press full or leave empty Discuss.


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126.B Anti Roll System.

1 The effective operation of the anti roll system is to be demonstrated in a similarsea state and ship heading condition with the system running and not running.

Rolling motion measurements are to be taken in both conditions

2 The ship is to be run at cruising speed of 12 knots parallel with the prevailing seastate with the stabiliser locked by its air valves.

3 The value of the ship GM excluding any free surface from the tanks is to benoted

4 Out to out measurements of roll angle are to be measured for at least 100 rollcycles and analysed for occurrence in 3 degree band widths.

5 The ship is then to be run at cruising speed of 12 knots parallel with the prevailingsea state with the stabiliser operating under gyroscopic control.

6 Out to out measurements of roll angle are to be measured for at least 100 rollcycles and analysed for occurrence in 3 degree band widths.

7 In each case the numbers of occurrences in each band width are to becalculated as percentages of the total number of occurrences. These are then

to be accumulated from the largest roll angle band width backwards to zero

and the results plotted on a graph of %age occurrence (y axis) against mean

band width roll angle (x axis).

8 The are under the unstabilised curve (Aus) is to be calculated9 The area under the stabilised curve (As) is to be calculated10 Stabiliser performance is to be judged from the equation (Aus As)/Aus

expressed as a %age.

11 It is expected that the result should be in excess of 40% which is a measure ofthe statistical roll reduction in irregular sea states

127. Machine Tools.

1 After the centre lathe has been fully installed undertake a concentricity test ona 500mm test work piece held between the lathe chuck and tail stock centre.

Machine the full length and check for concentricity. Adjust the head/tailstock if

required and repeat the test until correct.

2 Undertake a functional test of the bench grinder, drilling machines and welding


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equipment.

128. Maintenance Systems.

1 The ease of access for maintenance of all items of machinery is to bedemonstrated.

2 The practicality of the overhaul routes drawn are to be demonstrated.3 The lifting facilities within the machinery spaces are to be demonstrated.

Thisincludes lifting eyes, rails and the transfer of items between each.

129. Shaft Turning Device.

1 Check that the P & S turning mechanism can be engaged and turn the shaft ineach direction smoothly and easily.

2 Ensure that that an interlock mechanism is in place such that it is not possible toturn the propulsion motor whilst the shaft turning gear is engaged.

3 Question. Is this device intended to act as a shaft brake when it is engaged? i.e.stop the shaft rotating if the vessel was running on one shaft only??

130. Fuel Oil Separator.

1 This test is to be carried out at the same time as test 101 Fuel System.2 Effective discharge to the sludge tank to be demonstrated.

131. Lubrication Oil Separator

1 This test is to be carried out at the same time as test 108 Lubrication system.2 Effective discharge to the sludge tank is to be demonstrated.

132. Local Fire Fighting System.

1 This test is to be undertaken to ensure that all of the features shown on theapproved version of the ships Fi Fi and escape plan are complied with.

2 This test is also to be undertaken in conjunction with test no 204. Fire DetectionSystem. 205. CO 2 system. 301. Fi Fi system hydrants hoses. 303. Fi Fi inventory.

133. Oily Water Separator

1 The separator is to be commissioned and its ability to achieve a discharge of lessthan 15-ppm oil in water content demonstrated.

2 The machine must be accompanied by a valid MARPOL certificate.


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142. Inclining Test.

1 The inclining test is to be undertaken just before the ship leaves for sea trials. Thevessels Trim and Ballast condition should be in readiness for these sea trials.

2 The inclining test results will be used to determine the vessels Lightweight,Longitudinal centre of gravity and Vertical centre of gravity.

3 The Deadweight capacity of the vessel is to be calculated at this timeassuming a scientific stores load of 375 tonnes as per the Building Specification.

Draft measurements are to be taken P & S aft, mid ships and forward. The SG of

the sea water alongside the shipyard is to be measured.

4 The results of the inclining test are to be used when preparing the ContractSchedule B2 Certificate of Seaworthiness before the vessel departs from the

shipyard for trials.

5 The GM for the vessel established during this test is to be used when planningtrials for the over side lifting devices. Comparison is to be made with the

predicted GM value obtained during ship model tests. (Note. Mid Ship crane =

30 Ton slewed over the starboard side of the vessel.)

201 Emergency Generator Load Test.

1. The load test will be conducted such that the following are clearly

demonstrated.

A. Compliance with SOLAS regulation 43 requirements for starting from the dead

ship condition. (See test 103)

B. The ability of the emergency generator to take up its full rated load.

202. Emergency Lights.

1. This test is to be carried out in conjunction with test 201 Emergency Generator

Load test.

204. Fire Alarm System.

1 This test is to be carried out in close conjunction with tests 205 CO 2 system. 301Fire Hydrants. 303. FiFi Inventory.

2 The final approved version of the ships Fire Safety drawing must be availablewhen these tests are undertaken.


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205. CO 2 System.

1 This test is to be undertaken in conjunction with tests 204 Fire Detection system.301 Fire Hydrants. 303 Fi Fi Inventory.

2 The Engine Room ventilation test 316 but have been completed satisfactorilybefore commissioning the CO 2 system.

3 The final approved copy of the ships Fire Safety Plan must be available whenundertaking this test.

4 The function of the CO 2 release alarm is to be demonstrated by simulation.207. Emergency Stop Fans/Pumps/Separators.

1. This test should be undertaken at an early stage when commissioning the

above equipment.

212. Main Electric Propulsion + Remote Control System.

1 Before starting any work on this equipment the interior of all associatedswitchgear cabinets is to be cleaned.

2 This test can only be completed during Sea Trials when realistic operationalconditions can be replicated.

3 When the system is under significant load all switch gear and associated plantshould be systematically scanned with a Thermal Image Camera to detect any

hot spots at cable connections or other features within the system.

4 A test to demonstrate the ship performance with only one propeller underpower is to be undertaken to see what speed can be achieved. The second

propeller should be stopped whilst this test is undertaken. (Braked?)

5 The same test should be repeated with the second propeller allowed to freelyrotate. Maintain lubrication system. The maximum ship speed achieved is to be

compared with that achieved in the first test when the redundant propeller

was stopped (Braked)

6 The following propulsion conditions are also to be tested:A) Maximum speed all engines 90% MCR. 15 knots + head sea state 4 min.

Endurance trial 4 hrs duration.

B) Best fuel consumption test min12 knots + head sea state 4 min.


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C) Demonstrate ability to maintain min 10 knots + head sea state 7.D) D) Best speed one engine/generator per shaft line in operation.E) E) Silent running mode tests.F) F) DP mode tests.

7 After commissioning all space heaters are to be left on.212sat. SAT. Main Electric Propulsion + Remote Control System.

1 This test can only be completed during Sea Trials when realistic operationalconditions can be replicated.

2 When the system is under significant load all switch gear and associated plantshould be systematically scanned with a Thermal Image Camera to detect any

hot spots at cable connections or other features within the system.

3 A test to demonstrate the ship performance with only one propeller underpower is to be undertaken to see what speed can be achieved. The second

propeller should be allowed to freely rotate with drive train lubrication system still

running whilst this test is undertaken. (See also test 602 speed trials)

4 A test to demonstrate the ships ability to run asternwith a progressive increase inpower applied to both propulsion electric motors is to be undertaken and the

ability of the vessel to maintain a straight course recorded. The rudders are to

be centralised before undertaking this trial. NOTE; This speed may be limited by

the design of the rudders in resisting astern speed loading.

5 An acceleration test is to be undertaken with the ship in the dead in thewater condition until maximum speed is achieved. (15 knots) Time elapsed to

be recorded.

6 A crash stop test is to be conducted from the vessel proceeding at full speedahead (15knots) with rudders centralised. After due warning to the crew, both

of the bridge propulsion remote control levers are to be moved from the full

ahead to full astern positions in one swift continuous movement. The time to

reach zero ahead speed and starting to move astern is to be recorded

accurately. The performance of the remote control, alarm, power

management and associated systems is to be closely monitored during this test.

When the vessel is making her best speed astern the control levers are to be

placed in the full ahead positions again and the time taken for the vessel to


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reach zero speed from going full astern is to be recorded and the time from full

astern till effective full ahead speed is achieved again is to be recorded. The

possibility of alarm conditions arising during this test should be appreciated and

plenty of clear sea room should be sought before attempting this test.

7 The following propulsion conditions are also to be tested: (See test 602)A. Maximum speed all engines 90% MCR. 15 knots + head sea state 4 min.B. Best fuel consumption test minimum speed12 knots with a head sea state 4

conducted over a 4 hours duration.

C. Demonstrate ability to maintain min 10 knots + head sea state 7.D. Best speed one engine/generator per shaft line in operation.E. Silent running mode tests.F. DP mode tests.

215. (Shaft) Earthing Device.

1. This test is to be repeated after sea trials to ensure that it is still working.

216. 24 volt DC Battery System.

1 Ensure that the battery charger operates automatically to charge the batterybank at its full rated capacity and cycles to a reduced maintenance charge

when the battery bank is fully charged.

2 Check battery storage and ventilation.217. Master Clock System.

1. Check the location and type of clock in each ship compartment according to

the clock system drawing.

219. Lanterns & Search lights.

1 The easy operation of the two search lights from within the wheelhouse is to bedemonstrated and the effective range and coverage of each beam of light.

220. Intercom + Telephone System.

1 In the interests of convenience this system should be commissioned as soon as ispractical.


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221. General Alarm Test.

1. The general alarm test should be undertaken at the earliest opportunity in the

HATs test programme.

227. Dynamic Positioning System.

1. The tests covering this system will form part of the vessels Sea Trials.

Notes

-Navigation link to (USBL) and (LBL) systems. -LRS DP (AM) classification. -Up to 30

knots gusting 40 on beam. -Sea state 6 on beam. -Surface current 0.5 knots. -

Power consumption monitoring thrusters.

229. CCTV System.

1 The mountings and aim of each of the 15 off cameras is to be checked fordurability and the ability to scan its respective work station.

2 The 7 off cameras with a remote pan and tilt facility are to be functionallytested.

3 The overall quality of the pictures received is to be appraised.230. Freon Leak Alarm Test.

1. Functional test required.

231. Hospital and Freezer Alarm.

1. Functional test required from each position.

233. Rotary Converters.

1 Before starting any equipment all associated switchgear cabinets are to becleaned internally.

2 When each converter is running under near full load each machine and itsassociated switchgear is to be systematically scanned with a Thermal Image

camera to check for hot spots.

3 The full performance of this machinery will only be accessed whilst it is underhigh load conditions during sea trials.


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234. Battery Less Telephone.

1. In the interests of convenience this system should be commissioned as soon

as possible.

235. Engine Room Telegraph.

1. This system forms part of the overall machinery automation and alarm system

that must be fully commissioned before any machinery is started.

236. Alarm Monitoring System.

1. This system forms part of the Integrated Machinery Automation and Alarm

system and must be fully commissioned before any machinery can be

started.

236a Unmanned Machinery Space Test

1 This test has to be undertaken to the entire satisfaction of LRS, MCA and theOwners.

2 It is expected that this test will extend over at least 12 hours and during thatperiod no machinery related alarms will be triggered or other mishaps.

3 During this test, walk around inspections of the machinery areas will beundertaken but no interventions with machinery will be allowed if the trial is to

remain valid. If problems arise the test will have to be rerun.

237. Power Management Test.

1 This test can only be realistically undertaken under sea trials conditions when theElectrical system of the ship can be fully tested with its numerous load

configurations covering Propulsion and Dynamic Positioning, Scientific Winches

and related loads, Cranes and hydraulic loads.

2 The sea trial procedure is to chart the most significant Electric loadconfigurations for test and verification.

3 During sea trials a log is to be maintained with readings every half hour showingclearly what Electrical load is being maintained, how many generators in

operation and list the principal power consumers.


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238. Emergency Switch Board. 230 volt 50 hz

1 The switch will be commissioned by the makers Siemens mega tested and theresults recorded.

2 Sufficient load is to be connected to the switch board to demonstrate the abilityof the generator to work up to its full rated load.

3 Whilst operating at full power the switch board is to be scanned with an infra redheat seeking senBuilding Specification to detect any hot spots within the board.

239. Emergency Switch Board. 415 volt 50 Hz.

1 The switch board will be commissioned by the makers Siemens and mega testedwith the results recorded.

2 Sufficient load is to be applied to the switch board in order that the full loadcapacity of the emergency generator set can be demonstrated.

3 Whilst operating at full load the switch board and associated transformer T13 willbe scanned by an infra red heat seeking senBuilding Specification to detect

any hot spots within the board.

240. Main Swbd. 115v 60Hz Clean Power.

1 Before commissioning the switchboard it is to be cleaned internally.2 The equipment will not be considered fully commissioned until it has been

operated at its fully rated working load. (100kw)

3 When the equipment is running under substantial load it is to be systematicallyscanned with its associated transformer T14 & T15 for hot spots with a Thermal

Imaging camera.

241. Main Swbd. 230v 50Hz.


operated at its fully rated working load.

3 When the equipment is running under substantial load it is to be systematicallyscanned with its associated rotating converters plus transformer T5 & T6 for hot

spots with a Thermal Imaging camera.


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operated at its fully rated working load. (200kw)

3 When the equipment is running under substantial load it is to be systematicallyscanned with its associated transformer for hot spots with a Thermal Imaging

camera.





Imaging camera.

244. Main Swbd. 415v 50Hz Winches.




Imaging camera.




3 When the equipment is running under substantial load it is to be systematicallyscanned with its associated rotating converters for hot spots with a Thermal

Imaging camera.


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1 Before commissioning the switchboard it is to be cleaned internally.2 Attention is drawn to the manufacturers commissioning instruction warning

regarding the operation of the 690v Bustie Breaker

3 The equipment will not be considered fully commissioned until it has beenoperated at its fully rated working load.

4 When the equipment is running under substantial load it is to be systematicallyscanned with its associated feeder to bow and stern thrusters, Azimuth thrusters,

P& S propulsion motors, transformers T3, T4, T11 & T12 for hot spots with a Thermal

Imaging camera.

247. Electric Lighting Accommodation.

1. The above test is to be undertaken in a systematic manner with the LUX

readings from each space tabulated on a copy of the GA drawing showing

the levels required from the Building Specification against those actually

achieved.

248. Electric Lighting Outer Deck.

2. The above test is to be undertaken in a systematic manner with the LUX

readings tabulated on a copy of the GA drawing in a shadow diagram form

showing the light levels achieved. i.e. similar to a tank washing machine or fire

monitor.

249. Flood Lights.

1 The portable lights indicated in the Building Specification are to bedemonstrated.

2 A walk around check is to be made at night time to ensure that all the workingdeck areas including the hanger and over side deployment areas are properly

illuminated.

3 The search lights are to be tested under test 219 Navigation Lights and Searchlights


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250. Integrated Bridge System

1 The whole outfit of ships equipment required for the navigation of the vesselduring sea trials must be commissioned at the dockside prior to departure. If any

additional calibration or adjustment is required it will be undertaken during the

initial phase of the sea trial. e.g. magnetic compass swinging, autopilot and

radars.

2 All of the equipment required for primary bridge functions will be tested in theblack out condition.

3 The rudder angle indicator adjustment has to be completed before the abovetests. See test 118.

257. Electro Chlorination Unit.

1. The system is to be demonstrated to function and inject into the sea chests

P&S either side of the sea bay to help prevent the formation of marine

growths.

258._501. 601. SAT. DNV. Noise and Vibration Measurements.

1 These tests are to be carried out in a systematic survey manner throughout thewhole vessel using the ship GA drawing as a planning tool for the exercise.

2 All items of machinery are to be measured in their full operational runningcondition.

3 Particular attention is to be given to the aft HPU machinery and the cargo holdwith HP seismic containerised compressorrunning. The aft accommodation on

main deck is to be particularly addressed under these conditions

4 Special attention is also to be given to the main engines in a fully loadedcondition.

5 Readings obtained from the uncoupled trial on the main propulsion electricdrive motors are to be integrated into the overall N&V report.

6 Overall readings are also to be given for the machinery, laboratory andaccommodation spaces.


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259. Black Out Test

1 This test is to confirm that the requirements of SOLAS Regulation 43 and 44Chapter 11-1 are complied with.

2 The secondary starting device for the Emergency Generator will bedemonstrated in accordance with SOLAS Regulation 44.

3 See also test 103. Emergency Generator.301. FiFi System (Hydrants, Hoses etc)

1 The above test is to be carried out at the same time as test 303 FiFi equipmentinventory check.

2 The final approved version of the ships Fire Safety Plan is to be available for thistest.

3 All hydrant valves will be closed except the 2 off hydrants to be tested at thefurthest legs of the system. e.g. top of navigation bridge(highest point) fore deck

(furthest point)

4 The discharge pressures at each pump and hydrant to be recorded.5 The main and emergency fire pumps will be commissioned with all remote

control stations to be demonstrated. e.g. Fire control station and bridge.

6 The pressure at any one of the hydrants will not be less than 3 kg/cm2.7 The emergency fire pump is to be run for 1 hour continuously and the discharge

pressure monitored.

8 The wash connection to the P & S chain wash connections is to bedemonstrated.

303. FiFi equipment Inventory Check

1 The above test is to be carried out at the same time as test 301 FiFi SystemHydrants, Hoses etc.

2 The final approved version of the ships Fire Safety Plan is to be available for thistest.


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304 Sanitary System

1 The correct operation of all toilets located in cabins and public spaces is to bedemonstrated.

2 The level of sound produced whilst flushing individual outlets in the system is tobe noted and corrected if found excessive.

3 The standby connection from a seawater service line to the system is to bedemonstrated.

4 Simulate a vacuum failure and correct function of the failure alarm.5 Demonstrate the correct function of the Sewage tank level alarms.

305. Tank Pressure Tests

1 Before final closure of every tank the Owners Superintendent is to be given theopportunity to inspect the condition of each tank.

2 A schedule is to be produced showing details of each tank pressure test andfinal inspection by whom and giving the date and comments.

306. Domestic FW system

1. The correct function of the following equipment is to be demonstrated:-

Chlorination Unit. Dehardening/Mineralising filter. UV Sterilizer. Hydrophore pumps.

Charcoal/particle filter bank.

FW Transfer pump. Hot water circ pumps. Hot water Calorifier (See separate test 308). Watermakers (See separate test 307).

1 Service outlets to cabins, galley, laundry, laboratories, eyewash units,decontamination showers and deck wash points to be physically tested.

2 With the whole system commissioned the noise level generated by the


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installation is to be monitored and corrected if found to be too high.

307. SAT. Watermakers.

1 Each water maker is to be demonstrated to be capable of producing 10 tonnesof fresh water per day from the engine cooling system and or electric heater.

2 Each machine is not to exceed a distillate salinity level of 5 ppm. This capabilityis to be demonstrated.

307. Water Maker(s)

1 The high salinity alarm function on each water maker is to be demonstrated.(Over 5ppm)

308. Hot Water System.

1 The effective operation of the system to be demonstrated with hot waterflowing from all service outlets in cabins, galley, laundry, laboratories, and aircon

system.

2 The effective insulation of system pipes to be checked.3 The quiet running of the hot water circulating pumps 581. 003/4 is to be

checked.

4 The electrical load for heating the calorifier is to be verified. (7 x 15kw heatingelements)

309. External Doors/Windows/Hatches Water Tightness Test.

1. The above test will also include:

Roller hanger doors Cargo, Hanger, Engine/Winch room and Provisions hatches Crane control cab windows Foremast/weather station assembly.

310. Provision / Cooling Plant.

1 The manufactures commissioning procedure is to be carried out including HPand LP control switch settings with cooling water control.

2 The door trace heating arrangements are to be demonstrated.3 The door alarm system is to be demonstrated (See also test 231).


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4 The cooling water connections for running the compressor whilst the ship is in drydock using a shore side water supply are to be demonstrated.

5 A refrigerant leak alarm test is to be undertaken (See also test 230).6 The automatic start up of the standby compressor is to be demonstrated.7 A cooling down test is to be undertaken to achieve. Meat and Fish Rooms -25

degrees C. Vegetables and Dairy products rooms 2 degrees C. Times to pull the

temperatures down are to be recorded.

8 When the storage temperatures have been achieved the cooling plant is to betopped and the temperature rise curve in each room is to be recorded over 12

hours.

9 During the above test a compressor running log is to be maintained andupdated every hour showing:

Compressor side. Pressure of refrigerant suction LP and discharge HP andlube oil pressure.

Compressor motor side. Current draw, Voltage and rpm. Condenser side. Temperature of cooling water inlet and outlet. Pressure of

cooling water outlet.

Ambient Condition. Temperature of outside air. The noise generated by the compressor is to be monitored.

311. Liferafts

1 Check that the hydrostatic release devices are correctly installed and are wellwithin their service dates.

2 This will also be a MCA item for inspection.312. Window Wipers

1 Demonstrate the operation of the rotating Clearview screen(s).2 Check that spare wiper blades have been supplied with the equipment and

stored on the bridge,

3 Check that the bridge warm air screen blowing system works.


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313. Escape and Safety Markings

1 The approved fire safety plan is to be mounted in the designated positionswithin the ship before this test is undertaken.

2 This test is to be witnessed by the MCA.3 Surface finish of all walkways to be verified during this test.4 The positioning of all hand rails to be verified during this test.5 The clear unobstructed exit from all spaces to be physically checked to ensure

that no likely obstacles are present.

314. MOB Alarm Test

1. This test to be witnessed by the MCA.

315. Typhon. Air horn test.

1 This test to be witnessed by the MCA.2 Check that air horn does not present a hazard in its current mounting position.

316 Ventilation Fans for Engine Room

1 The noise level and any significant vibration generated by these fans or theirassociated trunking and baffles is to be measured and reduced if found

necessary.

2 These fans and their associated controls need to be commissioned at an earlystage of the HATs programme to avoid having to keep the ER access hatch

open to provide ventilation and combustion air for the engines.

318. Remote Sounding System

1 The vessel must be on an even keel before undertaking this test with no list.2 Each individual bilge alarm is to be physically checked for its correct function.3 The individual remote tank readings recorded are to be checked via physical

tank soundings and tabulated. Any anomalies are to be corrected.

4 The readings indicated on the SCADA display are to be checked to ensure thatthe correct tank or space is being read as indicated.

5 This test is to be witnessed by the MCA


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319. Anchor Trial.

1 The deployment and recovery of each anchor is to be observed to ensure thatthe anchor clears the ships structure and returns at the correct angle.

2 The hawse pipe washing system is to be demonstrated.320. Capstans, Mooring Winches

1 The run of a test mooring warp through each fairlead possibility to the respectivewinch or capstan.

2 The capstan is to be physically demonstrated to tension the warp and themeans by which the warp tail end can be easily secured.

321. SAT. A Frame trial.

1 The Scientific winch tests no 733 with all of its associated systems must havebeen completed before undertaking this test on the A Frame.

2 The scientific winch system provides wires to the following over side handlingfacilities:

Deep Water Coring winch to the Parallelogram, A frame and Mid shipcrane.

CTD winch to the Parallelogram and the Hydro boom. Deep Tow winch to the Parallelogram, Aft A frame and Mid ship crane. Coring winch to the Parallelogram, Aft A frame and Mid ship crane. Trawl winch to the Parallelogram, Aft A frame and Mid ship crane.

3. The ability to deploy any combination of wires from the above winches via theirguide sheaves to the Aft A frame quickly and safely is to be demonstrated.

4. The Aft A frame tests are to be cross referenced to the following related tests: 702. Over side Handling 325. Parallelogram. 326f. Mid ship crane. 733. Scientific winches 142. Inclining test.5. A static test load of 35 tonnes is to be applied to the A frame and held to

prove the foundations of the device.


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The Aft A frame without its test load is then to be moved through its full travel

forward and then aft. The traverse speeds in and out are to be recorded along with

the HPU power demands. A visual structural inspection of the assembly is to be

made during the process. From the traverse speeds measured a calculation is to be

made of the predicted luffing weight/speed at maximum power output of the HPU.

6. The Building Specification parameters of Outreach over stern 4m, Clear liftingheight above deck 8m, & Clear width between pedestals 8m are to be verified.

7. The controls for Aft A frame are to be proven from each control station. Slowworking inching control is to be demonstrated.

8. The operation of the Aft A frame articulated section is to be verified in a similarmanner to the main structure. The avoidance of any clash situations with the

surroundingstructures is to be proven. The line of sight for the operator from each

control position to the lifting device wire/load is to be demonstrated. The

provision of deck protection and anti slip provision under the A frame

operational area is to be verified. The provision of safety railings and related

structures to protect crew during lifting operations is to be verified.

9. The ability to tow loads (As given in test 733) from the A frame are to bedemonstrated at speeds up to 12 knots. This ability is also to be demonstrated

with loads out at 90 and 60 degrees from the centre line of the vessels centre

line whilst the vessel is turning. The ability of the articulated section of the A

frame to tow loads under the same conditions as the main structure is to be

demonstrated.

10.The effective provision of deck work lights for over side lifting operations is to bedemonstrated. The effective positioning of CCTV cameras is to be proven for

over side lifting operations.

322 P+S Lifeboat Test

1 This test is to be witnessed by the MCA.2 This test is to be run in conjunction with the life boat davit tests. See 341 & 342.3 The ease of evacuation and actuation of release controls is to be

demonstrated.

4 The full deployment and recovery of each loaded lifeboat is to bedemonstrated.


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323. MOB boat.

1 This test is to be witnessed by the MCA.2 This test is to be run in conjunction with test 343 MOB Boat davit.3 The full deployment and recovery of the MOB boat with its crew is to be

demonstrated.

4 The boat is to be launched, engine started and boat run away from the shipbefore being recovered.

324. Watertight sliding doors.

1 Each watertight door is to be individually tested from its local controls to ensurethat this operation can be accomplished easily.

2 The bridge control station and indication is to be tested and checked to ensurethat actual door function agrees with the remote indication and alarms.

3 This test needs to be witnessed by the MCA.325. SAT. Parallelogram frame trial.

1 The Scientific winch tests no 733 with all of its associated systems must havebeen completed before undertaking this test on the Parallelogram.

2 The scientific winch system provides wires to the following over side handlingfacilities:

Deep Water Coring winch to the Parallelogram, A frame and Mid shipcrane.

CTD winch to the Parallelogram and the Hydro boom. Deep Tow winch to the Parallelogram, A frame and Mid ship crane. Coring winch to the Parallelogram, A frame and Mid ship crane. Trawl winch to the Parallelogram, A frame and Mid ship crane.

3 The ability to deploy any combination of wires from the above winches via theirguide sheaves to the Parallelogram quickly and safely is to be demonstrated.

4 The Parallelogram tests are to be cross referenced to the following related tests:702. Over side Handling.

326f. Mid ship crane.


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321. A frame.

733. Scientific winches

142. Inclining test.

5 A static test load of 35 tons is to be applied to the Parallelogram and held toprove the foundations of the device The Parallelogram without its test load is

then to be moved through its full travel over the starboard side of the vessel

(2.5m). The traverse speeds in and out are to be recorded along with the HPU

power demands. A visual structural inspection of the assembly is to be made

during the process. From the traverse speeds measured a calculation is to be

made of the predicted luffing weight/speed at maximum power output of the

HPU.

6 With the test load swung out over the starboard side the alteration in ships heelangle is to be measured. The measured inclination to starboard of the vessel

under these test conditions is to be directly co related to the results obtained

during the ship inclining experiment (test 142) and form the basis for compiling

the final ships stability book.

7 The Building Specification parameters of Outreach over the side 2.5m,Secondary load outreach over the side 4.5m. &

Documents

T5-Point 5.3 Test&Trials Program