F25.01 - Structures

SIGNIFICANCE AND USE
4.1 To achieve success in ship construction, it is necessary for the ship owner and the ship builder to agree on the level of quality in the final product. Classification rules, regulatory requirements, and ship specifications all help to define an acceptable level of construction quality; however, this guidance alone is not sufficient. It is up to the shipbuilder, therefore, to describe the level of workmanship sufficiently that will be reflected in the delivered ship, and for the ship owner to communicate their expectations effectively for the final product.  
4.2 It is the intent of this document to contribute to these objectives in the following ways:  
4.2.1 To describe a reasonable acceptable level of workmanship for commercial vessels built in the United States.  
4.2.2 To provide a baseline from which individual shipyards can begin to develop their own product and process standards in accordance with generally accepted practice in the commercial marine industry.  
4.2.3 To provide a foundation for negotiations between the shipbuilder and the ship owner in reaching a common expectation of construction quality.  
4.3 The acceptance criteria herein are based on currently practiced levels of quality generally achieved by leading international commercial shipbuilders. These criteria are not intended to be a hard standard with which all U.S. shipyards must comply. Rather, they are intended to provide guidance and recommendations in the key areas that play a major role in customer satisfaction and cost-effective ship construction.
SCOPE
1.1 This practice consists of three annexes: hull structure, outfitting, and coating. The subject of these annexes was selected for several reasons. Other commercial shipbuilding nations already have in place widely recognized standards of expectations in these areas. These constitute the most significant areas where workmanship is a critical factor in customer satisfaction. The cost associated with the labor involved in these three areas is a significant factor in construction man-hours and overall schedules.  
1.2 The standard criteria provided in this practice are intended to apply to conventional, commercial ship construction. In many cases, specialized, nonconventional vessels using nonstandard materials or built-to-serve sole requirements may require unique acceptance criteria that are beyond those provided in this practice.  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

ABSTRACT
This specification covers the principal dimensions and materials of chocks installed in ships to comply with the regulations of the Panama Canal. It indicates the workmanship, finish, and appearance of deck mounted chocks, along with the configuration of bulwark mounted chocks. The dimension requirements and classification of chocks are included as well.
SCOPE
1.1 This specification covers the principal dimensions and materials of chocks installed in ships to comply with the regulations of the Panama Canal.  
1.2 Chocks can be used with either wire rope or fiber and synthetic ropes.  
1.3 Chocks are for mounting directly on a deck, seat (foundation) or for mounting in a bulwark.  
1.4 To meet Panama Canal Company regulations the radius of contact surfaces of lines must be 180 mm.  
1.5 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

ABSTRACT
This specification covers the principal dimensions and materials of closed chocks for installation on ships used for mooring. It specifies the classification of chocks, their dimension requirements, and strength requirements. It also demonstrates the proper horizontal and vertical loading for Type A and Type B chocks.
SCOPE
1.1 This specification covers the principal dimensions and materials of closed chocks for installation on ships used for mooring.  
1.2 Chocks can be used with either wire rope or fiber and synthetic ropes.  
1.3 Chocks are for mounting directly on a deck, seat (foundation), or for mounting in a bulwark.  
1.4 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

ABSTRACT
The Shipbuilders and Marine Paints and Coatings Product/Procedure Data Sheet2 provides on one sheet needed information concerning the characteristics of a specific paint or coating to include generic description, physical properties, surface preparation requirements, application requirements, and safety. When filling out the Product/Procedure Data Sheet remember that the information contained therein will be utilized by both technical and production personnel. The completed data sheets can be used by technical personnel to help evaluate the technical acceptability of a proposed material, by production personnel to evaluate production compatibility of proposed materials and to provide application instructions for selected paints and coatings materials, and by quality control personnel to verify attributes of materials.
SCOPE
1.1 The Shipbuilders and Marine Paints and Coatings Product/Procedure Data Sheet2 provides on one sheet needed information concerning the characteristics of a specific paint or coating to include generic description, physical properties, surface preparation requirements, application requirements, and safety. The front side of the sheet contains four major, numbered paragraphs and a highlighted section for Special Safety Precautions. These paragraphs are as follows:
I. Generic Type and Description
II. Manufacturers Data
III. Properties  
IV. Surface Preparation Minimum Requirements  
The back side of the page contains the following paragraphs:
V. Mixing Procedure
VI. Application  
1.2 The completed data sheets can be used by technical personnel to help evaluate the technical acceptability of a proposed material, by production personnel to evaluate production compatibility of proposed materials and to provide application instructions for selected paints and coatings materials, and by quality control personnel to verify attributes of materials.  
1.3 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

ABSTRACT
This guide provides a recommended list of selected ship structure details for use in ship construction. Structural details which have failed in service and are not recommended for use in ship construction are included as well. This guide is intended to convey the lessons learned on different configurations of ship structure details, not the dimensions, thickness, or construction methods which would result from structural calculations. Details are shown for the ten families of structural details, which are: beam brackets, clearance cut-outs, gunwale connections, miscellaneous cut-outs, non-tight collars, panel stiffeners, stanchion ends, stiffener ends, tight collars, and tripping brackets. Evaluation of details is based on in-service experience as described in "Design Guide for Structural Details". Data for over 400 details is summarized and rated by observed relative successful performance. Each of the ten families of details includes configurations with no signs of failures. The details without failures within each family group are shown in descending order of numbers observed. Those details with failures are shown in ascending order of failures (percentages are indicated for each). Thus the first detail shown in each family group has the best observed service performance and is most highly recommended while the last has the highest failure rate and therefore least desirable. The details provide guidance in the selection of structural detail configurations in future design and repair of such details.
SCOPE
1.1 This guide provides a recommended list of selected ship structure details for use in ship construction.  
1.2 Structural details which have failed in service and are not recommended for use in ship construction are included as well.  
1.3 This guide is intended to convey the lessons learned on different configurations of ship structure details, not the dimensions, thickness, or construction methods which would result from structural calculations.4  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SCOPE
1.1 Objectives—Guidelines are provided for the design, construction, and operation of an Accommodation Service Vessel (ASV) intended to provide accommodation services to an offshore installation. The goal of these guidelines is to focus attention on the safety aspects of design. These guidelines are recommended for each vessel providing accommodation service to an offshore installation for more than 36 persons.  
1.2 Relationship with Regulatory and Classification Standards—This guide covers information for designing, constructing and operating ASVs and includes considerations not generally addressed in classification or statutory requirements intended for traditional cargo or passenger ships. While portions of this guide may refer to standards, it is not intended to supersede any classification or statutory requirements.  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
4.1 This guide presents some methodologies to predict the forces required to bring a disabled ship under control within the available limits of the waterway, taking into account local influences of wind and sea conditions. Presented are methodologies to determine the control forces that an escort vessel can reasonably be expected to impose on a disabled ship, taking into account the design of the ship, transit speed, winds, currents, and sea conditions. In some instances, this guide presents formulae that can be used directly; in other instances, in which the interaction of various factors is more complicated, it presents analytic processes that can be used in developing computer simulations.  
4.2 Unlike the more traditional work of berthing assistance in sheltered harbors or pulling a “dead ship” on the end of a long towline, the escorting mission assumes that the disabled ship will be at transit speed at the time of failure, and that it could be in exposed waters subject to wind, current, and sea conditions.  
4.3 The navigational constraints of the channel or waterway might restrict the available maneuvering area within which the disabled ship must be brought under control before it runs aground or collides with fixed objects in the waterway (see allision).  
4.4 The escort mission requires escort vessel(s) that are capable of responding in timely fashion and that can safely apply substantial control forces to the disabled ship. This entails evaluation of the escort vessel's horsepower, steering and retarding forces at various speeds, maneuverability, stability, and outfitting (towing gear, fendering, and so forth). This guide can be used in developing escort plans for selecting suitable escort vessel(s) for specific ships in specific waterways.  
4.5 The methodologies and processes outlined in this guide are for performance-based analyses of escort scenarios. This means that the acceptability of a vessel (or combination of vessels) for escorting is based up...
SCOPE
1.1 This guide covers the evaluation and selection of escort vessels that are to be used to escort ships transiting confined waters. The purpose of the escort vessel is to limit the uncontrolled movement of a ship disabled by loss of propulsion or steering to within the navigational constraints of the waterway. The various factors addressed in this guide also can be integrated into a plan for escorting a given ship in a given waterway. The selection of equipment also is addressed in this guide.  
1.2 This guide can be used in performance-based analyses to evaluate:  
1.2.1 The control requirement of a disabled ship,  
1.2.2 The performance capabilities of escort vessels,  
1.2.3 The navigational limits and fixed obstacles of a waterway,  
1.2.4 The ambient conditions (wind and sea) that will impact the escort response, and  
1.2.5 The maneuvering characteristics of combined disabled ship/escort vessel(s).  
1.3 This guide outlines how these various factors can be integrated to form an escort plan for a specific ship or a specific waterway. It also outlines training programs and the selection of equipment for escort-related activities.  
1.4 A flowchart of the overall process for developing and implementing an escort plan is shown in Fig. 1. The process begins with the collection of appropriate data, which are analyzed with respect to the performance criteria and in consultation with individuals having local specialized knowledge (such as pilots, waterway authorities, interest groups, or public/private organizations, and so forth). This yields escort vessel performance requirements for various transit speeds and conditions; these are embodied in the ship's escort plan. When the time comes to prepare for the actual transit, the plan is consulted in conjunction with forecast conditions and desired transit speed to select and dispatch the appropriate escort vessel (or combination of vessels). A pre-escort conference ...

SIGNIFICANCE AND USE
4.1 From the light ship characteristics one is able to calculate the stability characteristics of the vessel for all conditions of loading and thereby determine whether the vessel satisfies the applicable stability criteria. Accurate results from a stability test may in some cases determine the future survival of the vessel and its crew, so the accuracy with which the test is conducted cannot be overemphasized. The condition of the vessel and the environment during the test is rarely ideal and consequently, the stability test is infrequently conducted exactly as planned. If the vessel is not 100 % complete and the weather is not perfect, there ends up being water or shipyard trash in a tank that was supposed to be clean and dry and so forth, then the person in charge must make immediate decisions as to the acceptability of variances from the plan. A complete understanding of the principles behind the stability test and a knowledge of the factors that affect the results is necessary.
SCOPE
1.1 This guide covers the determination of a vessel’s light ship characteristics. In this standard, a vessel is a traditional hull-formed vessel. The stability test can be considered to be two separate tasks; the lightweight survey and the inclining experiment. The stability test is required for most vessels upon their completion and after major conversions. It is normally conducted inshore in calm weather conditions and usually requires the vessel be taken out of service to prepare for and conduct the stability test. The three light ship characteristics determined from the stability test for conventional (symmetrical) ships are displacement (“displ”), longitudinal center of gravity (“LCG”), and the vertical center of gravity (“KG”). The transverse center of gravity (“TCG”) may also be determined for mobile offshore drilling units (MODUs) and other vessels which are asymmetrical about the centerline or whose internal arrangement or outfitting is such that an inherent list may develop from off-center weight. Because of their nature, other special considerations not specifically addressed in this guide may be necessary for some MODUs. This standard is not applicable to vessels such as a tension-leg platforms, semi-submersibles, rigid hull inflatable boats, and so on.  
1.2 The limitations of 1 % trim or 4 % heel and so on apply if one is using the traditional pre-defined hydrostatic characteristics. This is due to the drastic change of waterplane area. If one is calculating hydrostatic characteristics at each move, such as utilizing a computer program, then the limitations are not applicable.  
1.3 The values stated in inch-pound units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3.1 Exceptions—Other units may be used for the stability test, but the test results should be reported in the same units and coordinate system as the vessel’s draft marks and Trim and Stability Book or similar stability information provided.  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
4.1 From the lightcraft characteristics, calculations of the stability characteristics of the small craft for all load conditions can determine compliance to applicable stability criteria or provide mass properties information for other analyses or investigations. Accurate results from an air incline stability test may therefore determine future survival of the boat, the crew and compliment. If the small craft is not 100 % complete or there is fuel or other liquids in a tank that is supposed to be clean and dry then the person leading the stability test must determine the acceptability of all variances from the guide based on the ability to correct for these variances analytically. A complete understanding of the principles behind the stability test and knowledge of the factors that affect the results is therefore necessary.  
4.2 The results of the stability test typically supersede the corresponding values in the weight estimate for any subsequent use in ascertaining compliance to stability or weight control criteria and may be used in weight margin adjudication.
SCOPE
1.1 This guide covers the determination of a small boat’s lightcraft characteristics. The air incline stability test can be considered two separate tasks; a deadweight survey and an air-inclining experiment. The stability test is recommended, but not required, for all small craft upon their construction completion or after major conversions, or both, where stability information is required. It is typically conducted indoors and an enclosed facility to protect the vessels from unprotected environmental conditions.  
1.2 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.3 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
3.1 This practice establishes the procedure for the inspection of coating systems on board ships. It contains a series of diagrams to be used to report the extent of damage to coatings.
SCOPE
1.1 This practice covers a standard procedure for inspecting the coating system of a ship's topside and superstructure, tanks and voids, decks and deck machinery, and underwater hull and boottop during drydocking. Included are a standard inspection form to be used for reporting the inspection data, a diagram that divides topside and superstructure individual inspection areas, and a series of diagrams that are used to report the extent of damage to the coating system.  
1.2 This practice is intended for use only by an experienced marine coating inspector.  
1.3 The values stated in inch-pound units are to be regarded as standard. The values given in parentheses are mathematical conversions to SI units that are provided for information only and are not considered standard.  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
3.1 This practice may be invoked by any of the parties mentioned in 1.2 and may be included as part of a specification or used to clarify or reinforce an existing specification that does not adequately address inspection. When invoked by the ship owner on the shipbuilder, the shipbuilder is responsible for the coordination effort.  
3.2 As surface preparation and coating requirements generally differ from ship area to ship area, this practice shall be applied separately to those areas of similar requirements.  
3.3 The contents of this practice shall be addressed (for each applicable ship area) at a prestartup meeting attended by the parties mentioned in 1.2.
SCOPE
1.1 This practice is intended to serve as a guide for determining specific inspection requirements for marine surface preparation and coating application during new construction, major retrofit, or routine maintenance contracts.  
1.2 It is intended that this practice be used to coordinate inspection activities between ship owner, ship builder, coatings manufacturer and coatings applicator, and that specific requirements be developed before the commencement of surface preparation or coating application, or both.  
1.3 This practice does not provide a means of recording required data (for example, film thicknesses, temperatures, relative humidity, and so forth), but instead establishes a format for deciding what data must be recorded, when during the preparation/coating process, and by whom.  
1.4 This practice does not establish accept/reject criteria for surface preparation or coating inspection, nor does it address methods of repairing deficiencies found. It does, however, provide a means of determining them.  
1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 It is important to know the amount of weight and its location before the ship is built to be sure that when it is built it will have positive stability. Only through detailed weight estimating in the design stage and during construction can one be ensured that positive stability will be achieved and retained.
SCOPE
1.1 This guide provides recommended weight control technical requirements for surface ships and discusses different types of weight estimates, reports, and weight control procedures. It contains a weight classification that will assist in achieving uniformity by standardizing the weight-reporting system.  
1.2 This guide is applicable to ships designed and constructed in inch-pound units of measurement and to ships designed and constructed in SI units of measurement. Whenever inch-pound units are shown or referred to in the text, or in example formats included in this guide, it is to be understood that corresponding SI units may be substituted if applicable to a ship designed and constructed in SI units, provided that whichever system is used, it is consistently used in all weight control reporting documentation for the ship.  
1.3 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 This practice provides a means of assuring that products supplied during ship construction and maintenance are substantially the same as the materials on which the original selection was based. The selection of a paint for shipboard use frequently involves laboratory and field evaluations of candidate materials as part of the specification process. When a paint is selected, it shall have the same composition and characteristics throughout the delivery period as the materials originally evaluated.  
5.1.1 When significant changes in composition or paint characteristics are observed, it is necessary to determine the cause of the change (production error or formulation change) and its impact on coating performance. Actions to take if a formulation change is required are specified in 6.5.  
5.2 This practice is not meant to cover all possible chemical or physical tests that may be used to identify a coating. Additional tests may be needed to meet specific user needs.  
5.3 This practice does not recommend specific tolerance limits for the tests indicated. Tolerance values need to be agreed upon by the coating supplier, the shipbuilder, and the ship’s owner.  
5.4 This practice does not establish critical attributes that must be controlled. These attributes are selected by the shipbuilder and the ship’s owner based on specific needs (for example, colors).
SCOPE
1.1 This practice provides the quality control receipt inspection procedures for protective coatings (paints) procured for end item use on ships and other marine structures. The practice includes methods and procedures for verifying that coating materials received are within the range of physical and chemical characteristics as those originally specified and tested.  
1.2 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.3 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
4.1 From the light ship characteristics one is able to calculate the stability characteristics of the vessel for all conditions of loading and thereby determine whether the vessel satisfies the applicable stability criteria. Accurate results from a stability test may in some cases determine the future survival of the vessel and its crew, so the accuracy with which the test is conducted cannot be overemphasized. The condition of the vessel and the environment during the test is rarely ideal and consequently, the stability test is infrequently conducted exactly as planned. If the vessel is not 100 % complete and the weather is not perfect, there ends up being water or shipyard trash in a tank that was supposed to be clean and dry and so forth, then the person in charge must make immediate decisions as to the acceptability of variances from the plan. A complete understanding of the principles behind the stability test and a knowledge of the factors that affect the results is necessary.
SCOPE
1.1 This guide covers the determination of a vessel’s light ship characteristics. In this standard, a vessel is a traditional hull-formed vessel. The stability test can be considered to be two separate tasks; the lightweight survey and the inclining experiment. The stability test is required for most vessels upon their completion and after major conversions. It is normally conducted inshore in calm weather conditions and usually requires the vessel be taken out of service to prepare for and conduct the stability test. The three light ship characteristics determined from the stability test for conventional (symmetrical) ships are displacement (“displ”), longitudinal center of gravity (“LCG”), and the vertical center of gravity (“KG”). The transverse center of gravity (“TCG”) may also be determined for mobile offshore drilling units (MODUs) and other vessels which are asymmetrical about the centerline or whose internal arrangement or outfitting is such that an inherent list may develop from off-center weight. Because of their nature, other special considerations not specifically addressed in this guide may be necessary for some MODUs. This standard is not applicable to vessels such as a tension-leg platforms, semi-submersibles, rigid hull inflatable boats, and so on.  
1.2 The limitations of 1 % trim or 4 % heel and so on apply if one is using the traditional pre-defined hydrostatic characteristics. This is due to the drastic change of waterplane area. If one is calculating hydrostatic characteristics at each move, such as utilizing a computer program, then the limitations are not applicable.  
1.3 The values stated in inch-pound units are to be regarded as standard. No other units of measurement are included in this standard.  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
4.1 To achieve success in ship construction, it is necessary for the ship owner and the ship builder to agree on the level of quality in the final product. Classification rules, regulatory requirements, and ship specifications all help to define an acceptable level of construction quality; however, this guidance alone is not sufficient. It is up to the shipbuilder, therefore, to describe the level of workmanship sufficiently that will be reflected in the delivered ship, and for the ship owner to communicate his expectations effectively for the final product.  
4.2 It is the intent of this document to contribute to these objectives in the following ways:  
4.2.1 To describe a reasonable acceptable level of workmanship for commercial vessels built in the United States.  
4.2.2 To provide a baseline from which individual shipyards can begin to develop their own product and process standards in accordance with generally accepted practice in the commercial marine industry.  
4.2.3 To provide a foundation for negotiations between the shipbuilder and the ship owner in reaching a common expectation of construction quality.  
4.3 The acceptance criteria herein are based on currently practiced levels of quality generally achieved by leading international commercial shipbuilders. These criteria are not intended to be a hard standard with which all U.S. shipyards must comply. Rather, they are intended to provide guidance and recommendations in the key areas that play a major role in customer satisfaction and cost-effective ship construction.
SCOPE
1.1 This practice consists of three annexes: hull structure, outfitting, and coating. The subject of these annexes was selected for several reasons. Other commercial shipbuilding nations already have in place widely recognized standards of expectations in these areas. These constitute the most significant areas where workmanship is a critical factor in customer satisfaction. The cost associated with the labor involved in these three areas is a significant factor in construction man-hours and overall schedules.  
1.2 The standard criteria provided in this practice are intended to apply to conventional, commercial ship construction. In many cases, specialized, nonconventional vessels using nonstandard materials or built-to-serve sole requirements may require unique acceptance criteria that are beyond those provided in this practice.  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

ABSTRACT
This specification covers the principal dimensions and materials of chocks installed in ships to comply with the regulations of the Panama Canal. It indicates the workmanship, finish, and appearance of deck mounted chocks, along with the configuration of bulwark mounted chocks. The dimension requirements and classification of chocks are included as well.
SCOPE
1.1 This specification covers the principal dimensions and materials of chocks installed in ships to comply with the regulations of the Panama Canal.  
1.2 Chocks can be used with either wire rope or fiber and synthetic ropes.  
1.3 Chocks are for mounting directly on a deck, seat (foundation) or for mounting in a bulwark.  
1.4 To meet Panama Canal Company regulations the radius of contact surfaces of lines must be 180 mm.  
1.5 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

ABSTRACT
This specification covers the principal dimensions and materials of closed chocks for installation on ships used for mooring. It specifies the classification of chocks, their dimension requirements, and strength requirements. It also demonstrates the proper horizontal and vertical loading for Type A and Type B chocks.
SCOPE
1.1 This specification covers the principal dimensions and materials of closed chocks for installation on ships used for mooring.  
1.2 Chocks can be used with either wire rope or fiber and synthetic ropes.  
1.3 Chocks are for mounting directly on a deck, seat (foundation), or for mounting in a bulwark.  
1.4 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SCOPE
1.1 Objectives—Guidelines are provided for the design, construction, and operation of an Accommodation Service Vessel (ASV) intended to provide accommodation services to an offshore installation. The goal of these guidelines is to focus attention on the safety aspects of design. These guidelines are recommended for each vessel providing accommodation service to an offshore installation for more than 36 persons.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

ABSTRACT
This guide provides a recommended list of selected ship structure details for use in ship construction. Structural details which have failed in service and are not recommended for use in ship construction are included as well. This guide is intended to convey the lessons learned on different configurations of ship structure details, not the dimensions, thickness, or construction methods which would result from structural calculations. Details are shown for the ten families of structural details, which are: beam brackets, clearance cut-outs, gunwale connections, miscellaneous cut-outs, non-tight collars, panel stiffeners, stanchion ends, stiffener ends, tight collars, and tripping brackets. Evaluation of details is based on in-service experience as described in "Design Guide for Structural Details". Data for over 400 details is summarized and rated by observed relative successful performance. Each of the ten families of details includes configurations with no signs of failures. The details without failures within each family group are shown in descending order of numbers observed. Those details with failures are shown in ascending order of failures (percentages are indicated for each). Thus the first detail shown in each family group has the best observed service performance and is most highly recommended while the last has the highest failure rate and therefore least desirable. The details provide guidance in the selection of structural detail configurations in future design and repair of such details.
SCOPE
1.1 This guide provides a recommended list of selected ship structure details for use in ship construction.  
1.2 Structural details which have failed in service and are not recommended for use in ship construction are included as well.  
1.3 This guide is intended to convey the lessons learned on different configurations of ship structure details, not the dimensions, thickness, or construction methods which would result from structural calculations.4  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

ABSTRACT
The Shipbuilders and Marine Paints and Coatings Product/Procedure Data Sheet2 provides on one sheet needed information concerning the characteristics of a specific paint or coating to include generic description, physical properties, surface preparation requirements, application requirements, and safety. When filling out the Product/Procedure Data Sheet remember that the information contained therein will be utilized by both technical and production personnel. The completed data sheets can be used by technical personnel to help evaluate the technical acceptability of a proposed material, by production personnel to evaluate production compatibility of proposed materials and to provide application instructions for selected paints and coatings materials, and by quality control personnel to verify attributes of materials.
SCOPE
1.1 The Shipbuilders and Marine Paints and Coatings Product/Procedure Data Sheet2 provides on one sheet needed information concerning the characteristics of a specific paint or coating to include generic description, physical properties, surface preparation requirements, application requirements, and safety. The front side of the sheet contains four major, numbered paragraphs and a highlighted section for Special Safety Precautions. These paragraphs are as follows:
I. Generic Type and Description
II. Manufacturers Data
III. Properties  
IV. Surface Preparation Minimum Requirements  
The back side of the page contains the following paragraphs:
V. Mixing Procedure
VI. Application  
1.2 The completed data sheets can be used by technical personnel to help evaluate the technical acceptability of a proposed material, by production personnel to evaluate production compatibility of proposed materials and to provide application instructions for selected paints and coatings materials, and by quality control personnel to verify attributes of materials.  
1.3 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
4.1 From the light ship characteristics one is able to calculate the stability characteristics of the vessel for all conditions of loading and thereby determine whether the vessel satisfies the applicable stability criteria. Accurate results from a stability test may in some cases determine the future survival of the vessel and its crew, so the accuracy with which the test is conducted cannot be overemphasized. The condition of the vessel and the environment during the test is rarely ideal and consequently, the stability test is infrequently conducted exactly as planned. If the vessel is not 100 % complete and the weather is not perfect, there ends up being water or shipyard trash in a tank that was supposed to be clean and dry and so forth, then the person in charge must make immediate decisions as to the acceptability of variances from the plan. A complete understanding of the principles behind the stability test and a knowledge of the factors that affect the results is necessary.
SCOPE
1.1 This guide covers the determination of a vessel's light ship characteristics. In this standard, a vessel is a traditional hull-formed vessel. The stability test can be considered to be two separate tasks; the lightweight survey and the inclining experiment. The stability test is required for most vessels upon their completion and after major conversions. It is normally conducted inshore in calm weather conditions and usually requires the vessel be taken out of service to prepare for and conduct the stability test. The three light ship characteristics determined from the stability test for conventional (symmetrical) ships are displacement (“displ”), longitudinal center of gravity (“LCG”), and the vertical center of gravity (“KG”). The transverse center of gravity (“TCG”) may also be determined for mobile offshore drilling units (MODUs) and other vessels which are asymmetrical about the centerline or whose internal arrangement or outfitting is such that an inherent list may develop from off-center weight. Because of their nature, other special considerations not specifically addressed in this guide may be necessary for some MODUs. This standard is not applicable to vessels such as a tension-leg platforms, semi-submersibles, rigid hull inflatable boats, and so on.  
1.2 The limitations of 1 % trim or 4 % heel and so on apply if one is using the traditional pre-defined hydrostatic characteristics. This is due to the drastic change of waterplane area. If one is calculating hydrostatic characteristics at each move, such as utilizing a computer program, then the limitations are not applicable.  
1.3 The values stated in inch-pound units are to be regarded as standard. No other units of measurement are included in this standard.  
1.4 This standard does not purport to address the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
4.1 From the lightcraft characteristics, calculations of the stability characteristics of the small craft for all load conditions can determine compliance to applicable stability criteria or provide mass properties information for other analyses or investigations. Accurate results from an air incline stability test may therefore determine future survival of the boat, the crew and compliment. If the small craft is not 100 % complete or there is fuel or other liquids in a tank that is supposed to be clean and dry then the person leading the stability test must determine the acceptability of all variances from the guide based on the ability to correct for these variances analytically. A complete understanding of the principles behind the stability test and knowledge of the factors that affect the results is therefore necessary.  
4.2 The results of the stability test typically supersede the corresponding values in the weight estimate for any subsequent use in ascertaining compliance to stability or weight control criteria and may be used in weight margin adjudication.
SCOPE
1.1 This guide covers the determination of a small boat’s lightcraft characteristics. The air incline stability test can be considered two separate tasks; a deadweight survey and an air-inclining experiment. The stability test is recommended, but not required, for all small craft upon their construction completion and/or after major conversions where stability information is required. It is typically conducted indoors and an enclosed facility to protect the vessels from unprotected environmental conditions.  
1.2 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
3.1 This practice establishes the procedure for the inspection of coating systems on board ships. It contains a series of diagrams to be used to report the extent of damage to coatings.
SCOPE
1.1 This practice covers a standard procedure for inspecting the coating system of a ship's topside and superstructure, tanks and voids, decks and deck machinery, and underwater hull and boottop during drydocking. Included are a standard inspection form to be used for reporting the inspection data, a diagram that divides topside and superstructure individual inspection areas, and a series of diagrams that are used to report the extent of damage to the coating system.  
1.2 This practice is intended for use only by an experienced marine coating inspector.  
1.3 The values stated in inch-pound units are to be regarded as standard. The values given in parentheses are mathematical conversions to SI units that are provided for information only and are not considered standard.  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
5.1 This practice provides a means of assuring that products supplied during ship construction and maintenance are substantially the same as the materials on which the original selection was based. The selection of a paint for shipboard use frequently involves laboratory and field evaluations of candidate materials as part of the specification process. When a paint is selected, it shall have the same composition and characteristics throughout the delivery period as the materials originally evaluated.  
5.1.1 When significant changes in composition or paint characteristics are observed, it is necessary to determine the cause of the change (production error or formulation change) and its impact on coating performance. Actions to take if a formulation change is required are specified in 6.5.  
5.2 This practice is not meant to cover all possible chemical or physical tests that may be used to identify a coating. Additional tests may be needed to meet specific user needs.  
5.3 This practice does not recommend specific tolerance limits for the tests indicated. Tolerance values need to be agreed upon by the coating supplier, the shipbuilder, and the ship's owner.  
5.4 This practice does not establish critical attributes that must be controlled. These attributes are selected by the shipbuilder and the ship's owner based on specific needs (for example, colors).
SCOPE
1.1 This practice provides the quality control receipt inspection procedures for protective coatings (paints) procured for end item use on ships and other marine structures. The practice includes methods and procedures for verifying that coating materials received are within the range of physical and chemical characteristics as those originally specified and tested.  
1.2 This standard does not purport to address the safety concerns associated with its use. It is the responsibility of the user of this standard to consult and establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
3.1 This practice may be invoked by any of the parties mentioned in 1.2 and may be included as part of a specification or used to clarify or reinforce an existing specification that does not adequately address inspection. When invoked by the ship owner on the shipbuilder, the shipbuilder is responsible for the coordination effort.  
3.2 As surface preparation and coating requirements generally differ from ship area to ship area, this practice shall be applied separately to those areas of similar requirements.  
3.3 The contents of this practice shall be addressed (for each applicable ship area) at a prestartup meeting attended by the parties mentioned in 1.2.
SCOPE
1.1 This practice is intended to serve as a guide for determining specific inspection requirements for marine surface preparation and coating application during new construction, major retrofit, or routine maintenance contracts.  
1.2 It is intended that this practice be used to coordinate inspection activities between ship owner, ship builder, coatings manufacturer and coatings applicator, and that specific requirements be developed before the commencement of surface preparation or coating application, or both.  
1.3 This practice does not provide a means of recording required data (for example, film thicknesses, temperatures, relative humidity, and so forth), but instead establishes a format for deciding what data must be recorded, when during the preparation/coating process, and by whom.  
1.4 This practice does not establish accept/reject criteria for surface preparation or coating inspection, nor does it address methods of repairing deficiencies found. It does, however, provide a means of determining them.  
1.5 This standard may involve hazardous materials, operations, and equipment. This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
4.1 From the light ship characteristics one is able to calculate the stability characteristics of the vessel for all conditions of loading and thereby determine whether the vessel satisfies the applicable stability criteria. Accurate results from a stability test may in some cases determine the future survival of the vessel and its crew, so the accuracy with which the test is conducted cannot be overemphasized. The condition of the vessel and the environment during the test is rarely ideal and consequently, the stability test is infrequently conducted exactly as planned. If the vessel is not 100 % complete and the weather is not perfect, there ends up being water or shipyard trash in a tank that was supposed to be clean and dry and so forth, then the person in charge must make immediate decisions as to the acceptability of variances from the plan. A complete understanding of the principles behind the stability test and a knowledge of the factors that affect the results is necessary.
SCOPE
1.1 This guide covers the determination of a vessel's light ship characteristics. In this standard, a vessel is a traditional hull-formed vessel. The stability test can be considered to be two separate tasks; the lightweight survey and the inclining experiment. The stability test is required for most vessels upon their completion and after major conversions. It is normally conducted inshore in calm weather conditions and usually requires the vessel be taken out of service to prepare for and conduct the stability test. The three light ship characteristics determined from the stability test for conventional (symmetrical) ships are displacement (“displ”), longitudinal center of gravity (“LCG”), and the vertical center of gravity (“KG”). The transverse center of gravity (“TCG”) may also be determined for mobile offshore drilling units (MODUs) and other vessels which are asymmetrical about the centerline or whose internal arrangement or outfitting is such that an inherent list may develop from off-center weight. Because of their nature, other special considerations not specifically addressed in this guide may be necessary for some MODUs. This standard is not applicable to vessels such as a TLP, semi-submersibles, RHIB, and so on.  
1.2 The limitations of 1 % trim or 4 % heel and so on applies if one is using the traditional pre-defined hydrostatic characteristics. This is due to the drastic change of waterplane area. If one is using calculating hydrostatic characteristics at each move, such as utilizing a computer program, then the limitations are not applicable.  
1.3 This standard does not purport to address the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
4.1 From the light ship characteristics one is able to calculate the stability characteristics of the vessel for all conditions of loading and thereby determine whether the vessel satisfies the applicable stability criteria. Accurate results from a stability test may in some cases determine the future survival of the vessel and its crew, so the accuracy with which the test is conducted cannot be overemphasized. The condition of the vessel and the environment during the test is rarely ideal and consequently, the stability test is infrequently conducted exactly as planned. If the vessel is not 100 % complete and the weather is not perfect, there ends up being water or shipyard trash in a tank that was supposed to be clean and dry and so forth, then the person in charge must make immediate decisions as to the acceptability of variances from the plan. A complete understanding of the principles behind the stability test and a knowledge of the factors that affect the results is necessary.
SCOPE
1.1 This guide covers the determination of a vessel's light ship characteristics. In this standard, a vessel is a traditional hull-formed vessel. The stability test can be considered to be two separate tasks; the lightweight survey and the inclining experiment. The stability test is required for most vessels upon their completion and after major conversions. It is normally conducted inshore in calm weather conditions and usually requires the vessel be taken out of service to prepare for and conduct the stability test. The three light ship characteristics determined from the stability test for conventional (symmetrical) ships are displacement (“displ”), longitudinal center of gravity (“LCG”), and the vertical center of gravity (“KG”). The transverse center of gravity (“TCG”) may also be determined for mobile offshore drilling units (MODUs) and other vessels which are asymmetrical about the centerline or whose internal arrangement or outfitting is such that an inherent list may develop from off-center weight. Because of their nature, other special considerations not specifically addressed in this guide may be necessary for some MODUs. This standard is not applicable to vessels such as a tension-leg platforms, semi-submersibles, rigid hull inflatable boats, and so on.  
1.2 The limitations of 1 % trim or 4 % heel and so on apply if one is using the traditional pre-defined hydrostatic characteristics. This is due to the drastic change of waterplane area. If one is calculating hydrostatic characteristics at each move, such as utilizing a computer program, then the limitations are not applicable.  
1.3 The values stated in inch-pound units are to be regarded as standard. No other units of measurement are included in this standard.  
1.4 This standard does not purport to address the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

ABSTRACT
This specification covers the principal dimensions and materials of closed chocks for installation on ships used for mooring. It specifies the classification of chocks, their dimension requirements, and strength requirements. It also demonstrates the proper horizontal and vertical loading for Type A and Type B chocks.
SCOPE
1.1 This specification covers the principal dimensions and materials of closed chocks for installation on ships used for mooring.
1.2 Chocks can be used with either wire rope or fiber and synthetic ropes.
1.3 Chocks are for mounting directly on a deck, seat (foundation), or for mounting in a bulwark.  
1.4 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.

ABSTRACT
This specification covers the principal dimensions and materials of chocks installed in ships to comply with the regulations of the Panama Canal. It indicates the workmanship, finish, and appearance of deck mounted chocks, along with the configuration of bulwark mounted chocks. The dimension requirements and classification of chocks are included as well.
SCOPE
1.1 This specification covers the principal dimensions and materials of chocks installed in ships to comply with the regulations of the Panama Canal.  
1.2 Chocks can be used with either wire rope or fiber and synthetic ropes.  
1.3 Chocks are for mounting directly on a deck, seat (foundation) or for mounting in a bulwark.  
1.4 To meet Panama Canal Company regulations the radius of contact surfaces of lines must be 180 mm.
1.5 The values stated in SI units are to be regarded as the standard.

ABSTRACT
This guide provides a recommended list of selected ship structure details for use in ship construction. Structural details which have failed in service and are not recommended for use in ship construction are included as well. This guide is intended to convey the lessons learned on different configurations of ship structure details, not the dimensions, thickness, or construction methods which would result from structural calculations. Details are shown for the ten families of structural details, which are: beam brackets, clearance cut-outs, gunwale connections, miscellaneous cut-outs, non-tight collars, panel stiffeners, stanchion ends, stiffener ends, tight collars, and tripping brackets. Evaluation of details is based on in-service experience as described in "Design Guide for Structural Details". Data for over 400 details is summarized and rated by observed relative successful performance. Each of the ten families of details includes configurations with no signs of failures. The details without failures within each family group are shown in descending order of numbers observed. Those details with failures are shown in ascending order of failures (percentages are indicated for each). Thus the first detail shown in each family group has the best observed service performance and is most highly recommended while the last has the highest failure rate and therefore least desirable. The details provide guidance in the selection of structural detail configurations in future design and repair of such details.
SCOPE
1.1 This guide provides a recommended list of selected ship structure details for use in ship construction.
1.2 Structural details which have failed in service and are not recommended for use in ship construction are included as well.
1.3 This guide is intended to convey the lessons learned on different configurations of ship structure details, not the dimensions, thickness, or construction methods which would result from structural calculations.

ABSTRACT
This specification covers performance of enameling system and baking primer on metal joiner work and furniture. Specification includes procedures for cleaning, degreasing, enameling, and texturing. Performance criteria shall include test panel description, primer test panel preparation, salt spray exposure, blistering resistance, corrosion resistance, enamel test panel preparation, gloss, hardness, paint cure, adhesion, flexibility, impact resistance, and color stability.
SCOPE
1.1 This specification covers the performance of a baking primer and enamel on metal for use on fabricated metal products, including marine furniture and joiner work.
1.2 The values stated in inch-pound units are to be regarded as standard. The metric (SI) units, given in parentheses, are for information only.
1.3 Painting facilities shall comply with all applicable Federal and State regulations regarding emissions and waste disposal.
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
This practice provides a means of assuring that products supplied during ship construction and maintenance are substantially the same as the materials on which the original selection was based. The selection of a paint for shipboard use frequently involves laboratory and field evaluations of candidate materials as part of the specification process. When a paint is selected, it shall have the same composition and characteristics throughout the delivery period as the materials originally evaluated.  
When significant changes in composition or paint characteristics are observed, it is necessary to determine the cause of the change (production error or formulation change) and its impact on coating performance. Actions to take if a formulation change is required are specified in 6.5.
This practice is not meant to cover all possible chemical or physical tests that may be used to identify a coating. Additional tests may be needed to meet specific user needs.  
This practice does not recommend specific tolerance limits for the tests indicated. Tolerance values need to be agreed upon by the coating supplier, the shipbuilder, and the ship's owner.  
This practice does not establish critical attributes that must be controlled. These attributes are selected by the shipbuilder and the ship's owner based on specific needs (for example, colors).
SCOPE
1.1 This practice provides the quality control receipt inspection procedures for protective coatings (paints) procured for end item use on ships and other marine structures. The practice includes methods and procedures for verifying that coating materials received are within the range of physical and chemical characteristics as those originally specified and tested.  
1.2 This standard does not purport to address the safety concerns associated with its use. It is the responsibility of the user of this standard to consult and establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
This practice may be invoked by any of the parties mentioned in 1.2 and may be included as part of a specification or used to clarify or reinforce an existing specification that does not adequately address inspection. When invoked by the ship owner on the shipbuilder, the shipbuilder is responsible for the coordination effort.  
As surface preparation and coating requirements generally differ from ship area to ship area, this practice shall be applied separately to those areas of similar requirements.  
The contents of this practice shall be addressed (for each applicable ship area) at a prestartup meeting attended by the parties mentioned in 1.2.
SCOPE
1.1 This practice is intended to serve as a guide for determining specific inspection requirements for marine surface preparation and coating application during new construction, major retrofit, or routine maintenance contracts.  
1.2 It is intended that this practice be used to coordinate inspection activities between ship owner, ship builder, coatings manufacturer and coatings applicator, and that specific requirements be developed before the commencement of surface preparation or coating application, or both.  
1.3 This practice does not provide a means of recording required data (for example, film thicknesses, temperatures, relative humidity, and so forth), but instead establishes a format for deciding what data must be recorded, when during the preparation/coating process, and by whom.  
1.4 This practice does not establish accept/reject criteria for surface preparation or coating inspection, nor does it address methods of repairing deficiencies found. It does, however, provide a means of determining them.  
1.5 This standard may involve hazardous materials, operations, and equipment. This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
This practice establishes the procedure for the inspection of coating systems on board ships. It contains a series of diagrams to be used to report the extent of damage to coatings.
SCOPE
1.1 This practice covers a standard procedure for inspecting the coating system of a ship's topside and superstructure, tanks and voids, decks and deck machinery, and underwater hull and boottop during drydocking. Included are a standard inspection form to be used for reporting the inspection data, a diagram that divides topside and superstructure individual inspection areas, and a series of diagrams that are used to report the extent of damage to the coating system.
1.2 This practice is intended for use only by an experienced marine coating inspector.
1.3 The values stated in inch-pound units are to be regarded as standard. The values given in parentheses are mathematical conversions to SI units that are provided for information only and are not considered standard.
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

ABSTRACT
This specification provides design, construction, and purchasing criteria for docking/drain plug and boss assemblies. Assemblies are intended for installation in shell, rudder, and tank bottom plate. Assemblies shall be installed at the lowest point of a tank or rudder for draining during dry docking. Docking plugs and bosses shall be classified as follows: type I - docking plug and bosses for plating from 8 to 15 mm, and type II - docking plug and bosses for plating greater than 15 to 38 mm. The procedure for installing docking/drain plug and boss assemblies are presented.
SCOPE
1.1 This specification provides design, construction, and purchasing criteria for docking/drain plug and boss assemblies.  
1.2 Assemblies are intended for installation in shell, rudder, and tank bottom plate from 8 through 38 mm.  
1.3 Assemblies shall be installed at the lowest point of a tank or rudder for draining during dry docking.  
1.4 The values stated in SI units are to be regarded as the standard.

SIGNIFICANCE AND USE
From the light ship characteristics one is able to calculate the stability characteristics of the vessel for all conditions of loading and thereby determine whether the vessel satisfies the applicable stability criteria. Accurate results from a stability test may in some cases determine the future survival of the vessel and its crew, so the accuracy with which the test is conducted cannot be overemphasized. The condition of the vessel and the environment during the test is rarely ideal and consequently, the stability test is infrequently conducted exactly as planned. If the vessel is not 100 % complete and the weather is not perfect, there ends up being water or shipyard trash in a tank that was supposed to be clean and dry and so forth, then the person in charge must make immediate decisions as to the acceptability of variances from the plan. A complete understanding of the principles behind the stability test and a knowledge of the factors that affect the results is necessary.
SCOPE
1.1 This guide covers the determination of a vessel's light ship characteristics. The stability test can be considered to be two separate tasks; the lightweight survey and the inclining experiment. The stability test is required for most vessels upon their completion and after major conversions. It is normally conducted inshore in calm weather conditions and usually requires the vessel be taken out of service to prepare for and conduct the stability test. The three light ship characteristics determined from the stability test for conventional (symmetrical) ships are displacement (“displ”), longitudinal center of gravity (“LCG”), and the vertical center of gravity (“KG”). The transverse center of gravity (“TCG”) may also be determined for mobile offshore drilling units (MODUs) and other vessels which are asymmetrical about the centerline or whose internal arrangement or outfitting is such that an inherent list may develop from off-center weight. Because of their nature, other special considerations not specifically addressed in this guide may be necessary for some MODUs.
1.2 This standard does not purport to address the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

ABSTRACT
This guide provides a recommended list of selected ship structure details for use in ship construction. Structural details which have failed in service and are not recommended for use in ship construction are included as well. This guide is intended to convey the lessons learned on different configurations of ship structure details, not the dimensions, thickness, or construction methods which would result from structural calculations. Details are shown for the ten families of structural details, which are: beam brackets, clearance cut-outs, gunwale connections, miscellaneous cut-outs, non-tight collars, panel stiffeners, stanchion ends, stiffener ends, tight collars, and tripping brackets. Evaluation of details is based on in-service experience as described in "Design Guide for Structural Details". Data for over 400 details is summarized and rated by observed relative successful performance. Each of the ten families of details includes configurations with no signs of failures. The details without failures within each family group are shown in descending order of numbers observed. Those details with failures are shown in ascending order of failures (percentages are indicated for each). Thus the first detail shown in each family group has the best observed service performance and is most highly recommended while the last has the highest failure rate and therefore least desirable. The details provide guidance in the selection of structural detail configurations in future design and repair of such details.
SCOPE
1.1 This guide provides a recommended list of selected ship structure details for use in ship construction.
1.2 Structural details which have failed in service and are not recommended for use in ship construction are included as well.
1.3 This guide is intended to convey the lessons learned on different configurations of ship structure details, not the dimensions, thickness, or construction methods which would result from structural calculations.

ABSTRACT
This specification covers performance of enameling system and baking primer on metal joiner work and furniture. Specification includes procedures for cleaning, degreasing, enameling, and texturing. Performance criteria shall include test panel description, primer test panel preparation, salt spray exposure, blistering resistance, corrosion resistance, enamel test panel preparation, gloss, hardness, paint cure, adhesion, flexibility, impact resistance, and color stability.
SCOPE
1.1 This specification covers the performance of a baking primer and enamel on metal for use on fabricated metal products, including marine furniture and joiner work.
1.2 The values stated in inch-pound units are to be regarded as standard. The metric (SI) units, given in parentheses, are for information only.
1.3 Painting facilities shall comply with all applicable Federal and State regulations regarding emissions and waste disposal.
This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

ABSTRACT
The Shipbuilders and Marine Paints and Coatings Product/Procedure Data Sheet2 provides on one sheet needed information concerning the characteristics of a specific paint or coating to include generic description, physical properties, surface preparation requirements, application requirements, and safety. When filling out the Product/Procedure Data Sheet remember that the information contained therein will be utilized by both technical and production personnel. The completed data sheets can be used by technical personnel to help evaluate the technical acceptability of a proposed material, by production personnel to evaluate production compatibility of proposed materials and to provide application instructions for selected paints and coatings materials, and by quality control personnel to verify attributes of materials.
SCOPE
1.1 The Shipbuilders and Marine Paints and Coatings Product/Procedure Data Sheet provides on one sheet needed information concerning the characteristics of a specific paint or coating to include generic description, physical properties, surface preparation requirements, application requirements, and safety. The front side of the sheet contains four major, numbered paragraphs and a highlighted section for Special Safety Precautions. These paragraphs are as follows:
I. Generic Type and Description
II. Manufacturers Data
III. Properties
IV. Surface Preparation Minimum Requirements
The back side of the page contains the following paragraphs:
V. Mixing Procedure
VI. Application
1.2 The completed data sheets can be used by technical personnel to help evaluate the technical acceptability of a proposed material, by production personnel to evaluate production compatibility of proposed materials and to provide application instructions for selected paints and coatings materials, and by quality control personnel to verify attributes of materials.

ABSTRACT
The Shipbuilders and Marine Paints and Coatings Product/Procedure Data Sheet2 provides on one sheet needed information concerning the characteristics of a specific paint or coating to include generic description, physical properties, surface preparation requirements, application requirements, and safety. When filling out the Product/Procedure Data Sheet remember that the information contained therein will be utilized by both technical and production personnel. The completed data sheets can be used by technical personnel to help evaluate the technical acceptability of a proposed material, by production personnel to evaluate production compatibility of proposed materials and to provide application instructions for selected paints and coatings materials, and by quality control personnel to verify attributes of materials.
SCOPE
1.1 The Shipbuilders and Marine Paints and Coatings Product/Procedure Data Sheet provides on one sheet needed information concerning the characteristics of a specific paint or coating to include generic description, physical properties, surface preparation requirements, application requirements, and safety. The front side of the sheet contains four major, numbered paragraphs and a highlighted section for Special Safety Precautions. These paragraphs are as follows:
I. Generic Type and Description
II. Manufacturers Data
III. Properties
IV. Surface Preparation Minimum Requirements
The back side of the page contains the following paragraphs:
V. Mixing Procedure
VI. Application
1.2 The completed data sheets can be used by technical personnel to help evaluate the technical acceptability of a proposed material, by production personnel to evaluate production compatibility of proposed materials and to provide application instructions for selected paints and coatings materials, and by quality control personnel to verify attributes of materials.

SIGNIFICANCE AND USE
This practice may be invoked by any of the parties mentioned in 1.2 and may be included as part of a specification or used to clarify or reinforce an existing specification that does not adequately address inspection. When invoked by the ship owner on the shipbuilder, the shipbuilder is responsible for the coordination effort.  
As surface preparation and coating requirements generally differ from ship area to ship area, this practice shall be applied separately to those areas of similar requirements.  
The contents of this practice shall be addressed (for each applicable ship area) at a prestartup meeting attended by the parties mentioned in 1.2.
SCOPE
1.1 This practice is intended to serve as a guide for determining specific inspection requirements for marine surface preparation and coating application during new construction, major retrofit, or routine maintenance contracts.
1.2 It is intended that this practice be used to coordinate inspection activities between ship owner, ship builder, coatings manufacturer and coatings applicator, and that specific requirements be developed before the commencement of surface preparation or coating application, or both.
1.3 This practice does not provide a means of recording required data (for example, film thicknesses, temperatures, relative humidity, and so forth), but instead establishes a format for deciding what data must be recorded, when during the preparation/coating process, and by whom.
1.4 This practice does not establish accept/reject criteria for surface preparation or coating inspection, nor does it address methods of repairing deficiencies found. It does, however, provide a means of determining them.
1.5This standard may involve hazardous materials, operations, and equipment. This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

SCOPE
1.1 The Shipbuilders and Marine Paints and Coatings Product/Procedure Data Sheet provides on one sheet needed information concerning the characteristics of a specific paint or coating to include generic description, physical properties, surface preparation requirements, application requirements, and safety. The front side of the sheet contains four major, numbered paragraphs and a highlighted section for  Special Safety Precautions. These paragraphs are as follows:
I.Generic Type and Description
II.Manufacturers Data
III.Properties
IV.Surface Preparation Minimum Requirements The back side of the page contains the following paragraphs:
V.Mixing Procedure
VI.Application.
1.2 The completed data sheets can be used by technical personnel to help evaluate the technical acceptability of a proposed material, by production personnel to evaluate production compatibility of proposed materials and to provide application instructions for selected paints and coatings materials, and by quality control personnel to verify attributes of materials.

SIGNIFICANCE AND USE
This practice provides a means of assuring that products supplied during ship construction and maintenance are substantially the same as the materials on which the original selection was based. The selection of a paint for shipboard use frequently involves laboratory and field evaluations of candidate materials as part of the specification process. When a paint is selected, it shall have the same composition and characteristics throughout the delivery period as the materials originally evaluated.  
5.1.1 When significant changes in composition or paint characteristics are observed, it is necessary to determine the cause of the change (production error or formulation change) and its impact on coating performance. Actions to take if a formulation change is required are specified in 6.5.
This practice is not meant to cover all possible chemical or physical tests that may be used to identify a coating. Additional tests may be needed to meet specific user needs.  
This practice does not recommend specific tolerance limits for the tests indicated. Tolerance values need to be agreed upon by the coating supplier, the shipbuilder, and the ship’owner.  
This practice does not establish critical attributes that must be controlled. These attributes are selected by the shipbuilder and the ship’owner based on specific needs (for example, colors).
SCOPE
1.1 This practice provides the quality control receipt inspection procedures for protective coatings (paints) procured for end item use on ships and other marine structures. The practice includes methods and procedures for verifying that coating materials received are within the range of physical and chemical characteristics as those originally specified and tested.
1.2This standard does not purport to address the safety concerns associated with its use. It is the responsibility of the user of this standard to consult and establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
This practice establishes the procedure for the inspection of coating systems on board ships. It contains a series of diagrams to be used to report the extent of damage to coatings.
SCOPE
1.1 This practice covers a standard procedure for inspecting the coating system of a ship's topside and superstructure, tanks and voids, decks and deck machinery, and underwater hull and boottop during drydocking. Included are a standard inspection form to be used for reporting the inspection data, a diagram that divides topside and superstructure individual inspection areas, and a series of diagrams that are used to report the extent of damage to the coating system.
1.2 This practice is intended for use only by an experienced marine coating inspector.
1.3 The values stated in inch-pound units are to be regarded as standard. The values given in parentheses are mathematical conversions to SI units that are provided for information only and are not considered standard.
1.4This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
From the light ship characteristics one is able to calculate the stability characteristics of the vessel for all conditions of loading and thereby determine whether the vessel satisfies the applicable stability criteria. Accurate results from a stability test may in some cases determine the future survival of the vessel and its crew, so the accuracy with which the test is conducted cannot be overemphasized. The condition of the vessel and the environment during the test is rarely ideal and consequently, the stability test is infrequently conducted exactly as planned. If the vessel is not 100 % complete and the weather is not perfect, there ends up being water or shipyard trash in a tank that was supposed to be clean and dry and so forth, then the person in charge must make immediate decisions as to the acceptability of variances from the plan. A complete understanding of the principles behind the stability test and a knowledge of the factors that affect the results is necessary.
SCOPE
1.1 This guide covers the determination of a vessel's light ship characteristics. The stability test can be considered to be two separate tasks; the lightweight survey and the inclining experiment. The stability test is required for most vessels upon their completion and after major conversions. It is normally conducted inshore in calm weather conditions and usually requires the vessel be taken out of service to prepare for and conduct the stability test. The three light ship characteristics determined from the stability test for conventional (symmetrical) ships are displacement ("displ"), longitudinal center of gravity ("LCG"), and the vertical center of gravity ("KG"). The transverse center of gravity ("TCG") may also be determined for mobile offshore drilling units (MODUs) and other vessels which are asymmetrical about the centerline or whose internal arrangement or outfitting is such that an inherent list may develop from off-center weight. Because of their nature, other special considerations not specifically addressed in this guide may be necessary for some MODUs.
1.2 This standard does not purport to address the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

ABSTRACT
This specification provides design, construction, and purchasing criteria for docking/drain plug and boss assemblies. Assemblies are intended for installation in shell, rudder, and tank bottom plate. Assemblies shall be installed at the lowest point of a tank or rudder for draining during dry docking. Docking plugs and bosses shall be classified as follows: type I - docking plug and bosses for plating from 8 to 15 mm, and type II - docking plug and bosses for plating greater than 15 to 38 mm. The procedure for installing docking/drain plug and boss assemblies are presented.
SCOPE
1.1 This specification provides design, construction, and purchasing criteria for docking/drain plug and boss assemblies.
1.2 Assemblies are intended for installation in shell, rudder, and tank bottom plate from 8 through 38 mm.
1.3 Assemblies shall be installed at the lowest point of a tank or rudder for draining during dry docking.
1.4 The values stated in SI units are to be regarded as the standard.

ABSTRACT
This guide provides information relevant to the development and implementation of a marine vessel structural inspection process. It is intended to provide considerations for owners, operators, shipyards, and designers who are involved in planning, organizing, and executing a structural survey plan that covers all stages of a marine vessel's operating life, including the design, construction, and in-service periods. This guide also provides the basis for development of a recommended corrective action plan for typical structural deficiencies or deviations, or both.
SCOPE
1.1 this guide provides information to develop and implement marine vessel inspection process. It is intended to provide considerations for persons interested in planning, organizing, and implementing a structural survey plan for a marine vessel especially during the design phase of the vessel. It is intended to be used in conjunction with any other required inspection or survey requirements but can form the basis for such planning in the absence of other such applicable requirements.

SCOPE
1.1 This specification provides design, construction, and purchasing criteria for docking/drain plug and boss assemblies.  
1.2 Assemblies are intended for installation in shell, rudder, and tank bottom plate from 8 through 38 mm.  
1.3 Assemblies shall be installed at the lowest point of a tank or rudder for draining during dry docking.  
1.4 The values stated in SI units are to be regarded as the standard.

SCOPE
1.1 This specification covers the performance of a baking primer and enamel on metal for use on fabricated metal products, including marine furniture and joiner work.
1.2 The values stated in inch-pound units are to be regarded as standard. The metric (SI) units, given in parentheses, are for information only.
1.3 Painting facilities shall comply with all applicable Federal and State regulations regarding emissions and waste disposal.
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

SCOPE
1.1 This practice describes a standard procedure for inspecting the coating system of a ship's topside and superstructure, tanks and voids, decks and deck machinery, and underwater hull and boottop during drydocking. Included are a standard inspection form to be used for reporting the inspection data, a diagram that divides topside and superstructure individual inspection areas, and a series of diagrams that are used to report the extent of damage to the coating system.
1.2 This practice is intended for use only by an experienced marine coating inspector.
1.3 The values stated in inch-pound units are to be regarded as the standard. The values given in parentheses are for information only.
1.4 This standard does not purport to address all of the safety problems, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.