Selection and use of standards for naval ships

Transcription

1 Lloyd s Register Technical Papers Selection and use of standards for naval ships by N. Rattenbury

2 The authors of this paper retain the right of subsequent publication, subject to the sanction of the Committee of Lloyd s Register. Any opinions expressed and statements made in this paper and in the subsequent discussions are those of the individuals and not those of Lloyd s Register. Lloyd s Register All rights reserved. Except as permitted under current legislation no part of this work may be photocopied, stored in a retrieval system, published, performed in public, adapted, broadcast, transmitted, recorded or reproduced in any form or means, without the prior permission of the copyright owner. Enquiries should be addressed to Lloyd s Register, 71 Fenchurch Street, London EC3M 4BS, England.

3 Selection and use of standards for naval ships by N. Rattenbury Norman Rattenbury has been employed by Lloyd s Register for over 26 years where he is currently Principal Surveyor within the Research and Development Department, a position he has held since He is responsible for developing technical requirements that may be applied by Lloyd s Register for classification purposes covering a wide range of engineering topics concerned with the safety and reliability of machinery and systems for marine and industrial applications. Prior to joining Lloyd s Register he served an engineering apprenticeship followed by 10 years in the merchant navy as an engineer officer on a wide range of ship types. Lloyd s Register Technical Paper 1

4 Table of Contents Synopsis 1 Introduction 2 Standards policy 3 Legislation 4 Stautory and Classification Society requirements 5 Owner/operator requirements 6 Selection of standards 7 Safety case analysis 8 Operating conditions for ship and equipment/environmental policy 9 Shipbuilder s capabilities/equipment availability 10 The human element 11 Selection and use of appropriate standards 12 Through life support 13 Contractual issues 14 Use of standard equipment 15 Demonstrating compliance with standards 16 Acceptance of new or untried equipment and systems 17 Use of commercial standards for naval ships 18 Conclusions 19 References 2 Lloyd s Register Technical Paper

5 Synopsis 1 Introduction It is evident that designers and shipbuilders are embracing the use of alternative standards for the design and construction of naval ships consistent with merchant ship practices and processes. The use of alternative standards is being driven mainly by cost considerations associated with use of traditional naval standards that have tended to be prescriptive and which cannot be readily adapted to suit evolving technologies. The paper will outline the differences between naval and commercial practices in the selection and use of standards and elaborate on the drivers that stem from ship operating and regulatory requirements. The drivers include legislation, ship capability, user requirements, accreditation, certification, classification, operating environment, security, human factors, throughlife support, interoperability and safety case issues. The use of standards to address these issues will be discussed and processes for the selection of suitable and applicable standards outlined. The suitability and applicability of commercial standards for use in a naval application will be demonstrated with arrangements for enhanced availability of machinery on a merchant ship satisfying most of the redundancy requirements associated with survivability of a naval ship. A standards policy usually exists in all organisations responsible for the design, construction, installation, testing, operation and through life support of equipment and systems. In the marine industry there are a number of authorities that can impose the use of a particular standard and these are typically by a government requiring compliance with an international convention/agreement, a classification society specifying conformance with their rules and an owner/operator s requirement to meet with a national or manufacturer s standard. Finding a common thread that can identify with the different requirements contained within the standards requires an understanding of why the standards have been established, what they are applicable to, why they contain what they do and why they have to be complied with. All standards have a purpose and their selection and use for marine equipment and systems requires the user to have more than a passing knowledge that a standard exists. A formal standards policy on the selection and use of standards needs to recognise all stakeholders involved in the development and implementation of a design from concept through to in-service operation of a piece of equipment or system within defined boundaries. Naval ships tend to have more stakeholders than merchant ships and this stems from their operational role as a platform to support a wide variety of functions ranging from military intervention to humanitarian assistance and being regarded as a national asset. The use of commercial standards for naval ships is being embraced by organisations responsible for the procurement, design and operation of such ships and it is imperative that all parties involved are aware of the scope and limitations of such standards. Commercial standards for ships, marine equipment and systems have been developed through a formal process that involves al those involved in their use and application. This formal process is not always followed in the case of standards developed for a naval application. Naval standards may be imposed on a project but the background and reasoning for the requirements are not always evident for every application. Lloyd s Register Technical Paper 3

6 2 Standards Policy 3 Legislation A standards policy needs to address a whole raft of requirements ranging from legislation, owner s requirements and the interfaces with other standards and policies. The aims and objectives of a standards policy for the procurement and operation of a ship will typically address the following areas: Legislation Statutory requirements - Certification Classification society requirements - Class notations Owner/operators requirements Operating conditions for ship and equipment Environmental policy Shipbuilder s capabilities Equipment availability The human element Selection and use of standards Through life support of the ship and its installed systems Contractual issues relating to the specification of standards Use of standard equipment Demonstrating compliance with a standard Acceptance of new and untried equipment and systems. This is a general list that can be applicable to merchant and naval ships. The overall aim of a standards policy is to define a process for the selection and use of standards that enables all stakeholders to be aware of all the issues involved. The legislation applicable or not applicable to merchant and naval ships stems from a number of sources which includes statute and regulations made by the governments where the ship is registered and operates from and from international treaties and agreements. In the UK, merchant ships are governed by the Merchant Shipping Act 1995 and various Statutory Instruments for different technical aspects such as load line, life saving appliances and pollution prevention. UK naval ships as ships belonging to Her Majesty are not covered by the requirements of the Merchant Shipping Act but may by Order of Council be called upon under special circumstances. Increasingly, UK legislation is being guided by European Union directives, regulations and decisions it is necessary to be aware of the changes stemming from this source and whether they are applicable to merchant and naval ships. Merchant ships are generally exempted from compliance with the directives on the basis that the issues addressed by other legislation related to Statutory Regulations and Classification Rulesi. Naval ships can be within the scope of the EC Directives if not specifically exempted when the requirements are transposed into UK law. A standards policy needs to address the applicability of legislation to a particular ship which may extend to recognition of international treaties, conventions and protocols. In the area of protection of the environment for instance, there is the Montreal Protocol and EC Regulations for preventing depletion of the ozone layer, IMO Convention and Resolutions for pollution prevention, water ballast management and anti-fouling paints and EC Regulations to limit the emission of volatile organic compounds. Protection of personnel is also an issue to be addressed in areas such as limiting exposure to excessive noise and vibration in the workplace, use of safe handling and lifting equipment and protection from non-ionising electromagnetic radiation. 4 Lloyd s Register Technical Paper

7 4 Statutory and Classification Society Requirements In the merchant ship regime there are Statutory Regulations and Classification Rules. The Statutory Regulations are governed by the laws of the Flag State; they are mandatory and cover design, construction, maintenance, manning and operation. Classification Rules are generally concerned with design, construction and maintenance of hardware and are developed, maintained and implemented by the Classification Societies. Merchant ship Statutory Regulations are developed by the International Maritime Organisation (IMO) and implemented by Flag State Administrations. Flag Administrations may delegate implementation of the Regulations and make additional requirements mandatory for ships within their flag administration. The Statutory Regulations are policed by the Flag States and Port States. IMO is a United Nations Agency formed of an association of governments of sovereign nations and has no powers of enforcement. Non-governmental organisations have observer status at the proceedings which are specifically concerned with safety of life at sea, protection of the marine environment and intergovernmental legal regulation. Classification Societies have observer status at IMO through a Permanent Representative of the International Association of Classification Societies (IACS). The Statutory Regulations stem from International Conventions(ii), Assembly Resolutions and Committee Circulars. The three most important International Conventions which impact on the design and construction of merchant ships are Safety of Life at Sea (SOLAS), Load Line (ILLC) and Marine Pollution Prevention (MARPOL). Another important convention is the International Convention on Tonnage Measurement which regulates and standardises the calculation of gross and net tonnage of ships. Figure 1 illustrates the different aspects of design and construction that stem from the these conventions. Assembly Resolutions contain recommendations on standards to be applied by Flag Administrations and Committee Circulars provide guidance to Flag Administrations on interpretations and exemptions. Port State Control verifies compliance with Statutory Regulations of foreign flag ships through the inspection of documents and survey of the ship. It also verifies compliance with additional national requirements of the Port State. Port State Control is carried out by the Port State Administration and is not delegated to Classification Societies. Ship Classification for merchant and naval ships is recognised as being the development and worldwide implementation of standards for the structural strength and watertight integrity of a ship s hull and the safety and reliability of propulsion, steering and other essential services. Ship Classification relies on proper care by the owner and operator has been a mandatory statutory requirement for merchant ships since Figure 2 illustrates the aspects relating to the primary tenets of ship classification - hull structure, anchoring equipment machinery installation for the basic class notation 100A1 LMC. The Maltese cross ( ) indicates that the hull and machinery has constructed under special survey in accordance with Lloyd s Register s Rules and Regulations. IMO Conventions Safety of Life (SOLAS) Float Integrity (Load Line) Pollution Prevention (MARPOL) Strength Damage Stability Machinery Electrical Fire Life Saving Communications Navigation Operation Strength Freeboard Watertight Weathertight Intact Stability Tonnage Measurement Gross Nett Arrangements Damage Stability Accidental Operational Figure 1: International Conventions - Design & Construction Lloyd s Register Technical Paper 5

8 Classification Rules Hull (100A) Anchoring Equipment (1) Machinery (LMC) Strength Arrangements Watertight Weathertight Anchor/Cable Windlass Mooring Equipment Propulsion Steering Auxiliary Electrical Control Safety Figure 2: Classification Rules - Hardware The Statutory and Classification Society requirements for merchant ships rely on each other and essentially it is not possible to design, construct or operate a merchant ship for international seagoing trade without demonstrating compliance with the requirements. A Classification Society requires compliance with Statutory Regulations and the Statutory Regulations require compliance with Classification Society Rules for structural strength, machinery and electrical installations. Depending on their design and operational role, merchant ships require a whole raft of certification which includes the following: Passenger Ship Safety Certificate Cargo Ship Safety Construction Certificate Cargo Ship Safety Equipment Certificate Cargo Ship Radio Certificate Cargo Ship Safety Certificate International Load Line Certificate International Oil Pollution Prevention Certificate International Sewage Pollution Prevention Certificate International Air Pollution Prevention Certificate Safety Management Certificate. Compliance with Classification Society Rules can be recognised as demonstrating compliance with a certificate s requirements and where a classification society has been specifically delegated by a Flag Administration, a certificate can be issued on behalf of the Flag Administration. In the naval ship regime there is no similar structure with a formal interrelationship between Statute and Classification Societies. The International Conventions are not specifically applicable to naval ships. SOLAS regulations do not apply to ships of war and troop ships, the ILLC does not apply to ships of war and MARPOL does not apply to any warship, naval auxiliary or other ship operated by a State and used, for the time being, only on government noncommercial service. Navies do need to satisfy their individual State requirements in terms of certification which may include demonstrating compliance with the conventions and naval ship safety certification for the following: Structural strength Stability Fire safety Magazine safety Escape and evacuation Propulsion and steering Safety case Security accreditation Pollution prevention In the UK, the MoD Ship Safety Management Policy (JSP430) document has a stated policy objective to ensure levels of risk which may result in death, injury, ill health to the crew or other parties; and damage to ships, their equipment and the environment are as low as reasonably practicable ALARP) and to foster a positive safety culture that seeks continuous safety improvements and environmental sustainability, guided by performance management. The standards used to gain the necessary certification are specified by the certifying organisations and may use Classification Society standards provided they demonstrate compliance with the certifying organisation s regulations. A navy may also require mandatory compliance with a particular naval standard where this has been deemed essential and if not applied there may be a critical effect on the safety of the vessel, operating performance or through life costs and support. 6 Lloyd s Register Technical Paper

9 5 Owner/Operator Requirements 6 Selection of Standards Owners and operators of any ship have responsibilities for defining what their own requirements are for a particular ship. These cover a wide range of issues forming essentially an Owner s Specification which will include details such as the following: Selection of standards Safety case analysis Operating roles Cargoes/Passengers to be carried Flag State Propulsion arrangements Standards to be applied (military / classification / society / national / international / owners) Navigation areas (ship size limitations) Operating conditions (ice navigation) Survey/inspection regime (condition monitoring/inwater surveys) Selection of equipment (commonality / machinery / lifting gear / control and monitoring) Crew accommodation Galley equipment Comfort (noise/vibration/temperature/humidity) Paint schemes In-water surveys. The acceptance of standards to meet the owner s specification for arrangements and equipment will normally be agreed between the owner and shipbuilder. In the assignment of class notations and the use of classification society rules and standards used in support of the rules, it is imperative that the class society be involved. It is a fundamental principal that if classification is intended to be applied to a ship then there must be agreement between the owner, builder and the classification society with regard to which class notations (and hence standards) will be applied for design, construction, certification and operation in service. An Owner s Specification should include guidance to designers and builders on the preferred standards to be used for procurement and operation. In the case of the UK defence industry there is a published order of preference for the selection and use of standardsiii. The order of preference starts with legislation followed by European standards, International standards, National standards, Commercial standards, NATO standards, UK MoD standards, other nation s military standards and finally company standards. It will be noted that commercial standards should be used in preference to defence standards where there are suitable and applicable standards available. Commercial standards include the classification society rules and aviation authority requirements. It is common practice in the shipping industry to recognise International standards and in general these will in practice take precedence over European standards. An owner can specify compliance with any particular standard if so desired and this may stem from a number reasons such as defined organisation policy, interoperability, security or the role of the ship. Because of the their multi-purpose roles, naval ships tend to have a more extensive range and number of standards applied as compared to a merchant ship and this can lead to difficulties for those applying and using the standards. If a naval ship is built to commercial standards such as classification rules then the interface with naval equipment and systems standards needs to be carefully assessed. Some areas that need particular attention include military loadings, ship manoeuvrability, signature management and survivability. By identifying all the issues involved at an early stage, it is possible for owners to have a clear picture of the implications involved in the selection of any standard used for design, construction and operation of their ships. Lloyd s Register Technical Paper 7

10 7 Safety Case Analysis If an owner requires a safety case analysis for a ship, this must be declared at an early stage with the scope and definition clearly visible to all stakeholders involved in all stages of design, construction and operation. The standards to be applied in conducting safety case analysis need to be declared and the use of standards to support the safety case need to be understood. Demonstrating compliance with legislation, international conventions, classification society and other standards can be used to support the safety case. If standards are used in support of the safety case it essential that the background to the development and application of the standard is understood. 8 Operating Conditions for Ship and Equipment / Environmental Policy The basic operating conditions for a ship and equipment are defined in classification society rules or by a navy but a standards policy should include a reference to specifications for the operating environment to ensure that the standards required for a ship, its systems and equipment are applied in a uniform manner. The aim of the environmental specifications is to provide base lines for the following: Functional capability of systems and equipment (inclinations/climate/weather/vibration) Comfort of crew (lighting / noise / ventilation / temperature) Preventing damage to the environment (oil/paint/sewage/ballast/water/refrigerants) A standards policy should include an environmental policy which sets the goals to be achieved during construction, operation and disposal of the ship and installed systems. The policy should make reference to the roles and operational requirements of the ship consistent with protecting the environment. Most ship owners/operators have a defined policy for information to shipbuilders, suppliers of equipment and systems. Ship operating conditions can be broadly divided into two areas, externally imposed and internally controlled as shown in Figure 3. Each of the items identified in the two areas requires a specification to be defined to ensure commonality throughout the ship and for the suppliers and integrators of equipment to understand the criteria to be satisfied. The actual installation of individual items of equipment and systems that have been established as meeting defined ship environmental conditions requires a defined plan and process to ensure that when integrated with other equipment and systems, they retain their performance capability. The integration process should be generally guided by the following philosophy: Equipment and system integration should be managed by a single designated party, and be carried out in accordance with a defined plan and procedure identifying roles, responsibilities and requirements of all parties involved. Where equipment and system integration involves functions for operational performance or safety functions, including fire, damage control, crew/ embarked personnel and ship safety, an analysis should be carried out to demonstrate that the integrated equipment/system will continue to function within the defined operational environment specifications. The analysis should demonstrate that the operational performance of the ship will not be lost or degraded beyond acceptable performance criteria where these have been defined and agreed by all stakeholders. 8 Lloyd s Register Technical Paper

11 Ship Operating Conditions Externally Imposed Internally Controlled Climate - Temperature and Humidity Inclination - Static and Dynamic Weather - Hail, Rain and Wind Green Seas Lightning Icing Airborne - Contaminants and Predators Sea-borne - Contaminants and Predators Shock - Earthquake and Explosion Military - Nuclear, Biological and Chemical Climate - Temperature and Humidity Atmosphere - CO 2 Levels Flora - Mould and Fungi Shock Vibration Flooding Noise EMC Lighting Communication Signature Materials Figure 3: Ship Environmental Operating Conditions A naval ship and its installed systems may be required to function under extreme operating conditions which may be due to the environment or due to damage. The functional capability of a naval ship and its installed systems may be reduced under extreme conditions where agreed at the design stage and within the scope of applied standards. Two terms associated with reduced functional capability are Graceful Degradation and Degraded Performance. For consistency in understanding and application of Graceful Degradation and Degraded Performance, the following terms have been developed. Graceful degradation is concerned with systems / equipment performance when failure or damage has occurred and degraded performance is related to the performance of systems/equipment outside their normal intended operating environment. Graceful Degradation: Where Graceful Degradation is used in the description of performance, the arrangement of equipment and systems is to ensure that failure or damage to a system will not cause immediate loss of the system. Systems should be capable of accommodating progressive actions (manual and/or automatic) that will provide a defined capability for defined periods of time in the event of damage or failure. The standards used for system design should be suitable for these extreme damage and failure operating conditions. Operation of the system under extreme conditions should not be the cause of damage to equipment in the system. Degraded Performance: Where Degraded Performance is used in the description of performance, the system should retain a continuous level of functional capability for agreed periods of time when the environmental operating conditions are outside a defined range of conditions for normal operations. The level of degraded performance when operating under extreme environmental operating conditions should be defined. The standards used for system design should be suitable for these extreme environmental operating conditions. Operation of the system under extreme conditions should not be the cause of damage to equipment in the system. Lloyd s Register Technical Paper 9

12 9 Shipbuilder s Capabilities/ Equipment Availability Merchant ship facilities for design and construction are called upon to deliver new ships within a short timescale - usually within 18 months of ordering. This in turn entails a requirement for shipbuilders to have a continuous availability of building berths, ready access to the required construction materials and the ability to source the most up-to-date, efficient and reliable machinery and equipment. Shipbuilders also need to demonstrate that they have acceptable standards for owners and classification societies in terms of quality controls, workmanship and shipyard standards for outfitting. A standards policy must be able to address the suitability and capability of shipbuilders to construct the ship and the acceptability of equipment that is to be installed. 10 The Human Element The human element is being recognised as an important issue in any standards policy and the key issues that need to be addressed fall within the following domains: Manning - number of people required to operate and maintain the ship and its systems in both normal and emergency situations Personnel - defining and selection of aptitudes, experience or other human characteristics necessary to achieve the required performance of the ship and its systems Training - the combination of activities required to develop the competence needed by the people to operate and maintain the ship and its systems at the required level of performance under the required range of operating conditions Human Factors Engineering - the comprehensive integration of human characteristics into the definition and development of the ship layout, its systems and use in order to optimise the performance of available people under the required range of operating conditions including ergonomics Health and Safety - the conditions inherent in the operation, use and maintenance of the ship or its systems which can cause death, injury, illness, disability or reduce human performance System Safety - the risks of injury to people or damage to equipment occurring as a result of the ship or its systems being operated or functioning in a normal or abnormal manner Accessibility - for passengers, embarked personnel, fatigued and injured people, or to take account of situational changes which exceed human adaptation, e.g., extreme motion or low or high illumination Where a standards policy includes a reference to the human element, a recognised standard used for merchant ship assessment is ISO Human-centred design processes for interactive systems. The owners and operators of naval ships usually have extensive detailed standards for the design and application of requirements relating to the human element. The specification and interface of these naval standards into design and construction of a naval ship needs to be recognised and addressed at an early stage by all stakeholders involved. As a minimum requirement the following information needs to be reviewed in the assessment of whether the human element has been realistically addressed: The human factors management and integration plan Context of use statement (including target audience description) User requirements specification User interaction specification Evaluation procedures and reports Training, operations and support manual 10 Lloyd s Register Technical Paper

13 11 Selection and Use of Appropriate Standards The selection and use of standards may be controlled by legislation, organisation policy or established best practice. A standards policy should identify the process for selecting standards and there are two key issues that may have an important impact: Consistency with existing fleet (interoperability/ commonality of spares) Ship certification (classification/safety/security) The process of selection of an appropriate standard requires a disciplined approach to ensure that the application of standards meets the needs of the ship. There are a number of issues that need to be addressed by everyone specifying and making use of a particular standard for a ship, system or item of equipment and these include the following: Does the standard recognise the organisation policy for the selection of standards? If not, can the selection of the standard be justified? Standards should in general address design, construction, installation, testing and operation in service. Is the standard applicable and appropriate to the equipment or system, i.e., does the standard specifically refer to or identify a relationship with the equipment or system? Is the standard current and readily available to all stakeholders that need access to the standard? Can the standard interface with other standards? If not, are there any constraints in using the standard? Does the standard limit the scope of suppliers? If yes, can this be justified? Can compliance with the standard be demonstrated in an auditable manner? Is the standard under review or subject to known change? responsibilities. Typically an engineering and safety justification will identify the following information: A clear statement of design intent to include equipment and human interface The assumptions made for design, operation and disposal The possible failure modes and measures adopted to mitigate such failures taking into account the suitability of materials, the effects of stress raisers and environmental conditions Any limiting operating conditions in terms of operating environment and affects on the environment Tests carried out during development The proposed demonstration and testing arrangements after installation The operating and maintenance requirements. Proposals to use manufacturer s/company standards where they have been developed for a particular proprietary item will need to be agreed on an individual basis. The described engineering and safety justification analysis would support a proposal to use a manufacturer s/company standard. Good engineering practice can be recognised as part of a route to acceptance of a design or process where there is an established track record in its application. A simple checklist system can be utilised to verify that all the key issues in the selection and use of any standard has been analysed and is understood by those responsible procurement, design and construction of ships and their systems. Where there are no recognised standards available and applicable to a particular system, product or process, it will be necessary to identify the criteria that have been adopted in the design from assessment and throughout an identified lifecycle. The use of standards is not to be seen as inhibiting innovative design proposals on the basis that they do not meet a recognised standard. In general where there is no recognised standard available, it will be necessary to carry out an engineering and safety justification analysis of the system or item of equipment. This will be managed through a formal process that identifies the intended application together with the manufacturers/organisation s capabilities and Lloyd s Register Technical Paper 11

14 12 Through Life Support 13 Contractual Issues All ship owners and operators have a keen interest in through life support of their ships and installed systems. In the merchant ship world, Statutory and Classification Regulations specify survey requirements to verify that the material state of the ship and installed systems are maintained in a seaworthy condition. A merchant ship cannot proceed to sea without the necessary evidence in the form of certificates that the ship satisfies all the relevant requirements imposed by Statute. The through life support of any ship is just as important as design and construction issues and it is essential that the considerations that may affect through life support are identified at the early stages of design. A through life support policy needs to focus on the practical issues of a naval ship operation at sea, alongside, in dry dock and cover such areas as crew competence, replenishment at sea, in-water surveys, bunkering, supply of spare gear and refits for upgrading weapons systems and equipment. The policy for the selection of standards for naval ships needs to recognise that through life support is an integral part of their operational capability and all stakeholders in the procurement process should be aware of any implications in the adoption of a particular standard and its impact on through life support. Contractual issues in the application and specification of standards for any ship need to be understood by all stakeholders. Contractual issues include: Agreement on the specification and owner s requirements Agreement on regulation and classification society requirements Agreement on shipbuilders and equipment/systems supplier s standards The use of alternative standards Demonstrating compliance with a standard Meeting delivery and costs In an invitation to tender for a ship, all standards that are intended to be applied should be identified and this information should also be available to system and equipment suppliers. Other contractual issues relating to the specification of standards that need to be addressed include: Availability of evidence that a standard has been complied with Availability of evidence that equipment has been satisfactorily tested Costs related to the use of alternative standards Any environmental issues relating to the use of standards Standardisation in the use of engineering units for all standards The written language to be used relating to the use and application of standards Any contract involving the use of standards should clearly identify exclusions, assumptions and dependencies in the application of standards to the ship and installed equipment and systems. The adoption of any standard may affect the affordability of a ship and therefore if it is possible to adopt a standard in place of another that may produce cost savings, then shipyard and equipment suppliers should identify where this potential lies and present supporting arguments for the more cost effective standard for the ship. Future legislation may affect the design and construction of a ship and its installed equipment and it is essential that a standards policy is able to recognise any future changes and their possible impact. The implications of any changes need to be evaluated on a case-by-case basis. 12 Lloyd s Register Technical Paper

15 14 Use of Standard Equipment The use of standard equipment in merchant and naval ships benefits shipbuilders, owners, operators and the regulators of requirements. The term commercial-off-theshelf (COTS) equipment is generally used to describe standard equipment that is freely available in the market place. Standard equipment should comply with standards that are applicable for use in the marine environment and where specifically required, in the military environment, where the equipment or system is essential to the safety and reliability of a ship to perform its system requirements. Standard equipment may stem from commercial marine equipment suppliers or specialised naval equipment suppliers for a specific application. The standards that a standard item of equipment complies with need to be identified by the supplier/manufacturer and evidence provided of compliance. The selection and use of standard equipment should ensure that common standards are applied throughout a ship. Examples include electrical power generation and distribution systems, electric light fittings, piping and plumbing systems, computer systems. 15 Demonstrating Compliance with Standards Compliance with specified standards needs to be verifiable. Depending on the equipment or system supplied or fitted/installed into a ship, verification that the design, manufacture and testing complies with a specified standard should be capable of being demonstrated. Compliance with a specified standard may be demonstrated through one or more of the following: Third party inspection and certification Evidence of Type Testing Evidence of Type Approval Certification by the manufacturer Compliance with Statutory Regulations for merchant ships is to be to the satisfaction of the Flag State who may delegate this to a classification society. Compliance with Classification Society standards is to be to the satisfaction of the classification society responsible for developing and implementing the standards. Standards specified by the owner/operator are to be to their satisfaction and may be delegated to the classification society or other organisation. It is the responsibility of the supplier/manufacturer to demonstrate that an item of equipment or a system complies with a specified standard. In general, compliance with standards is to be auditable through quality assurance schemes. Alternative arrangements for demonstrating compliance with standards may be acceptable for standard equipment and proposals made by suppliers and manufacturers can be assessed on an individual basis. These alternative arrangements are generally only applicable to equipment and systems that are not essential to the safety of functioning of a ship such as entertainment and recreational equipment. Lloyd s Register Technical Paper 13

16 16 Acceptance of New or Untried Equipment and Systems All equipment to be installed in a ship should be suitable for its intended application and manufacturers should be able to provide evidence of satisfactory service in conditions consistent with those specified in operating specifications for the ship. It is recognised that there will be a need to use some new or untried equipment in a new ship. This equipment maybe that which has been designed specially for a particular ship such a weapons or cargo handling equipment or an upgrade that has been designed specifically for a particular ship and does not have a record of use in similar applications. Where the regulatory authority or classification society has previously accepted an item of equipment and it falls within any of the following criteria, a new submission for acceptance will normally be required to be made by the manufacturer: A different operating environment An untested application Equipment with a known history of operational problems Equipment with known manufacturing problems The use of new technology A different application of the equipment Where it is proposed to use equipment that does not have a documented and verifiable track record in its intended application, the standards policy should stipulate that testing in service will be necessary before formal acceptance. Details of the proposed testing should be submitted by the subcontractor or supplier to the owner/operator/classification society for agreement. 17 Use of Commercial Standards for Naval Ships Can commercial standards be effectively applied to all aspects relating to the design, construction and operation of naval ships is a question often raised by those charged with procurement activities of naval ships. Commercial standards for the classification of ships have been developed with the assistance of the parties interested in their application and are approved by Technical Committees whose members represent the industry that will making use of the standards. Members on the Technical Committees include shipbuilders, equipment manufacturers, consultants, owners and operators. The standards are developed with clear aims and objectives identified. As an illustration and related to the Application of Naval Ship Damage Control Philosophy to Merchant Ships paper presented at this conference, commercial ships may be designed and constructed to a standard that reflects enhanced availability of propulsion and steering arrangements which will enable a ship to keep moving in the event of a failure in equipment or loss of a single compartment. Most of the major classification societies offer a standard for redundancy in propulsion and steering systems. Lloyd s Register s standard was developed to address owner s requirement for tangible recognition that their ships have enhanced availability of machinery and having separate machinery spaces and sets out performance criteria for the segregation and duplication of key items for classification purposes. The following describes the requirements that are applicable to commercial ships where the Owner has requested a machinery redundancy class notation. The standards set out requirements for ships that have propulsion systems configured such that in the event of a single failure in equipment, the ship will retain in operation not less 50% of its installed prime mover capacity and not less than 50% of the installed propulsion systems and retain steering capability at a service speed of not less than 7 knots. Also separation of machinery spaces is addressed where the machinery is installed in separate compartments such that in the event of a loss of one compartment, the ship will retain propulsive power and steering capability. The standards are consistent with other Lloyd s Register standards for machinery installations and recognise the latest and possible future developments in the needs of owners to have a ship capable of continuous operation at sea. The requirements go beyond simple provision of standby units and specify functionality of propulsion and manoeuvring systems with defined operating /emergency parameters. The standard details requirements for: Propulsion and steering machinery: e.g., single failure in equipment or loss of power supply Electrical power supplies: e.g., switchboards in not less than two sections Essential services for operation of machinery: e.g., effects of a single failure to be considered 14 Lloyd s Register Technical Paper

17 Emergency Generator G Switch Board Main Power Generators Diesel Generators Gas Turbines Steam Turbines Azimuthing Podded Drive Main Power Generators G G Switch Board G Azimuthing Podded Drive Main Power Generators G Switch Board Figure 4: Machinery Configuration (Azimuthing Podded Drive) Oil fuel storage and transfer: e.g., sufficient storage arrangements to allow for testing before use Control arrangements: e.g., bridge control arrangements Failure mode and effects analysis: e.g., equipment/system failure not components Testing and trials: e.g., demonstrate capability and FMEA results Manoeuvring capability: e.g., IMO Resolution 751 Operating manuals: e.g., operating instructions and procedures for dealing with events to be addressed in FMEA. The Rules require consideration of the effects of failure or malfunction in any system associated with propulsion and steering. Failure mode and effects analysis (FMEA) is required for propulsion systems, electrical power supplies, essential services, control systems and steering arrangements. This approach is consistent with marine safety and failure assessment methods currently being applied and discussed within the shipping industry. Depending on whether separate machinery spaces are required to be assessed, the FMEA investigation is required to address: Separation of machinery compartments Demonstration that a single failure in the propulsion and a related auxiliary system will not cause loss of all propulsion or steering capability Fire in a machinery space or control room Flooding of any watertight compartment which could affect propulsion or steering capability. Figure 4 shows the simplified basic arrangements of a basic power and propulsion plant with power generators and azimuthing pods located in two separate compartments to provide enhanced availability of systems for propulsion and manoeuvring. The emergency generator can be arranged to supply either pod systems if required. Figure 5 shows a controllable pitch propeller arrangement with the steering gear arrangements located in the same compartment as the propulsion machinery which could be accepted for smaller vessels but for larger ships, the steering gear compartments are required to be separate from the propulsion machinery spaces. Both of the machinery arrangements illustrate that commercial standards for machinery arrangements that are being applied to merchant ships can be adapted for naval ship configurations. For naval ship survivability reasons, the machinery space separation will need to be separated in the fore/aft direction with void or another space separation but the analysis required by the standards will provide an assurance that machinery required for propulsion and steering will always be available in the event of a failure in equipment or the loss of a compartment. The requirements do not stipulate duplication of all the systems necessary to support the operation of the machinery and a simplified basic arrangement showing separation of the oil fuel filling and transfer arrangements is shown in Figure 6. Here the oil fuel tanks and pumps are located in separate compartments but can be arranged to supply machinery installations in the port and starboard machinery spaces under normal circumstances or to the port or starboard in the event of flooding in one of the spaces. These arrangements demonstrate that commercial standards for enhanced availability and redundancy of machinery now being applied by owner s of merchant ships can provide a means of satisfying some of the main concerns relating to the redundancy requirements associated with the survivability of a naval ship. Lloyd s Register Technical Paper 15

18 Emergency Generator G Switch Board Rudder / Steering Gear CPP Shaft Generator Oil Engine G Diesel Generator Switch Board Rudder / Steering Gear CPP Oil Engine Shaft Generator Diesel Generator G Switch Board Figure 5: Machinery Configuration (Controllable Pitch Propeller) To power plant oil fuel system To power plant oil fuel system 2 Oil fuel sampling point Local and remotely controlled valve 1 Oil fuel bunker tanks 2 Settling tanks 3 Daily service tanks Transfer pumps Purifiers Figure 6: Oil fuel Filling and Transfer System 16 Lloyd s Register Technical Paper

19 18 Conclusions 19 References It is evident that standards will continue to be an important part of the specification process for the procurement of naval ships and that there is a movement to the adoption of commercial standards where these are applicable and viable. It is vital that those persons charged with the specification, use and application of standards must be aware of the all the issues involved for the effective and efficient design, construction and operation of naval ships. There needs to be a formal plan or policy document that defines the process for the selection and use of technical standards that enables all the requirements to be captured and demonstrated through a transparent structure involving all stakeholders. i) Lloyd s Register s Rules and Regulations for the Classification of Ships and the Rules and Regulations for the Classification of Naval Ships ii) International Maritime Organisation (IMO) International Conventions: Safety of Life at Sea (SOLAS); International Load Lines Convention (ILLC); Marine Pollution Prevention (MARPOL); International Tonnage Measurement Convention (TONNAGE). iii) UK Defence Standards Information Centre This paper has attempted to highlight some of the major issues that affect the selection and use of standards for naval ships and the need for a coherent policy that embraces commercial and military considerations. One of the key issues that can affect the selection and use of standards for naval ships is the operating environment for the ship and its installed systems. All the environmental operating conditions need to be identified at an early stage to ensure that the requirements any specified standards are applied in a uniform manner. Lloyd s Register Technical Paper 17

20 18 Lloyd s Register Technical Paper