SSC-273

SURVEY

OF

STRUCTURAL
IN

THE

TOLERANCES
UNITED

COMMERCIAL

STATES

SHIPBUILDING
INDUSTRY

This document

hes been approvad

for public raleasa and sala; its

distribution

SHIP

is unlimitad.

STRUCTURE

COMMllTEE
1978

SHIP

STRUCTURE

COMMITTEE

AN INTERAGENCY ADVISORY
COMMITTEE DEDICATED TO IMPROVING
THE STRUCTURE OF SHIPS
MEMBER AGENCIES:

ADDRESSCORRESPONDENCETO:

LJNITED
STATES
COASTGUARD
NAVA1S}{IF SYSTEMS
COMMAND
MILITARY
SEALIFTCOMMAND
MARITIME
ADMINISTRATION
AMERI(:AN
BUREAU
OFSHIPPING

SECRETARY
SHIPSTRUCTURE
COMMITTEE
U.S. COASTGUARDHEADQUARTERS
WASHINGTON.
D.C. 20591

SR-1233

With the vast increase in ship size during the past two
decades, great emphasis has been placed on reducing hull scantlings
through rational determination of loads, working stresses and
TO support an extended use of rational
material properties.
analysis in ship design, it is necessary to determine the deviations
from (idealdesign that can be expected in construction and their
effects during the vesselts service life.

The Ship Structure Committee initiated a project to deter

mine the factors leading to and the extent of deviation from theoretical design that can be expected.
This is the final report of that project and is being published to assist in developing a rational approach to ship design.
i

W. M. Benk&t
Rear Admiral, U.S. Coast Guard
Chairman, Ship Srructure Committee

.... . . ...

.....,,, ,++-

.,. r.m,.
.
.,.,,,
..........._,.
.,..,_ ,.C..-.._

FINAL

REPORT

on
Project
Structural

SR-1233

Tolerance

Survey

To:

:s

SURVEY

OF STRUCTURAL

STATES

COMMERCIAL

TOLERANCES
SHIPBUILDING

IN THE

UNITED

INDUSTRY

by

N. S. Basar
R. F. Stanley
M.

Rosenblatt

& Son,

Inc.

under
Department
of the Navy
Naval Ship Engineering
Center
Contract
No. NOO024-76-C-4059

This doe-i.unent
has Zm.m approved for pubZie reZeczse
and Gala: its distribution is unlimited.
U.

S. Coast

Guard Headquarters
!dashington, D.C.
1978
~
...

.
.,,
,..J
\.:

ABSTRACT

Deviations
from ideal
structural
design
of different
types
of vessels
during
construction
and service
are
investigated,
Selected
U.S.
commercial
shipyards,
ship owner/operators,
steel
mills,
and foreign
classification
societies
are surveyed
or interviewed
with
the purpose
of documenting
major
deviations
and recurring
structural
imperfections,
and determining
the factors
leading
to these
deviations.
An effort
is also
made to determine the extent
of deviations
from theoretical
design
and to establish,
wherever
possible,
structural
tolerance
limits
which
are most commonly used
in U.S.
yards
and which can therefore
be considered
representative
of U.S.
shipbuilding
practice.
These are compared
to published
international
5tructural
tolerance
standards,
and recommendations
are given
for
further
study.

/---

ii

CONTENTS

ABSTRACT
List
List
Section

1.

2.

3.

4.

4.2
4.3
4.4
4.5
4.6
5.

General
Standard
Scope of

Structural
Extent
of

DISCUSSION
4.1

Section

Background
Objective
Limitations

1-1
1-2
1-3

and Scope
of Surveys

2-1

Survey
Vessels

Format
for Actual

STRUCTURAL SYSTEMS/SUBSYSTEMS
3.1
3.2

Section

1-1

SURVEY METHODOLOGY
2.1
2.2
2.3

Section

iv
v

Tables
Figures

INTRODUCTION
1.1
1.2
1.3

Section

of
of

Surveys

Imperfections/Deviations
Consideration
for
Each

3-4
3-6

Deviation

4-1

OF SURVEY RESULTS AND TRENDS

Shipowners
and Operators
Shipyards
and Steel
Fabricating
Steel
Mills
Classification
Societies
Foreign
Institutions
Overview

4-2
4-5
4-23
4-24
4-29
4-29

Facilities

5-1
5-1
5-8

Sect

on 6.

CONCLUSIONS

6-I

Sect

on 7.

RECOMMENDATIONS

7-1

7.2
7.3
Section

8,

Recommended Guide to U-s,

ShipYard
ractice
Structural
Tolerances
Relation
of Tolerances
to Rational
Design
~uali~y
Assurance
and Inspection
Requirements
In Shipyards

Section

9.

9.3

7-1
7-1
7-4

8-3
9-1

APPENDIXES
9.1
9.2

8-1

REFERENCES

ACKNOWLEDGEMENT

3-1

AND DEVIATIONS

FOLLOW THROUGH OF A TYPICAL STRUCTURAL OEVIATION

5.1
Factors
Related
to Ideal
Design
5.2
Influence
of Structural
Deviations
on Strength

7.1

2-1
2-2
2-2

Bibliography
U.S.
Commercial
Shipyard
Standards
Existing
International
Standards

iii

9-1
9-8
9-63

LIST

Table

No.

OF TABLES

Page

Description

4.1

Structural
Tolerance
by Shipowners/Operators

4.2

Deviations

and

6.1

Comparison
Tolerances
Standards

of USA Practice
with
Published

Structural
Shipyards

Tolerances

7.1

Standards

Tolerances

at

as

Reported

Shipyards

in Structural
International

in United

States

No.

4-4

4-8

6-3

7-2

-iv

LIST
Figure

No.

Page

Description

4.1

Bulkhead

4.2

Damage Occurence
by Age of Vessel

4-6

Rate

Poor

No.

4-3

Misalignment

Example
of
of Design

OF FIGURES

4-6

Detailing

Graphical
Representation
of Reported
tural
Deviations
and Tolerances

4.5,

A.

Full

B.

Alternate

Detail

4-27

c.

Explosion

Bonding

4-27

5,1

General
sional

5.2

Alignment

5.3

Detail

5.4

Effects

7.1

Critical

Penetration

Relationship
Accuracy
of

Cost

to

Subassemblies

Design
of

4-27

Weld

of

of

Weld

Quality

Struc-

4-18

4.4

a Beam Bracket

Dimen-

5-5

5-5
5-9

Undercut

5-11

Areas

7-3

SHIP

STRilCTJRE C@;:41TTEE

The SHIP STRUCTURE CWIITTEE

is constituted to prosecute a research
program to improve the hull
structures
of ships by an extension of kno;~ledge
pertaining
to design, materials
and mzthods of fabrication.
RAD!I H. N. Bsnkert, USCG (Chairman)
Chief, OFfice of Herchantl.!arine Safety
U.S. Coast Guzrd Headquarters
Hr.
P. 14. Palermo
Asst. for Structures
Naval Ship Engineering
Center
Naval Ship Systems Coiimand

Hr. M. Pitkin
Asst. AcIministrator for
Commercial Development
Naritima Administration

tlr. John L. Foley

~Vice President
Amrican
Bureau of Shipping

Hr. C. J. Whitestone
Engineer Officer
Nilitary $ealift Command

.
SHIP

STRUCTURE

SUBCOWTTEE

The SHIP STRUCTURE SUBCOi?lIllEE acts for the Ship Structure

Committee
on technical matters by providing technical coordination for the determination
of goals and objectives of th~ program, and by evaluating and interpreting
the
results
in terms of ship structural
design, construction and operation.
}~~\jAL sEA sysl~s
Mr.
Hr.
Nr.
Hr.
U.S.

R.
J.
C.
G.

c~.~~AN~

Johnson - Member
B. OBrien - Contract
Pohler - Member
Sorkin - Member

COAST

NATIONAL ACADEHY
SHIP RESEARCH
Administrator

LCUR T. H. Robinson - Secretary

LCDR S. H. Davis - IIernbar
C*APT C. B. Glass - Flember
Dr. !4. C. Dietz - ;@mber

WELDIHG
Mr.

SEALIFT

Prof.
U.S.

C.

Nolan

Dr. N. R. Porter

2ERICAH

Mr. R. H. Sterne

OF SHIPPIIIG

}.!rFS. G. Stlansen - Chairman

D;-. H. Y. Jan - Mem5er
I,!r. I. L. Stern
- H.mber

U.S.

k.

Chin-Bea
vi

ACADEMY

Kim - Liaison

Liaison
MARITINECOLLEG~

- Liaison

IRON & STEEL

INsTITUTE

- Liaison

NAVAL ACADEW

Dr. R. Bhzttacha~ya

U.S. XERCl{ArfT HWI)IE

STRUCTURES
- Liaison

OF N.Y.

AMERICAN

..

- Liaison

J. H. Evans

STATE UNIV.

- Member
- Member

COAST GUARD ACAOEfiY

Ilr. A. B. Stavovy - Ilember

Hr. D. Stein
- Member
BUREAU

COUNCIL

K. H. Koopman

CAPT H-

COMMAND

Nr. T. M. Chapman
COR J. L. Simmons

RESEARCH

- LiaTson

It!TERNATIONAL SHIP
CONGRESS

Dashnaw - Mernbar
Hammer - fhnber
K. Kiss - Iiember
Seibold - Member

FIILITARY

NAVAL ARCHITECTSfi
ENG1!IEERS

Mr. A. B. Stavovy

NARITILIE ADMINISTRATION
Hr. F.
Kr. N.
m!
,,,r.R.
.,
),ir.
F.

Mr. O. H. Oakley - \iaisOn

Hr. R. H. Rumke - Liaison
SOCIETYOF
MARINE

GUARD

OF SCIENCES
COMMITTEE

Liaison

1.0

INTRODUCTION

1.1
I

Background
A ship

or

any

vessel,

like

any

other

complex

structure,

is

sub-

jected
to certain
Imperfections
or deviations
from their
ideal
structural
design
during
construction.
The deviation
can be avoidable
or unavoidable
depending
on its
location,
ease of inspection,
and the Possibility
of accomplishing
corrective
action.
For
definition

purposes
of the

it
of clarity,
ideal
design.

may be desirable

to

first

attempt

The structural
design
of ships
is based on strength
calculations
performed
using
the dimensional
characteristics
of the vessel,
the
loading
criteria
for
the service
the vessel
is to
be employed
in, and
the prevailing
sea-states..
Assumptions
are made in carrying
out the
design,
and safety
factors
are used to compensate
for
unknown or unpredictable
parameters.
The structural
model of ships
developed
in this
fashion
is expected
to perform
its
intended
service
under all
conditions.
This
is label led the ideal
design.

The ideal
design
assumes
that
the finished
construction
will
represent accurately
the configuration
shown on the theoretical
structural
Even though
there
have been cases where allowance
was made in
drawings.
the ideal
design
for certain
major
deviations,
in general,
a great majority
of newly constructed
vessels
do not have any such allowance
associated
with
their
design
except
for what
is intrinsically
allowed
in
the classification
society
rules.
Yet
in everyday
practice,
it
is impossible
to maintain
an exact
duplication
of the geometric
configuration
depicted
on ideal
design
drawThe ideal
design
is deviated
ings on the physical
ship being
constructed.
from during
the production
of shipbuilding
materials,
during
fabrication
These
and assembly
operations,
and during
erection
on the building
ways.
deviations
may consist
of flaws
in base material,
errors
in fit-up
and
alignment
work,
unfairness
of plating,
errors
originating
from the manufacturing
processes
used,
and errors
in the detail
design
of structures.

A ship may develop

additional
imperfections
or deviations
from the
deviations
may
ideal
design
during
its
service
life.
These in-service
Impact
loads
originate
from the actual
service
conditions
of the vessel.
experienced
during
operations
in heavy seas, ,or mechanical
damage during
operations
in port
or at sea,
may result
in deviations
such as unfairness
of the plating,
distortion
or deflection
of structural
members,
nr reduction
of steel
thickness
due to corrosion,
etc.
If an initial
imperfection
exists
on a newly built
vessel,
the service
conditions
may cause a worsening of an otherwise
~olerable
deviation
and lead to brittle
fracture
or
fatigue
cracks.

1-1

I
Even

with

todays

technology,

which

allows

the

use

of

improved

quality
shipbuilding
materials,
much improved
manual or automatic
sophisticated
welding
techniques,
fabrication
and assembly
procedures,
and new non destructive
testing
methods!
some shipbuilders
maY not be~
for varying
reasons,
in a position
to fully
utilize
these
improvements
and provide
a finished
product
reflecting
the available
technology.
Furthermore,
even when all
available
technology
is fully
utilized,
it
is still
impossible
to eliminate
all
structural
imperfections
due to the
inherent
errors
in the automatic
fabrication
equipment
and the human
factors
involved.
The apparent
result
of this
situation
is that
the
design
drawings
ships
built
by one shipbuilder,
even if the same ideal
are followed,
may be and almost
always
are not equivalent
to each other
from a structural
accuracy
viewpoint.

J.2

Objective

and

Scope

The overall
objective
of the present
study
is to determine
and
document
the present-day
hull
construction
and inspection
procedures
to
determine
the factors
leading
to and the extent
of structural
deviations
from the ideal
theoretical
design
in U.S.
shipyards.

Ship

The original
requirements
Structure
Committee,
were

for
the study,
the following:

1.
Approximately
twelve
producers
supplying
material
for,
vessels
should
be surveyed.

be

Shipowners/Operators
2.
interviewed.

curring

4.

The surveys
should
consider
during
construction
and service

5.
from

6.
documented.

for
The
and

and

The study
should
cover
ocean going
barges
to fully

a.
b.
c.
d.
e.
f.

damage

U.S.
shipyards
constructing,

3.
powered

as

specified

and representative
steel
or repairing
ocean-going

classification

agencies

the range
from unmanned
powered
vessels.
deviations
including:

from

Poor detailing
of design
Flaws
in base material
and thickness
Fit-up
alignment
Welding
flaws
Unfairness
and deflection
Forming
and strengthening
practices

deviations

and

recurring

items

are

should

and/or

ideal

also

un-

design

oc-

variations

The in-service
deviations
should
exclude
collision,
grounding
or similar
accidents.
Major

by the

deviations

to

be explored

due

to

and

The study
should
identify
the normal
deviations
experienced
7.
the factors
involved
as well
as the maximum deviations
expected.
findings
should
be correlated
by ship
type,
in-shop
or on-ship work,
the type of shipyard
faciltiies,
(e.g.
repair
versus
new construction).
1-2

8.

No experimental

or

ship

As described
in greater
survey
was expanded
during
actual
cover
nineteen
shipyards
or steel
twelve
required
in order
to obtain
of the U.S.
Shipbuilding
industry,
as possible.
1.3

Limitations

of

instrumentation

work

was envisioned.

detail
in Section
2, the scope of the
performance
of the investigation
to
fabricating
plants
rather
than the
a more representative
cross-section
and also
to cover
as many ship
types

Surveys

As touched
upon briefly
desirable
to conduct
detailed

in Section
2, it would have been
and in-depth
surveys,
especially

in

ship-

yards,
to enable
the project
team to develop
distribution
curves
of
the deviations
measured
rn a quantity
sufficient
to permit
statistical
The quantity
of structural
however,
was not possible.
analysis.
This,
deviations
data obtained
was rather
limited
partly
due to the fact
that
the yards
did not maintain
a statistical
record
and partly
due to the
fact
that
actual
measurements
proved
to be difficult
to carry
out in
that
it interfered
with
the yards
work in progress.
service
deviations
are concerned,
aga!n
not enough
As far as in
data were available
from the classification
societies
due to the simple
fact
that
th;s
type of data
is not being
recorded
and sometimes
not
even reported.
It is probable
however
that
they are not reported
due
to following
reasons:
The causes
are difficult
to determine.
Measurements
of deviations
are often
impossible.
Even if the causes
could
be determined,
the surveyors
may st!ll
be reluctant
to report
these
because
they may
be subject
to libel
suits.

a.
b.
c.

last
reason
led the International
Ship Structures
Con ress
in
report
(l):
to recommend for
future
research
the esta % lishment
System.
The report
cites
the
ve Damage Recording
of a comprehensi
need for all
i.e.
the classification
societies,
parties
concerned,
Shipowners,
and ship
repairers
to take a more 1 iberal
view of the
subject
and to release
information
of this
type fa tie benefit
of
the industry.

This
1976

The

range

fully
covered
constructed
in
This
limitation

of

vessel

types

specified

for

the

due to the fact

that
some vessel
commercial
shipyards
during
U.S.
is further
discussed
in Section

surveys

types
were
the period

could

their

not

be

not being
of surveys.

2.3.

The data on structural

deviations
were identified
at the time of
documenting
them during
surveys
as to whether
they represented
shop
or field
work and also
as to what ship
type
they
referred
to.
In
compiling
and analyzing
the data
however,
it was decided
that,
since
the shop deviations
are either
eventually
eliminated
by corrective
action
or they become field
type deviations
when a~sembled
in place
>$Numbers

in

parenthesis

denote

similarly

1-3

numbered

references

in

Section

8.

as-is,
only
on-ship
type deviations
would be considered
tabulations.
Still,
however,
because
of their
very
nature,
deviations
such as cutting
line
accuracy,
edge preparations,
depth etc.,
necessar~ly
reflect
in-shop
operations.

for
some
groove

The results
of surveys,
in the form of structural
deviation
tolerance
data are reported
in Section
4 separately
for owners,
class
societies,
and steel
mills,
and the ermrging
general
trends
discussed.

and
yards,
are

in Section
5.0,
a typical
structural
deviation
is
Additionally,
individual
ly considered
throughout
all
phases of ship design,
construction,
and service
and the importance
of maintaining
tolerances
is investigated.

1-4

2.0

SURVEY METHODOLOGY
2.1

Gene ra 1
.

A number of international
agencies/institutions
have developed
tolerance
standards
and/or
compiled
and published
ship structural
listings
of same in use in their
respective
countries
at the time of
publication.
The most widely
known structural
tolerance
standards
are those
developed
in Japan by the joint
efforts
of the Society
of Naval
Architects
of Japan and the University
of Tokyo.
The Japanese
Hull
Part
as it is referred
to (2)
Shipbuilding
Quality
Standardswas first
published
in 1965 and was subsequently
revised
and re-edited
in 1971,
1973,
and 1975,
to reflect
the changing
shipbuilding
technology.
The Japanese
approach
in developing
these
standards
is described
in (3):
Briefly
, the approach
consists
of taking
actual
measurements
of
structural
deviations
in a number of Japanese
shipyards,
developing
from these
distributions,
histograms
of the measured
deviations
and,
establishing
the mean standard
(range)
and the maximum allowable
value
(tolerance)
for each structural
deviation
considered.
A similar
but
more limited
approach
was found desirable
for
the present
project.
As a first
step all
reference
material
compiled
was carefully
re~iewed,
and various
ways of listing
the structural
deviations
were
noted .
The listings
in the Japanese,
German and Swedish
shipbuilding
tolerance
standards
were used but rearranged
to conform
to the following sequence
as specified
by the Ship Structure
Committee:
a.
b.
::
e.
f.

Fit-up
and alignment
Unfairness
and deflection
Forming
and straightening
practices
Welding
flaws
- butt,
fillet,
laps,
Flaws
in base material
and thickness
Poor detailing
of design

and corners
variations

The list
of deviations
developed
was used in pilot
surveys
conducted
with
two shipyards,
two shipowners,
four
classification
societies,
[n the
and one steel
mill
for
the purpose
of testin9
its
usefulness.
pilot
surveys,
the scope of the survevs
were
defined
and
revised
after
,
each surveyto
reflect
the experience
gained
and also
to make it e; sier
to extract
relevant
structural
tolerance
information
from the inst
tutions
visited.
The
surveys:

following

conclusions

were

made

upon

completion

of

the

p lot

1.
The list
of deviations,
with
minor
revision,
could
be used
in surveys
at shipyards.
Each yard could
be given
a copy of the list
and
asked
to fill
in the appropriate
columns
for normally
experienced
and
allowable
maxjmum deviations
to the extent
that
this
information
exists
and is being
used.
2-1

The

2.
on structural

ship

owners

deviations

do not

and

could
be used as a guide
in
operators
may have available

normally

tolerances;
obtaining
to them.

have
therefore,

whatever

as detailed
the

information

list

information
of
the

deviations
owners/

3.
desirable
asked
to
inspection

For purposes
of facilitating
the data
evaluation
work,
it
is
to list
all
the probable
questions
that
the shipyards
may be
answer
in connection
with
their
quality
assurance
capabilities,
criteria,
and statistical
or other
deviation/tolerance
records.

4.
to be of
personnel

Visits
to various
institutions,
especially
shipyards,
short
duration
and take a minimum of time away from the
due to their
pressing
every
day type work responsibilities.

have
yard

It would be desirable,
and mostly
possible,
to contact
the
5.
regulatory
body resident
surveyors
and Owners
representatives
stationed
and to obtain
their
input
regarding
structural
tolerances
in each shipyard,
and qual ity control
requirements
and procedures.
6.
Informal
talks
with
the yards
engineering
department,
and
especially
with
the hull
design
group,
would be necessary
in order
to
explore
the yards
approach
to recommended
corrective
action
for any
excessive
deviations
noted
and in order
to document
their
procedure
for
detailed
design
review
and checkinq
of the oriqinal
structural
desiqn
that
may be left
unagainst
any deviations/deficienc
ies/deformations
corrected
in the vessel
under construction.
2.2

Standard

Survey

Format

surveys,
and considering
Utilizing
the experience
gained
from pilot
the general
shipyard
response
to be expected
dur ng the visits,
a format
was developed
for use as a standard
procedure
during
final
surveys.
The

2.3

one

format

contained:

a.
b.
c.

Definition
of the
Questionnarie
List
of deviations

Scope

of

Vessels

Final
surveys
steel
fabricating

for

scope

Actual

of

survey

Surveys

were conducted
at eighteen
plant.
on the following

shipbuilding
yards
types
of vessels:

Oil Tankers
(33,oOO
to 265,000
DWT)
Ro1l On/Roll
Off Vessels
(14,500
to 17,000
LNG Carriers
(63,600
DWT)
Barges
(250 to 400 Feet)
Drilling
Rigs
(Jack-up
& Semi-submersible)
Drilling
Ships

and

DWT)

s
r
c
2-2

3.0

STRUCTURAL SYSTEMS/SUBSYSTEMS

AND DEVIATIONS

fabrication,
subassembly,
assembly,
complete
cycle
of design,
and
operation
of
a
ship
is
considered
phase
by
phase
for
erection,
determining
and listing
the structural
systems
and subsystems
to be
The underlying
thought
is the effect
investigated
in the present
study.
of each phase or process
on the ships
structural
systems
and the possibility of creating
or causing
a structural
deviation
or imperfection.
The

Specifically,
Contract

Detail

Base

Design

Design

processes

are

any inferior
quality
affecting
the quality

considered:
details
or
of detail

details
in the

or manudetail
work-

in the actual
materials
delivered
Any deviations
to the yard
from the ideal
materials
as specified
in the plans
and specifications
and the effect
of
these
deviations
on the structural
quality
of the
ship
being
constructed.

Methods

and

and

Insufficient
or inferior
quality
facturing
processes
specified
ing drawings.
-

Fabrication

stages

to determine
arrangements
design.

Materials

Assembly

following

the

and Processes
- Lofting,
cutting,
forming,
straightening,
and welding
methods,
and equipment
and tools
used in the yard during
fabrication,
and the structural
deviations
originating
from
errors
or lack of quality
in these
operations.

Erection

Procedures

Inaccuracies

or

imperfections

in

the assembly
methods
and erection
processes
followed in the yard,
and their
role
in causing
structural deviations
in the finished
product.
Inspection

Service

and

Factors

Quality
Assurance
Procedures
- Lack or insufficiency
of inspection
and quality
control
operations
during
vgrious
stages
of vessel
construction
and structural deviations
caused
by these
factors
as well
as by
temperature
fluctuations,
improper
or insufficient
staging
for
larger
vessels,
and the misalignment,
deflection
and sinkage
of building
ways,
basins
or
docks .
-

Effects
of corrosion,
coatings,
and overall
maintenance
procedures
on causing
structural
deviations;
and also
any deflections
or similar
imperfections
which may be developed
due to impact
and shock loadings during
a ships
service
life.

A listing
of all
possible
structural
deviations
affecting
the
structural
systems
and subsystems
existing
on a vessel
is developed
as
result
of the above consideration.
This
listing
is compared
to some of
compilations
in existing
international
shipbuilding
standards
(2,15,16)

3-1

a
the
and

is also
reviewed
to ensure
that
Ship Structure
Committee
(SSC),
The original
list
SSC had the following

1.

Fit-up
1.1

1.2

1.5

2.

guidelines

satisfy

the

set

sequence

forth

specified

A!ignrnent
1.1.1

Accuracy

1.1.2

Panel

of Cutting

Line

BIock Marking

Compared

with

Correct

Location

Edge Preparation
Roughness of Free Edge

1.2.2

Roughness ofWeld

1.2.3

Notcheson

1.2.4

Notches

1.2.5

Dimensional

Component

Groove

Free Edge
on Weld

Groove

Accuracy
bevels

for welding)

Parts Fabrication

1 .3.1

Longitudinal

1 .3.2

Angles

1.3.3,

Plates

Flanges

& Flanged

and Built-up

Brackets

Plates

Alignment
1.4.1

Minimum

1 .4.2

Gap

1 .4.3

Fitting

Distance of Weld

Between

to Adlacent

Weld

Members

Accuracy

Subassembly
1 .5.1

Permissible

1 .5.2

Dimensional Accuracy

Distortion

of Beams

1 .5.3

Alignment

of Subassembly

of Subassembly

Unfairness and Deflection

2.1

2.2

Accuracy

Form

Principal

2.1.2

Deformation

Deformation

Work

Dimensions
of Hull

of Main

Fotm

Structural

Membe~

Unfairness

2.2.2
Final

of Hull

2.1.1

2.2.1
3.

to

the

Marking

(including

1.4

meets

as developed
outline:

1.2.1

1.3

it

Miscellaneous
a

Finishing

3.1

Finishing

3.2

Surface

3.3

Treatment

3.4

Hatch

3.5

Access

3.6

Miscellaneous

3.7

Tightness

3.8

Painting

Deviations

Practices

up Traces

of Temporary

Pieces

Defects
of Openings

Cut for Temporary

Purposes or by Error

Coamings
Openings
Pieces

Tests
of Joint

at Tightness

Test or Inspection

3-2

by

the

by

the

4.

5.

Flaws
4.1
4.2
4.3
4.4
4.5
4.6

in Welding
Geometry
Shape of Bead (including
size,
undercut,
Distortion
(Angular)
of Welding
Joint
Short
Bead
Arc Strike
Welding
at Low Ambient
Temperatures
Weld Spatter

Flaws
5.1
5.2

in Base Material
Surface
Flaws
Laminations
Steel
Castings

5.3
6.

Poor
6.1
6.2

Detailing
of
Deficiencies
Deficiencies

reinforcement)

Design
in Contract
Design
in Detail
Design

and was used in the surveys

This was label led the List
of Deviations
It was also
used as a guide
in soliciting
structural
conducted
in shipyards.
class
societies,
and steel
mills.
tolerance
information
from shipowners,
It was slightly
modified
as results
were obtained,
however
the general
sequence
remained
unchanged.
When analyzing
and evaluating
the data
obtained
from the surveys,
it
was deemed appropriate
to drop those
deviations
from the 1 ist
for which
no
responses
were given.
One of the deviations
dropped
was 1.4.2 Gap
Originally,
this was adopted as it existed
in the Japanese
Between Members.
JSQS ( 2 ), and it appeared
that
there
was
Shipbuilding
Quality
Standards,
an overlap
between
this
deviation
and Gap Before
Welding,
Fillet
Weld.
The latter
was selected
for use in tabulating
the results.

,.
,.

The order
of the remaining
obtained
has been rearranged
to
and treatment
of material
as it
finished
components
on the ship.
The
original

A.
,,.
,-

B.
c.
D.
E.

resulting
sequence

listing
by their

deviations
for which
responses
have been
better
reflect
the chronology
of handl ing
progresses
from raw mill
product
to

of structural
deviations
can
respective
numbers as follows:

Flaws and Size

Deviations
in Base Material
Cutting,
Forming
and Straightening
practices
Fit-up
Alignment
(9-11)
Welding
Flaws and Restrictions
(12)
Accuracy
of Subassembly
and Erection
(13-23)

The structural
analysis
are
listed
considered
for each

be related

!1
;.,
,,

3-3

the

(1)
(2-8)

imperfections
and/or
deviations
considered
below and a brief
description
of the extent
is given
immediately
following
the 1 ist.

[,

to

in the
being

final

3.1

Structural
1.

Imperfections/Deviations

Receipt

Inspection

a.

Waviness

b.

Thickne=&

C.

Laminations

piti

2.

Cutting

3*

Edge Preparation

4.

Line Accuracy

Edge straightness
b.

Semi-automatic

c.

Manual

6.

Taper

with

correct

Welding
Welding

Welding

Depth
ZZZ%

7.

*,

Angle

Fabricated

Shapes

a.

Flange

Breadth

b.

Angle

c.

Straightness
i.
ii.

Flange
Web

8.

Rolled

9.

Gap

Plane

Plane

Shapes,

Flange

Angle

Before Welding

a.

Fillet

b.

Butt
K=

..

line)

for

Automatic

Groove

(CompCIrison

(Roughness)

a.

5.

Considered

Lap

,ll,fl~

Nyu
10.

Beam and Frame

11.

Butt Joint

Gap

1
Misalignment
m

3-1,,,

--i
T

Weld

12.

Geometw

Jv

Reinforc=mWt

~\+\

////%

13.

IIntercostal

14.

profi Ie Warp

15.

Stiffener

16.

Adiacent
Weld
a . Butt to Butt

Misalignment

1*

Deviation

from Straight

Line

Spacing
W=-+
~r

///K?///
b.

1:

Butt to fiile~
lll~jj

17.

Cylinder

18.

Cumed

19.

Subassembly
Accuracy
Length & Width
a.
b.

20

21.

Diameter
Shell

Accurccy

Squareness

Hatch
Access

Cooming

Dimensions

0penin9S

a. Dimensions
b.
22

Deformation

Unfairness
a.
b.

Bottom Shell

c.

Deck

d.

5upentructure

Side

Shell

Side

& End

3-5

Oveml

23.

I Dimensions

a.

Length

b.
c.

Beam
Depth

d.

Keel

e.

Forebody

Flatn-s

(Deviation

from Straight

Line)

Rise
/7

f.

Afterbody

9.

Deadrise

h.

Draft

Extent

of

Marks

Consideration

For

Each

Deviation

Receipt
Inspection
covers
those
material
1.
determine-the
acceptability
of the material.
yard,
but
it must be detected
before
it can
to

measurement
Pits

with
weld
sufficient.

and

up to

fit-up

certain

material.

The

difficulties
size
can
tolerance

reject

2.
Cutting
ment of the

plates

with

be

extensive

Line Accuracy
is
guideline
as well

the
as

3for

was to cover
Edge Preparation
welded edges,was reported.

4.

Edge

Straightness

is

similar

tionship
to original
design
is
the production
of gmd welds.
5g6.

only
7,

to
8,

9,

Groove
Depth and
those
yards
that
10

& 11 are

self

defects
that
should
be checked
Waviness
can be corrected
in
be corrected.
Uncorrected,
.i~

to
the
leads

later.
faired
limits

Laminations
in rolled
steel
plate
or fibers,
of sulphide
or oxide
(slag).
several
thinner
plates
stacked
together
should

--&-4

Marks

i. Freeboard

3.2

y,

Rise

by
are

product
cutting

both

to
not

deeper
which

pits
even

must
welding

be filled
is

not

are produced
by oblate
shaped
inclusions
Either
type causes
the plate
to act
like
Receipt
inspection
to form a thicker
one.

laminations
end
the

grinding;
those
for

welded

cutting
included.

that

are

of several
operation
edges

3-6

in

excess

step4,
itself.

and

free

of

including

edges,

but

line
accuracy,
except
that
Its
importance
is mostly

Taper
Angle
are self-explanatory,
do such preparation
for weld
explanatory.

far

but
joints.

they

are

limits.
establish-

only

data

the relarelevant

relevant

to

on of the digging
effect
12. . Weld Geometry:.
Undercut
is a funct
lf the arc
is too
which melts
a portion
of the base material.
weld metal
fran the electrode
may fall
short
and not completely
leaving
an undercut
along
the upper
leg of the weld,
or,
zone,
either
or both sides of the weld.

Reinforcement

above fIush
13.

Intercostal

14.s
15.dependent
d!ii

is

A nominal
weld
undercut.
welding
handbooks.
-

helps
to prevent
recommended
in
(or

Profile
and
on previous

Cruciform

Joint)

Stiffener
work and

is

Misalignment,

Deviations
influential

are
in

Cylinder
17.
vehicles,with

5
i ke
tion

18.
in

.
? ish*

Diameter
is relevant
nmstly
large
cylindrical
structures.

Curved Shell
Accuracy
shell
unfairness.

is

a function

to

the

functions
following

of

drill-rigs

forming

fill
this
in a butt

reinforcement

classic

of fit-up
work.

Adjacent
Weld Spacing
is dependent
on original
design
16.
It is not a tolerance
problem,
per
especially
pre-heat.
.
distortions
and locked
in stresses.

lled
>Ot

of a welding
arc,
long,
the nmlten

of

practices

similar

andis

1/16

tolerance

problem.

problems,

both

and on welding
se,
but it can

and

melted
weld,
at

practices,
lead
to

exotic

a major

marine

factor

19, 20, 21,

22 & 23
are self
explanatory,
except
that
some shipyards
do not make
and Deadrise
change
are
sny check on L, B, .or D.
Forebody
Rise,
Afterbody
Rise,
functions
of welding-induced
shrinkage
and diurnal
temperature
changes,
a problem
that
has been partly
reduced
but not eliminated
by extra
careful
design
and welding
sequence.

ata

at to

nt

3-7

4.0

I
~
1:
$
f

DISCUSSION

Results

OF SURVEY RESULTS AND TRENDS

obtained

In the tabulations
the data supplied
are used in place

from

surveys

for reporting
on deviations
of the names

are

discussed

the responses
and tolerances,
of institutions.

4-1

in
to

the

the

following

survey

symbolic

subsections.

questionnaire

numbers

and

letters

and

4.1

SHIP

OWNERS AND OPERATORS

Seventeen
ship owner/operator
executives
or yard
inspectors
were
interviewed
to discuss
their
experiences
with
deviations
in construction
and in service
on
their
ships.
Some of the comments and discussions
are given
below,
but since
they
had quite
diverse
operations
~ most of their
comments do not fit
neatly
into
tabular
form.
The most commonly suggested
tolerance
problem
was misalignment,
especially
misalignment
of intercostal
at cruciform
intersections.
Three
ship owners/
operators
have approached
the pwblem
on an analytical
basis,
utilizing
finite
element
analysis
either
to determine
them aximum
misalignment
allowable
before
design
joint
efficiencies,
stresses,
and safety
factors
were exceeded,
or to
determine
the mechanics
of known failures.
In one case;
the owner/operator
found
that
t/3
was the maximum acceptable
misalignment
for high stress,
high-cycled
joints.
This
result
agrees
with
that
presented
in the background
material
for
Another
found that
many small
disthe Japanese
Shipbuilding
Quality
Standards
(3).
continuities
and misal ignments
that
ordinarily
were not bothersome
to inspectors
were
This
same owner/operator
the causes
of small
cracks
in container
ship box girders.
bulkheads
had caused
fatigue
also
found that
misalignments
of up to 1 in longitudinal
cracking
at cruciform
joints
with
transverse
bulkheads.

was t
one 5
ana 1y
owner
quest
made,
conc~
is m
of Wc

rect i
did r
yard
Solut
the F

Two executives
discussed
the problem
of plate
panel
distortion
(unfairness)
due to welding.
One said
that
deflections
up to 1/4
in shell
plating
were
The
tolerable
because
they
indicate
that
the weldments
have pulled
properly.
other
stated
that
shipyard
practices
for straightening
these
deviations
sometimes
He urged care and proper
sequencing
to prevent
build
up large
residual
stresses.
problems.
At least
three
other
owners/operators
utilize
curves
for assessing
permissible
unfairness,
based on NAVSHIPS 0900-000-1000
( 4 ).
Various
strength
and

structural
Two oil
tanker
owners/operators
found that
the initial
expenses
plus
the expense
of recoating
after
ten years
were much more than the initial
cost
plus
service
expenses
of simply
having
thicker
steel
plate.
Two other
tanker
owners/operators
said
that
deficiencies
in coatings
result
in wastage,
and that
reducing
this
wastage
would prolong
ship life.
The owners of a fleet
of LNG tankers
use inorganic
but urged that
someone should
analyze
the
zinc
coatings
in the ballast
tanks,
A drytrade-off
between
reduced
scantlings
for coatings
and plate
buckling.
cargo
ship owner/operator
executive,
citing
the corrosive
environment
as different
said
that
there
were benefits
from coatings.
He related
from that
on oil
tankers,
the fortuitous
situation
where some ships
originally
built
with
full
scantlings
were jumboized,
yet
the plating
was adequate
when special
coating
allowances
were
utilized.
Several
One inspector
overall
weld
tive
testing.
investigated

opinions
were given
on the
to reduce
tabular
corrosion

subject
of
allowances

coatings
to maintain
for plate
thickness.

interesting
cmnments were received
on the subject
of weld defects.
for a drill
rig owner/operator
said
that
he required
about
10% of
footage
and 100% of critical
area welds
to be inspected
by non-destrucAn executive
for an oil
tanker
company said
that
at one time
the firm
The result
the defective
welds
by X-raying
all
welds
in three
ships.

4-2

.-

dam
year
~Si

stafacdoe
not
at
to 1
cur
or

the

Stu
des

An inspector
told
of
the welds
X-rayed
had some defects.
one shipyards
procedure
that
eliminates
the possibility
of doing
a statistical
The yard would
not show the in-process
X-rays
to the
analysis
of weld defects.
but would show only
the X-rays
of the structure
in
owner if repairs
were required,
The yard evidently
felt
that
if repairs
were
question
after
repairs
were made.
This
displays
a fundamental
misrode,
then the original
X-rays
were
irrelevant.
conception
about
NDT as a means of quality control.
Since less than 100% sampling
is made,
it is important
to retain
and analyze
the original
data
to know what quality
of work is being done.

was that 15% to 20% of

Shipyards
and classification
societies
occasionally
have found
novel
ways of
rectifying
structural
deviations
in fit-up.
One example
involved
a bulkhead
that
did not align
with
a floor
at the tank
top.
Instead
of breaking
the connections,
the
yard welded a large
bar to bridge
the misalignment.
This
may seem like
a makeshift
solution,
but it probably
did not develop
large
residual
stresses
in the. joint,
as
the process
of breaking,
force-fitting,
and rewelding
would
have (Fig.
4.1).

ssre
r
igue

Bulkhead

Bar
Fig.

4.1:

Bulkhead
Misalignment

reproduced
here with
special
permission,
relates
The graph on Figure
4.2,
The rate
rises
sharply
in the first
four
damage occurrence
rate
to vessel
age.
The shipping
lines
interviewed
should
years.,
then falls
off
to a lower
level.
have seen most of the tolerance-related
problems
that
would
show up, by now, since
Hence,
it would
not be fair
to
nmst of their
ships
were more than four
years
old.

+,

state
that the lack of information
on tolerance-related
problems was due to
fact
that
such problems
are just
lurking
in the ships,
waiting
to show up.
does not mean that
deviations
have not caused
problems,
nor that
deviations
not cause problems
in later
years
if such problems
have not occurred
already.
at least
some cases,
the statements
made by owners/operators
regarding
lack
tolerance-related
currences.
Often,

structural
cracks

or

problems
structural

stem from
failures

the lack of reporting

have been reported

the
This
will

[n
of
of such Ocas seaway damage

or as design
problems
for which
reinforcing
was the recommended
remedy,
when in fact
Unfortunately
for
this
the problem
might
have been misalignment
or faulty
welding.
study,
but fortunately
for the, ships
involved,
the repairs
made to correct
suspected
deviations.
design
faults
usual]Y
relieved
the problems
posed by construction
.

4-3

# 1
Item

i nch

# 2
mm

# 4

#3

inch

mm

3116

4.8

i nch

mm

inch

# 5
mm

inch

mm

7a
Flange
Breadth

1/8

3.2

1/9

3.2

7b
Angle
9a
Ga
Fil ret

min

Butt

1/a

3.2

Lap

1/16

1.6

10
Bearn and
Frame Gap

1/8

3.2

11
Butt
Misalignment

118

3.2

1/4

6.4

1/4

6.4

min
1/16

1.6

9C

3.2

lfi

3.2

1//8

3.2

1,/8

3.2

-1/16

-1.6

-1/16

-1.6

.03

0.8

l\8

1/8

3.2

-1/16

-1.6

+/2

12a
Reinforcement
12b
Throat

or Leg
\

12C
1/16

Undercut
13
Intercostal
Misalignment

t/2

1.6

1/16

t/2

1.6

1/16

1.6

t/2

t/2

14
Profile

Warp

1/8

15
Stiffener
Bend

1/2

3.2

12.7

lba
Butt - Butt
Spacing

150

150

16b
Butt - Fillet
Spacing

51

51

TABLE 4.1:

Structural

Tolerance

Standards

4-4

as

Reported

by Shipowners/operators

The numerical
ooerators
~~its
of
only

are listed
millimeters,

those

tolerance

of structural
to- erances reported by various shipowners/
in Table
4.1,
in both the English units of inches and metric
Necessarily,
or in terms of a fraction
of the plate
thickness.
standards
supplied
by the owners/operators
are reported.

values

AS
far as deviations
on the actual
ships
built
are concerned,
very
little
numertiuch of this
representatives
at shipyards.
ical data was obtained
from the owners
One other
source
was discussed
above along
with
in-service
deviations
reported.
discussed
by
a
few
owners/operators.
Ipoor
detailing
of
design,
was
of deviations,
However,
this
example
involving
access
ladder
rungs.
One of them gave a most explicit
tolerance
problem
but concerns
more the design
of structural
is hardly
a structural
details
(see Figures
4.3A,
B, and C).

4.2

SHIPYARDS AND STEEL

4.2.2

Analysis

of

FABRICATING

Responses

to

the

FACILITIES
List

of

Deviations

in the form of numerical

data on strucThe responses
obtained
from shipyards
tural
deviations
experienced
during
ship construction
and repair
activities
were
Nevertheless,
numerical
values
were accumuquite
varied
in completeness
and depth.
lated,
and these are listed
in Table
4.2
both
in English
and metric
units
of measurement .
It should
be noted
that
the letters
on the left
hand column of the table
reflect
the source
shipyard
and that
both deviations
and tolerances
are
listed
for each
such information
was
type of imperfection
shown across
the top of the table
wherever
furnished.
it means that
either
no information
Where numbers do not appear
in Table
4.2,
was made available
by the yard
in question
or that
the information
supplied
was
descriptive
in nature
and contained
no numerical
data.
Where reference
is seen to
AWS, ABS, USCG, NAVSHIP5,
Table,
Curve,
this
denotes
that,
in connection
with
the
structural
deviation
under which
these
are
listed,
the yard
in question
follows
the
regulations
of the respective
regulatory
agencies
or that
the yard has supplied
tables
or curves
to represent
the criteria
they follow.
These are
listed
and included
in
Appendix 9.2.
In the tabular
listinq
limited
space prevents
fulj
forward,
but the following
shipyards.

of deviations
and tolerances
reported
by the shipyards,
explanat
on of some tolerances.
Host listings
are straightqualifica
ions are necessary
parts
of the data
from several

2.
Cutting
Line Accuracy
Where l/8
or 1/16-1/8
is listed,
applies
to curved
lines.

/]6

accuracy

applies

to

straight

lines

and

1/8

9a.
Gap Before
Welding,
Fillet
Weld
Where 3/16
is listed
as the tolerance,
o-1/16
qap requires
the specified
weld size,
while
l/1611-3/1611
gap requires
an increase
in wejd size
by the quantity
(gap-1/16).
Also,
2 shipyards
require
I/8
maximum gap for flat
plate
and 3/16
gap only
for
curved plate.
raters

1
Where
plate

Butt Joint
/8
is listed,
s as follows:

Misalignment
it is applicable

only

4-5
..

to

thick

plate.

The

tolerance

for

thinner

curriulative

rate

,-i
Occurr~nce

rate

~)

s
e:
tt
tF
I
o

34567tig

VESSEL
Figure

4.2

Damage

AGE

Occurrence
(fatigue

(Source:

Figure

4.3.A

Full
penetration
accompl ished,
allowed
water

Required

to

Original

by Age

broke

fo
ga
mi

Vessel

2
in

20)

Requirement

loose

due

231
3
pot

RUNG

to
NAV

4..3.B:
keep

of

failures)

welds were not being

the unsealed
outer
ends
to enter
the joints,
and

rungs eventually
corrosion.

Figure

Reference

Rate

Full

Penetration

a hazardous

from developing.
to this
joint.

But

Figure
4.3.C:
and Problem-Free

condition

shipyzrds

As-strong,
Solution

Weld

nmrt

objected

Easier,

Shipyards
objecting
to the full
penetration
weld claimed
that
this
was equally
strong
and easier
to do.
It finally
was
adopted
and served
well.
=1
Figure

4.3:

Example

of

Poor

Detailing

of

Design

4-6

_________
._.

..

Plate

Thickness
t < 3/81
3/811 <t <5/81
5/8
<t

Tolerance
1/321
1/16
1/8

.
,
.
is ~de
data

in

points

A quick
analysis
of the
Figs.
4.4 even though
it
obtained

the small
amount Of
still
be considered
each item,
as well
the tolerance
limits
the yards.
4.2.2

distribution
is realized

of deviations
that
for most

is simply
not conducive
to a statistical
the representations
data
points
h~everp
useful
in that
they
report
the minimum
[n these
representations
as the ranges.
and

Review-of

the

solid

Structural

bars

denote

Tolerances

the

and maximum
the hollow

deviation

Supplied

by

and tolerances
items
the number of
Even for
analysis.
in Figs
4.4
may

values

values
for
bars
denote

reported

by

Shipyards

A review
of Table
4-2 as well
as Fig.
4.4
reveals
that
the situation
In a few cases
such as the fillet
weld
for tolerance
data
is slightly
better.
butt
weld
reinforcement,
weld
undercut,
intercostal
gap, butt weld misalignment,
misalignment,
and overall
length
of the vessel,
singular
spikes
are observed
in
4.4
in the tolerance
frequency
distribution.
the graphical
representations
of Fig.
This shows that
the majority
of shipyards
do indeed
try
to work to the tolerances
indicated.
In

fourteen

cases

(~,

7a,

9b,

Q,

~,

18,

20,

~,

~,

22c,

~,

23b,

~,
and ~)
the worst deviations
lay at least
SD% beyond
the mmt
~eral
Of these
fourteen,
the nine
underlined
were
tolerances for
the same cases.
ported
by shipyards
that
had, standards
for
the relevant
cases.

A sumnary
NAVSHIPS 0900-000-1000,
8.3.1.1

more than

1/4

of

the structural
dated
10/68
(4),

Fillet

Weld

o318:
shall
of joint
length
7/16
and up:
12.

12.1

not
nor

vary
below
specified
for more than 6 at

shall

not

Joints

vary

:..
,,

14.5.3
o14.8
shall

in

size
by more than
any one location.

1/16

in

specified
unfairness

in

welded

deviation
1/16
1/8

in

Outer

reinforcement

exceed

size.

or

structure.

Plating
Maximum

Welds

Buttering
not

contained

3/8

Butt
1/16

below

permissible

Thickness
t
< 3/8

t >

specifications

re-

Size

tables of
contains
(See Appendix
9.2.8)
Butt-type

tolerance
follows:

Hull
(for

Surface
hydrodynamic

reasons).

Buildup
3/8thickness

47

on each

joint

edge.

allowable

for

Receipt

Inspection

%utting

Accuracy
=h

/ARD
A

Line

Edge

Preparation
-111111 I nch
mm

DEV

3.2

1/8

3.2

1/8

AWS 3.2.3.1

l--

TOL

ABS 30.3.1

DEV
6.4

1/4

TOL

DEV

DEV

.lt

DEV

1/8

3.2

3/16

4.8

I/8

3.2

1/64-

TOL
DEV

3/16

4.8

1/25

1/8

3.2

1/8

1/32

0.8

1/32

13.2

118

3.2

1/4

6.4

0.8

1.

:1/16-l/81
1/8

.8

b
1-

1,6,
[3.2

DEV

TOL
DEV
TOL

DEV

111

TOL

I 25.4

DEV

DEV
Table

1/64

0.4

3/8

TOL

t-

9.5

DEV
TOL

.4

DEV

TOL

3/16

.5

1/8

3.2

1.6

1/16

DEk

TO1
H

DEV

DEV

DEV

TOL
DEV

TOL
DEV

DEV

1/8

13

.2

1/8

3.2

1/8

3..2

1/16

DE!

TOI
DE

TO
DE
To

I 1.6
~

TOL
s

TOL
R.

DE!
TOI

TOL
o

DE1
TOL

TOL
N.

TOL

TOL

.DEV

TOL

DEV

DEV

TOL

1---

TOL

TOL

DEV

t-0

TOL
F

DEV

TOL
E

DEU

TOL
D

DEV

TOL

DEV
TOL

5HI
ARo
A

TOL
B

F
F
ITEM

1/8

TO

I 3.2
s

DEV

TABLE

4.2:

Deviations
4-8

DE

L-

TC

Table

TOL

DE

and

Tolerances

at

Shipyards

1TEM I 4_

Edae

Straightness

r
Han-ua 1

ion
mm

inch

mm

I nch

1/32

0.8

t2

0-1/8

3.2

+50

4.8

3/16

4.8

28

inch

mm

16 Taper

Groove
Depth

Angle
mm

TOL
B
1

DEV
TOL

DEV
1

TOL
D

DEV
.-

TOL I
,..E

I
-

DEV
I

TOL

1/8

3:2

DEV

, /8

3;2

TOL

I/8

3.2

1/8

3.2

.8

3/16

1.6.

1/8

3.2

1/8

3.2

1/16

1.6

1/16

1.6

ii

DEV I

1.

TOL
K

DEV

I
5

:2

F-E!+=
P
I

3/32

1/4

!0-3/16

0-1/8

2.4

4.8!

*5O

3.2

TOLDEV
I

1/8

6.411/16

1.6

I 5/64

3.213/32

2.413/32

2.0
2.4

TOL
s

DEV

TOL

I
TABLE

72:
4-9

Continued
.

a
iHIP
(ARD
A

mm

1)
Flange
Angle
i nch

Fabricated

R%lled
Flange
-.
mm inch

~ ~~Straightness
c(ii)
h f
Plane
Web Plane
Flange
mm inch
mm inch

Shape
Angle
,- mm

SHIP
YARD
DE

DEV

TO ~

TOL
B

aTOL
c

T1 f~

64

~1 .50

DE

c
3.2

]/8

~]/4

TO!

6.4
D

DEV

DEV

1/4

3.2

1/8

TO!

2U

+20
6.4

1/4

DEV

TO L
DEV

TOI
,

25.4

tlQ

1/4

6.4

+30

o
1 /471

6.4

1/23

TOL
I

DEV

3/8~3
, /8

2
20

12.7

1/2

12.7

9.5

3/8

9.5

1H

3/4t

3.2

I/8

3.2

1/4

6.4

1/8fioI

3.2

1/8

3.2,

F
L

1/8

1:5
1/4

3.2

1/8

3.2

6.4

DEv

E
DE

TO

DEV

TOL
DEV

TOL
DEV

1/8

3.2

1/8T4

3.2

l/8~30

3.2

1/8730

3.2

TOL

3/1~

4.8

3/1674

4.8

3/16~30

4.8

3/1 6~30

4.8

.
*1/2

DE

P.

TO:
DE

TO

12.7

DEV

E
DE

3/8

9.5

TO

DE

TO

TOL
s

DE

TO

TOL

DE

TO

2~

TOL
M

DE

TO

6.4

1/4

DEV

DEV

DE

TO f

TOL
M

TO ~
DE

L
I

DEV
TOL

DE

TO!

t/2

TOL
K

DE

6.4

TOL
G

DE

DEV
TOL

DE
TO I

TOL
E

DE
TO

1.5

DEv
TOL

DEV

DE

OEV

TO

TOL
TABLE 4.2:
4-1o

Continued

Shape
Angle
mm
-

Fi~let

;HIP
\
fARD

inch

T
A
TOL
B

mm

inch

DEW
TOL

TOL

t/4

,
c3/16

4-8

I/8

3.2

-c

c
Lap

Gap Before
Welding
b Butt
~
mm
inch
mm

ITEM

.1/4

W2

6.4

3/16

4.8

3/16

4.8

1/8

3.2

1/16

1.6

3/16

4.8

11/8

I/8

3.2

I/8

1/8

3.2

DEV

3.2
I -3.2

TOL
E

DEV
TOL

1/4-1/2

6.4-

3/16

4.8

3/1 6

4.8

3/16

4.8

3/16

4.8

DEV

t/2
<3/ 16

4.8

~3/16

4.8

3/16

4.8

~3/16

4.8

1/8

3.2

1/16-1/8

3/16

4.8

~3/16

1.64.8

ToL
G

DEV

3/16

4.8

TOL
DEV

<3/16

4.8

1/8

3.2

TOL

1/32-3/321

0.4-

t/2

4.8

1/16

1.6

*1/8

3/16-3/4

4.8-

3/l&3/4

4.8-

3/16

4.8

6.4

3/16

DEV
TOL

H
1

4.8

DEV
TOL

3/16

TOL

~3/16

4.8

DEV

1/16-3/161

1.6

TOL

1/4

6.4

c1/16

1.6

2$.4

3.2
.

4/8

3.2

3/4

19.1

1/16

1.6

4/8

3.2

1/8

3.2

1/8

DEV

3.2

DEV
1

D
10

I
.

DEV

TOL
DEV
3/16-=

4.8

3.2

1/8

3.2

3/32

2.4

4.8

3/8

9.5

I/8

37

3/lW/4t

4.8-

1/16

1.6

TOL

<3/16

4.8

DEV

,/8

TOL

3/16

Ev
TOL

~.
<3/16

4.8

-i

1
1

DEV
1

TOL

.,
TABLE 4.2.

I
Continued
4-11

I 3.2

Weld ~ometry
Throat
or Leg

Reinforcement
YARD

mm

inch

mm

13
Intercostal
Misalignment
inch

Undecrcut
inch

mm

DEV

14

profile
Warp
mm

I nch

mm

TOL
B

DEV
TOL

t/4-t/2

I /8

3.2

+1/16

1.6

DEv

1/32

TOL
D

DEV
TOL

0.8

t/4

1/16

1.6

w /2

1/32

0.8

l/8

3.2

II
t /7

DEV
TOL

E
t/ 2.

DEV

3, ,
TOL
G

DEV
TOL
DEV

1/8

TOL

-W

1/3 2

0.8

+] /32

+l/sl-O.
[

~ 1/ 32

2 mwx.

DEV

DEV

3.2

1./21 1

DEV

0.8

1/32

DEV

1 .]

t/2

0.8

t/2

me.

0.8

t/2
1

.
25.4

NC
T
OD

TOL
DEV

EV

]/32J/l
I/8

1/8

o.8-

6-3/32

1/32

DEV

1/32-1

3.2

/8

0.8

T
D,

T(
DE

t/2

1.61/16

DEV
TOL

DEV

TOL
R

12.7

m;
1/32

DEV

TOL
QD

t/2

1/3 2-I

TOL

t/2
1/ 8

TOL

t/2

TOL

0.8

3/4, ,:
M

0.8

TOL
L

-9.5

76.

t/ 2

3.2

TOL
K

J /32.
I

~3/ 8

o.&+l/16

1.6

1/32

1.6

0.8

t/2

1/876

3.2

TC

4-12

DE

DE

t/2

TO

TOL
I /16
I
1.6
TABLE 4.2:
co~~inued

t /7

To:

ofile
la rp

;HIP
fARD

mm

16

5Stiffener
Bend

ITEM

mm

inch

mm

inch

ylinder
Diameter

mm

inch

1/

Adjacent
Weld Spa~ing
Butt
fi Butt
Butt
- Fillet

.,
mm

inch

urved
Shell
Accuracy
i nch
mm

DEV
TOL

DEV
1-1/2

TOL
!

3.2

]/8

DEV

38.

1/2

TOL
D

1/8

12.7

3.2

3/16

4.8.

3.2
6

152.

DEV
TOL

DEV
r

9.5

2 max

51.

TOL
F

DEV

5/16

8.0

12

305.

51.

152.

152.

l/4

.6.4

TOL

,,

DEV

TOL
DEV
TOL

6.4

1/4yl o
(
3/8)/3

2
I

51.
,

64.

9.5

2-1/2

76.

3.2

152.

8.0

3.

1/8

3.2

1/8

1/8

3.2

1/4

3.2
i

6.4

2%
1

25.4

1.5%

DEV
TOL

DEV
TOL

]/87]ol

DEV
TOL - 5/16~3

76.

1-1/2

38.

1/4

6.4

1/16

1.6

DEV
TOL

DEV
TOL

DEV

>

TOL
DEV

t/2
,

TO L
!
3.2

DEV
TOL

3[8730

9.5

76.

76.

3 /32

1-1/2

38.

1-1/2

38.

3 /16-3/81

DEV
TOL

DEV
TOL
TABLE 4.2:

Continued
4-13

2.4
9.5

19

Subassembly
Lengthaand
h
mm
i nch

SHIP
tARD
A

Accuracy
~
Squareness

20Hatch
Coaming
Dimensions
mm

inch

21

Access
Dim~nsions
i nch

mm

inch

mm

Openings
b
Deformation
I nch

mm

DEV

IYARD
A

TOL
B

DEV
TOL

1/8

3.2

22.2

DEv
TOL

7/8

1/4

6.4

DEV
TOL

DEV

]/4

TOL

.I%

Ev

1/2

6.4

12.7

1/2

12.7

1/4

6.4

]/2

12.7

3177

7 L

3/32

2.4

TOL
G

ToL
H

3/16

4.8

1/4

6.4

.1%

1/2

12.7

.1%

I/2

12.7

n,

DEV
TOL

DEV

1/4

6.4

1/4

6.4

1/4

6.4

1/4

6.4

1/8

3.2

1/8

T(
DI

3.2

DEV
TOL

DEV
TOL

DEV

3/16

TC
DE

4.8

TO

TOL M

DEV

DE

TOL
N

DEV
TOL
DEV

TOL
DEV
~/2

TOL
DEV
TOL

1/4

DEV

1/8

TOi

3.2

DEt

6.4

1/4

TOL
1/2
12.7

6.4

3/4

5/16

mv

112.7

8.0

k
TOL
DEV

19.1

1/4

6.4

USCG

USCG

TOL

OEV

TOL

TOL

DEv

DEV
?

TOI.

TOL
TABLE 4.2:
4-14

Continued

b
ation

I TEH
SHIP
YARD

mm

Bottom
Shell

22

:i~fl
i nch

mm

inch

a
Superstructure
Sides
and

b
L@fairness

Deck
mm

DEV
TOL

DEV
TOL

3/8t

3/8t

+/7

DEV
TOL

DEV
TOL

DEV
TOL

2.4

Curves

19.1
Curves

Curves

Curves

DEV
1/]6

1.6

1/16

TOL

1/473

6.4

1/4

~oi

t/6

DEV

5/8

15.9

TOL

3/4

19.

TOL
G

3/4

1.6

1/16

1.6

1/4

6.4

1/4

6.4

l/2~3

[ 12.7

1/2

12.j

DEV
I

,6.4

H
3.2
I

DEV
TOL

Curves

6.4

Curves

Curves

Curves

Table

Table

Table

DEv
TOL

DEV
TOL Table

1/4

8.0

5/16

DEv
TOL

DEV

TOL
DEV

NAVSHIPS
1

TOL
DEv
TOL

3/8~30

9.5

3/87301

9.5

3/8T30/

9.5

3.2

1/8

3.2

1/8

3.2

DEV
TOL

DEv
TOL

1/8

TABLE 4.2:

Continued
4-15

3/8Y30l

9.5

ITEM
;HIP
rARD
\
A

SHI
YAR.
DEV

TOL
B

DEV

TOL
c

DEV

TOL
~

DEV

TOL
DEV

TOL
DEV

TOI.
~

DEV

TOL
DEV

H.

TOL
I

DEV

It

TOL

-1

DEV

KC

TOL

DEV

.
.

LO

TOL

T
4

HO
TOL

T(

i---- DEV

TOL

DE
T[

DEV

Df

TOL
DEV

TC
DE

TOL
DEV

TO

TO

TOL
R

DEV
TOL

s-

DE

DE
TO I

DEV
TOL

DE!
TO1

4-16

verall
iHlp
fA!iD

--iii

Rise

Dimensions
Deadrise

Draft

.~.
mm i nch

Freeboard
tj::~s

mm

mm

DEV
TOL

DEV
TOL

1/16

DEV

1.6

1/16

1.6

TOL
D

DEV
TOL

DEV
TOL

]/8

DEV

1/8

3.2
S.zk

TOL
G

DEV

TOL
DEV

6.4

l/4y25i

6.4

.1%
1/2

TOL
I

12.7

1/4

6.4

1/16

1.6

1/4

6.4

I/8

3.2

DEV
TOL

DEV

TOL
L

DEV

51.

3/8

9.5

TOL

2.7

DEV

TOL
DEV

TOL
DEv

TOL
DEV

TOL
DEV

]/2

TOL

3/4

~
?

1/4

6.4

1/8

3.2

1/8

1/16

1.6

3/32

2..4

12.7

1/2

12.7

1/16

1.6

19.1

5/8

15.9

3/32

2.4

DEV
TOL

-J

DEv
TOL
TABLE 4.2:

4-17

Continued

3.2

LEGEND
Abscissae:
Ordinates:
Solid Bar:
Hollow Bar:

As indicated
Number of Data Points
Deviation
Tolerance
Limit

2 Cutting
Line
Accuracy

lb Pits

3 Edge Roughness

*
inch

Edge Straightness
4a Automatic

for

Welding

Lb Semi-autonatic

1
1-

Rl.l$-

1[

-!46

b%.

inch

5 Groove

Depth

inch

6 Taper

Angle
.

inn
%6

Fig.

I
~

4.4:

+!4
inch
Graphical

~
2

4c Manual

dJu%
kinch

7a Flange
Breadth

78
degrees

Representation
of Reported
and Tolerances

4 -

18

i nch
Structural

Deviations

LEGEND
As indicated
Numb.ar of Data Points
Deviation
Tolerance
Limit

Absc;ssac:
Ordinates:
Solid Bar:
HO11OW Bar:

7b Flange
Angle

h---

7C Straightness

8 Flange
Ang 1e

JZ3

degrees

degrees

I
I

ifich

Gap Before

Welding

ga Fillet

Weld

I
Ill

II

42

%%4%

h %344inch

inch

10 Beam and
Frame Gap

11 Butt
Misalignment
.

L
34

nch

Fig.

4.4:

4-19

12a Reinforcement

1.

I
inch

Continued

n
%2

1.
k

i nch

LEGEND
Abscissae:
Ordinates:
Solid Bar:
Hollow Bar:

AS indicated
Number of Data Points
Deviation
Tolerance
Limit
13
I

rntercestal
Misalignment

III
til

I
3
i riches

inch

14 Profile

Warp

m %
n
.%
.
4?

15 Stiffener

Bend

i nch

16b Butt to
Fillet

17 Cylinder
Diameter

lln. !1
I ~J

II
*

1
t

16a Butt to
Butt

inch

1-

n I
~~

18 Curved Shell
Accuracy

i riches

inch
Fig.

4.4:

4-20

Continued

LEGEND
Abscissae:
Ordinates:
Solid
Bar:
Hollow Bar:

As itiicated
Nuaber of Data Points
Deviation
Tolerance
Limit

Subassembly
20 Hatch Coaming
Dimensions

19b Squareness

19a Dimensions

1
~

I
h:

In

.1
4

44

tiinch

Access

inch

Opening

Unfairness
22a

21b Deformation

21a Dimensions

Bottom

Shell

22b Side

l-l p
34~ 7;

Shell

inch

22d Superstructure
Verticals

22c Deck

1L

ml
Y.!

I
Q inc;/4

inch
Fig.

4.4:

Continued

,:
4-21
( ,,

LEGEND
AS indicated

Abscissae:
OrdinateS:
Solid Bar:
HO11OW Bar:
23 Overall

IL
I

a Length

Number af
Deviation
Tolerance

Data

Points

Limit

Dimensions

b Beam

b--

inch/100

T-

i riches

d Keel

Flatness

i riches

i riches

e Forebody

F Afterbody

Rise

Rise

LIL

6-,,

[1!
J/2

!
7,,

L_
g Deadrise

i nch

i nch

h Draft

i riches

i Freeboard

Marks

at

tJJL
~a ~

s/A

M_llJ$6 ~

&inch

((

inch
Fig.

4.4:

4-22

Continued

Marks

quite
Rules

These standards,
except
for
the tables
in their
section
12, are
similar
to the American
Bureau of Shipping
requirements
as set forth
in
for Building
and Classing
Steel
Vessels
(12),
(see Appendix
9.2).

Most yards
follow
some sort
of tolerance
fairness
of plating
and misalignment
of intercostal
very
few yards
the remaining
structural
deviations,
except
for
the following,
whose standards
standards,
permission

in Appendix

exceeding

Diiision
Corporation

STEEL MILLS

Two steel
producers
the ABS requirements
4.3.1

standards
as far as the unmembers are concerned.
For
have established
written
are reproduced
with
special

9.2:

Bath Iron Works Corporation

Litton
Industries
Ingalls
Shipbuilding
Livingston
Shipbuilding
Corporation
Newport
News Shipbuilding
& Dry Dock
Seatrain
Shipbuilding
Corporation
Sun Shipbuilding
& Dry Dock Company
4.3

the

surveyed
were
for materials.

presently

meeting

and

sometimes

even

General

The ABS Rules

for Building
and Classing
Steel
Vessels
has an entire
chapter
(Section
43, Materials
for Hull
Construction
and Equipment)
in which
specific
The process
of manufacture
requirements
for mill
practices
and tests
are given.
Chemical
composition,
including
ladle
analysis,
probably
is most important
to the ABS.
product
analysis,
and fine
grain
analysis
(when applicable),
is monitored
at the mill
Subsequent
heat
treatment
at the mill
or at the shipyard
also
is
by the Surveyor.
monitored
by the Surveyor.
For each heat,
tension
tests
on carefully
selected
specimens
are performed.
Material
for castings
and forgings
is subject
to bend tests.
Grade D, E, DH, and EH materials
are subject
to impact
tests.
No measurements
are required
by the ABS for plate
or shape dimensions.
These measurements
are supposed
to be handled
by the mills
themselves,
under
the
or
American
Institute
of Steel
Construction
Specification,
the American
Society
Testing
Materials
standards,
and the American
Iron and Steel
Institute
rules.

Designation
plates
and

AlSCs
section
A6 , which
itself
shapes:
Ila+

b.

Plates
camber

are
and

on Standard
Mill
is a group of

to be checked
flatness.

Structural-size
cross-section
variations
length.

ASTM permits

1/4

in

for

Practice
is a summary of the
common requirements
for rolled

thickness

shapes are
limited
area or weight,
and
cross-section,
ends

inch

variation

4-23

under

and

weight,

width

ASTH
stee

and

length,

to 2.5% variation
from theoretical
for
dimensions
are to be checked
out of square,
straightness,
and

ordered

length

and

width.

4.3.2

Results

of

Surveys

at

Mills

Both steel
mills
stated
that
tolerances
of the AISC (American
Institute
Society
for Testing
Materials)
and AISI

they work basically

to
of Steel
Construction),
(American
Iron and Steel

the

standard
ASTM (American
Institute).

Closer
tolerances
are generally
observed
for alloy
andhigher
strength
One mill
said
particularly
armor plate
and steel
for nuclear
plants.
work to 1/2 standard
tolerances
or any other
tolerance
level
required
cost.
purchaser
but at extra

The
steel

material

following
produced

a.

b.

deviations

experienced

The allowance
for
thickness
during
the rolling
process
generally
about
10 roils over on the edge of the plate,
when the plate
cools,
the thickness
will
be closer
to
nominal
value.
For a nominal
plate
thickness
of 1/4,
the
variance
on the finished
product
will
be .238
to
the average,
the finished
plate
is 3 to 4% overweight
standpoint
of thickness.

c.

Plates,
after
torch-cutting
and
are approximately
5% overweight
considering
both their
thickness

d.

Laminations
are occasionally
found on rolled
plates.
stated
that
the laminations
could
never
be totally
however,
they are reduced
to less
than
1/2% of the
Frequency
of finding
laminations
depends
duction.
ness of the plate.

e.

4.4

numerical
values
for actual
were furnished
by one mill:

when
from
and

4.4.1

is
so
the

on

that

.255.
On
from the

they are
ready
for
shipment,
an overall
viewpoint,
i.e.,
size
against
nominal
values.

Corrosion
and pitting
also
may be present.
slivers,
etc.,
se}ious
problems
are scabs,
ditioning
of the plate
by grinding.
A11oY
to a greater
degree
of conditioning.

CLASSIFICATION

steels,
they
can
by the

[t

However,
the
which
require
steels

was

eliminated;
plate
proon the thick-

are

more
con-

subjected

SOCIETIES
General

The American
Bureau of Shipping
is the dominant
classification
society
for building
in United
States
yards.
The U.S.
Coast
Guard accepts
the current
standards
established
by the ABS and designated
Rules
for Building
and Classing
Steel
Vessels
regarding
material
and construction
of hulls,
boilers,
and machinery,
except
that
their
standards
generally
are compared
to ABS standards
to determine
their
acceptability
by the Coast Guard.
Specific
) 24.
24.27

parts

of

Vessels

the

ABS rules

Intended

Non-destructive

to

are
Carry

Testing

4-24

..

. . ... .. ..

excerpted

belcw:

Liquified

Gases

-73C
m

All
butts
(-lOOF)

and seams
or colder

of welded
primary
containers
for
are to be completely
radiographed

cargoes
unless

at

they are tested

by an alternate
approved
procedure
for nondestructive
~The butts
and seams of welded
primary
containers
for
cargoes
testing.
stall
intersections
and at random
a hove -73 C are to be radiographed
locations
of the butts
and seams to the satisfaction
of the attending
The method of nondestructive
testing
of nonstructural
priSurveyor.
mary containers
or secondary
barriers
is to be specially
considered.
30.

Welding

30.3.1

Edge

Preparation

Weld
each

build
plate

Where

and

up should
edge.

sections

to

Fitting
not

exceed

be joined

t/2

differ

or

in

1/2

(12/5

thickness

mm) on

and

have

an

offset
on any side of more than
I/81
(3 mm), a transition
having
a
length
not less
than three
times
the offset
is to be provided.
The
transition
may be formed
by tapering
the thicker
plate
or by specifying
a weld joint
design
which will
provide
the required
transition.
30.3.3

Cleanliness
Slag

and

welded
but
subsequent
30.5.7

scale

are

also
from
passes
or

Fairing

to

be

each pass
layers.

and

Flame

removed
or

not. onl.y

layer

before

from
the

the

edges

deposition

to

be

of

Shrinkage

methods
of
Fairing
by heating
or flame
shrinking
and other
correcting
distortion
or defective
workmanship
in fabrication
of main
strength
members within
the midships
portion
of the vessel
and other
plating
which nwy be subject
to high stresses
is to be carried
out
only with
the express
approval
of the Surveyor.
30.5.9

Inspection

of

Welds

Radiographic
or ultrasonic
inspection
or both
is to be used when
the overall
soundness
of the weld cross
section
is to be evaluated.
Magnetic
particle
or dye-penetrant
inspection
or both
is to be used
when investigating
the outer
surface
of welds
or may be used to check
back chipped,
ground or gouged joints
prior
to depositing
subsequent
passes.
Some steels,
especially
higher-strength
steels,
exhibit
a
When welding
these
materials,
considertendency
to delayed
cracking.
ation
is to be given
to delaying
the final
nondestructive
testing
to
accommodate
30.9.

occurrence

Fillet

Welds

and

detection

of

such

defects.

30.9.1

General

is not to be less
than 0.7
times
the
The weld throat
size
t
Where the gap between
the faying
surfaces
of members exweld
leg size
w .
ceeds 2 mm or 1/16]
and is not greater
than 5 mm (3/16)
the weld
leg size
is
The gap between
members is not
to be increased
by the amount of the opening.
to be greater
than 5 mm (3/16).

4.2.2

Results
a.

from

American

Classification
Bureau

of

Societies
Shipping

(ABS)

ABS cited
a structural
detail
where a plate
was being
welded
to
At first,
the vertical
another
plate
situated
perpendicular
to the first
plate.
plate
was welded
to the horizontal
plate
by a full
penetration
weld from the top
(See Fig.
4.5A).
In this
configuration
and by a fillet
weld from the bottom.
In one
the vertical
plate
had a tendency
to crack
at about
the middle
of it.
case where this
happened,
the plate
was thought
to be deficient
and a new plate
was fitted
and welded
in the same manner,
and sure enough,
the same crack
occurred.
It was then decided
that
the reason
for
this
crack
was not a deficiency
of the
plate
itself,
but rather,
a result
of the shrinkage
of the full
penetration
weld.
This
To prevent
this,
the configuration
shown in Fig.
4.5B was used with
success.
lamellar
tearing;
however,
the reason
sort
of failure
was perhaps
justly
called
for failure
was not the plate
deficiency,
but the shrinkage
of weld.
The same
in the case of explosion
bonding
of aluminum
to
type of failure
was seen to occur
however
this
detail
is usually
located
in areas
above the main deck level
steel,
so that
there
is only
a compressive
loading
on the explosion-bonded
joint
and the
compressive
force
will
not present
any danger
to these
normally
failure-prone
areas
(see Fig.
4.5 C).
It follows,
therefore,
that
no remedial
action
is necessary.

to
in

the
the

ABS allows
mill
tolerances
on the minus side.
owners
tolerances
they do not allow
this
because
corrosion
allowance
for the owner.
b.

compilat

Bureau

Veritas

However,
this
would

(BV)

BV has no published
reportedly
on which
is

standards
treated

for
as

tolerances,
confidential.

however,

BV has another
publication,
in addition
to the
for Surveys
of New Construction
Steel
titled
nstructions
This
publication
does not include
tolerances
confidential
.
lation,
but gives
some guidelines.
BV had statistical
information
on actually
but they would not release
ships
built
in French
yards,
insurance
premium complications.
c.

Shipbuilding
dated
1975.

Nippon

NK does
Quality

Kaiji

when it comes
cause a loss

Kyokai

have a set
Standards

Rules,
Vessels
in the

they

do have

which
is
which
also
is
form of a tabu-

measured
tolerances
this
information

on
due to

(NK)

of standards
- Hull
Part

4-26
,.

on ship
(2) and

structural
the most

tolerances
recent
edition

Japanese
is

,
/
LAMELLAR
TEAR I NG

2- .>
Fig.

4.5A:

Full
tration

PeneWeld

31
)P

red.

.0
e
eas

Fig.

Fig.

4.5B:

4.5C:

Alternate
Detail

Explosion
Bend i ng

NK has based these

standards
on a large
research
effort
conducted
by the Society
of Naval
Architects
of Japan
(SNJ)
in a number of Japanese
shipDeviations
were actually
measured
on many structures,
histograms
of
yards.
deviations
were made and from these
the standard
ranges
and maximum tolerance
levels
were established
for each and every
structural
deviation.
The results
of
One chapthis
full-scale
effort
is published
by SNJ in the Japanese
language.
is included
in Appendix
9.3.
ter of this
publication,
Chapter
IX,

4.

Sc
St
Wc
cc

NK X-ray
examination
for
the hull
envelope
of the ship,
including
strength
deck and the shell
plating
and the number of X-rays
are established
on a
150,
depending
on the
random sampling
method and the maximum number is about
However,
the actual
numlength
of the ship;
this
number can be reduced
to 10
ber of X-rays
to be taken
on any one ship depends
on the accuracy
of the results
are not satisIf some of the results
obtained
from the X-rays
already
performed.
factory,
then this
number can be increased.
visual
examinaThe NK criteria
to accept
or reject
a we d, perform
follow
the Japanese
industions
of the welds,
and evaluate
X-rays
of the welds
cal areas,
trial
standards
methods.
The butt
welds
in the vert
the faceplates
of frames,
Howbeams and girders
are required
almost
exclusively
to be X-rayed.
ever,
when the physical
location
of any faceplate
or flange
or girder
makes it
difficult
to X-ray,
then UTS may be substituted,
depending
on the aforementioned
conditions.
d.

Lloyds

Register

of

Shipping

LR has accumulated
a great
deal
of statistical
data on failures
of
and damages to ships
since
1942.
Also
included
in this
accumulation
is an analysis
of the failure
and the methods
of repair.
This
information
is fed into
a computer
program
and the data
are prOCeSSed and evaluated
for future
reference,
Det

norske

DnV cited
and Chapter
X, Section
and reDair
of defects.
no more specific
than
f.

Registro

Veritas

(DnV)

11, Section
3E;
their
Rules,
Chapter
1, Section
6c; Chapter
3A, as being
applicable
to workmanship,
minimum tolerances,
These sections
were found to be written
in qeneral
terms,
similar
specifications
by other
classificat
on societies.
Italiano

Navale

(RIN)

RIN excerpted
the RINA rules
on structural
steels,
we ding
(processes,
projoints
and edge preparation,
workmanship,
NDT, and repairs),
spec al welding
design
and
cesses,
hull
structures
(material,
welding,
repairs,
and inspec
i~ n),
and
fabrication
of welded
structures,
and control
procedures
for we d defects
included
recommendations
for fit-up
alignment,
deflection,
stra
ghtening
practice,
flaws
in base material
and thickness
variations.
welding
flaws,
Research
papers
on quality
standard/quality
control
and NDT of shipboard
welds,
especially
with
UTS, were appended
(8,26).

4-28

we
ir

(LR)

LR has periodicals
and papers
that
are published
for
the purpose
of
delegating
senior
surveyors
They
experiences
to other
surveyors
in the staff.
Illnstructions
to Surveyors
have another
publication,
(confidential)
which
treats
structures,
deviations,
and methods
of repair.

e.

SL

in
a
4.

SL
in
us
va

4.5

FOREIGN

INSTITUTIONS

The Association
of the German Shipbuilding
Industry
(Verband der Deutschen
Ilproduction
Standard
of the German
Schiffbaulndustrie
e.V.)
supplied
the
A number of West German yards
(15),
(Appendix
9.3.2).
Shipbuilding
Industry
It is being
revised
continually,
and
worked in preparin~
this
standard.
contains,
as of this
date,
the following
subjects:

1.
2.

::
5.
6.

s-

7.
8.
9.
The Swedish
Shipbuilding
supplied
VIS 530,
Accuracy

welds

The Kochums Mekaniska

(17)
as compared
to

in English

Surface
defects
and laminations
Edge Preparation
Welds
Component
part
fabrication
Sub-assembly
Fairing
work
Final
work
Tightness
test
Hull-main
dimensions

in

Standards
Center
Hull
Construction

(Varvsindustrins
(16).

Verkstads
AB laboratory
full
penetration
welds.

provided
No other

Standardcentra~

a paper on fillet
papers
were available

translations.

The British
Ship Research
Association
has recently
commenced collecting
information
on structural
tolerances,
on behalf
of the British
industry
under
a government
supported
project,
Advanced
Shipbuilding
Technology
(ATS).

4.6

is
r

OVERVIEW

A complete
review
of all
data and documents
accumulated
surveys
and interviews
shows that
it
is possible
to identify
in connection
with
most of the structural
deviations
listed
Using the same numbering
system
for various
deviations,
the
values
in United
States
shipyards
appear
to be as follows:

in the course
of
widely
used values
in Section
3.
most widely
used

1.

pits
in incoming
material,
up to 1/16:
(1.6mm)
Are normally
Deeper
pits
up to 1/8
(3.2mm) or perhaps
ground
smooth.
slightly
larger
are filled
with
weld and then ground
smooth.
deeper
pits
may be tolerable
In thick
material,
1 or mgre,
However,
a large
number of pits
(deeper
than
in mild
steel.
1/8) in incoming
material
are considered
reason
for
rejection.
deep pits
may be repaired
in accordance
with
In some instances,
section
43.3.7
(b) of ABS Rules.

2.

Cutting
Line Accuracy
is greatly
controls.
Deviations
up to 3/16
this
appears
to be the presently
shipyard
practice.

4-29

dependent
(4.8mm)
identifiable

on shop equipment
and
is not uncommon, and
United
States

3.

The rznge
~? ?dge preparation
tolerances
found
in the surveys
This
indicates
is large,
running
from .04 inches
to .125
inches.
that
the tolerance
is more a function
of the plate
cutting
equipShipment than of the necessity
of obtaining
satisfactory
welds.
yards
that
use relatively
crude
flame-cutting
equipment,
or which
allow
cutting
in place
after
mounting
material
on the ship,
may
have to accept
an edge roughness
of up to 1/8.
Yards
that
use
the newer plasma-arc
cutting
equipment
may be able
to achieve
edge roughness
as low as l/25.

4.

Edge Straightness
that

the care

good we!ds are made..

ing procedure
Otherwise,

increases,
manucl

sary to produce
wanders
control

Groove
~ ?/8-

must be taken

As the degree

so doei

cantral

uniform

that

of automatic

wel&

would

defeata

in weld-

for edge straightness.

welding

if the groove

ma~orpurpas

to ensure

of automation

the need

machines

varies

from side to side of the machines

machines:
practice
it -is ;n

5,6

affects

track.

eofhaving

isneces-

in Width

and

Such manual
automatic

Welding

iabar reduction.
For manual welding
the thiited
seembe +-L/8
(3.2mm),
and for automated
the order
or+
1/16
(1.6mm)
or better.

Depth anc!Taper~ngle,
val,ues
(3.2mm)
arid ~ 5
respectively.

most

commonly

States
weldiri~

found

are
for

7.

Flange

Breadth

and Angle

shapes must pass through

on Fabricateti
bulkheads

sections

are to be made watertight.

of field

work

dimensions
ends.

to make

a[soare

The

representative

a.

Flange

Breadth:

b.

Flange

Angle:

c.

inserts

importan

Str~ightness
cedure.

this is noncritical.
consequent
modulus

residual

Tight

important

especially

tolerances

fit and to weld

where

when
reduce

the inter-

appear

These two

be butt welded
to

at their

subjec
appear

(6.4mm/3m)-or
Shapes

allowance

is dependent

But if force-fitting

is high both forx-xand

tical,
and the most widely
to be better
than t/2
bend

4-30
..

1.5
an assembly

is rnadeforadiusting

stresses which

(o.8rrur
made t
any un
equipm

be:

(6.4mm).

1/4/-10

la

the

the amount

the intersection.

twhereshapesmust

1/4

of Fabricated

If adequate

or floors,

values

~hapesare

y-y

prowelding,

must be done to a shape,

willbe

used
over

before

axes,

high because

then straightness

limit
in such
the length.

with

the section

cases

is criappears

l;pch

for

8.

The attainable
level
for the Flange
Angle
of Rolled
Sh~pes
appears
to be the same as for fabricated
shapes,
+ 1.5
.

9.

Gap Before
W~lding
is dependent
on Cutting
Line
Accuracy.
in literature
on the treatment
Enough information
exists
for various
gap sizes
and welding
techniques.

10.

Beam and Frame Gap is similar

to the problem
Before
forcing
to fit,
shape straightness.
used is 1/2
(IZ.7
mm), while
before
welding,
lap welds
is considered
to prevail.

11.

The maximum misalignment

normally
allowed
appearance
and for strength
and fatigue.
locations
that
are not strength
critical,
allowed.

12.

Weld reinforcement
up to 1/16
(1.6mm)
above flush
is all
weld reinforceAny more
that
is normally
considered
necessary.
simply
increasing
the weld cost,
and
ment is looked
at as
leading
to problems
when high fatigue
strength
is required,
since
the notch
formed
at the edge of a reinforcement
bead
is a surface
stress
concentrator.

larger

Weld
welds

size
used for
it
is ~1/16

nominal
(1.6mm).

1/4

or

smaller

of fabricated
the maximum gap
the gap for

is t/4
for pleasing
In out-of-sight
up to t/2
is

welds

is

~0,

and

Weld Undercut
allowed
in most United
States
shipyards
is 1/32
(0.8mm) or less when stress
is parallel
to the weld,
and more effort
is
made to eliminate
it when str[ 5s is perpendicular
However,
to the weld.
any undercut
is considered
to be cause for
the welder
to examine
his
equipment
and technique.

subject
appear

13.
Intercostal
of more testing.
to be:

t
t/2
t/3

Misal
The

for
for
for
hull

gnment at
presently

cruciform
attainable

joints
levels

should
be the
for misalignment

non-strength
members
strength
members in non-critical
locations
strength
members at top and bottom
of
girder
in midship
1/2 length

4-31

imit

ar

to

for

profile

warp

seems

to

be

14.

The presently
about ~ 1/4

15.

Stiffener

16.

Butt Welds and between

Butt Weld
Minimum Distances
between
and Fillet
Weld need mora research
to determine
the effects
Dependence
on
as shrinkage.
of Heat Affected
Zone as well
base material
and on fixity
of surrounding
structure
is
important.

17.

attainab
(6.4mm).

Bend

For cylinder
and overall
requirements

is

simi

straightness

of

diameter
the limits
normally
dimensions
are applied
unless
require
better
tolerances.

fabricated

shapes.

used for subassembly

special
design

18.

Curved
Shell
Accuracy
directly
influences
finished
plate
panels.
The most widely
most shell
plating,
is ~1/4
(6.4mm).

19.

Subassembly
Accuracy
of dimensions
is maintained
in most
shipyards
to a limit
of ~ 0.05%.
Out-of-squareness
i$
considered
more tolerable
than over or under size,
and the
widely
used limit
is 0.1%.

22.

Unfairness
of all
hull
plating
need not be uniform
for
bottom,
side,
and deck because
the need for fairness
varies,
bottom
and lower
side
shell
should
be fair
for
e.g.,
hydrodynamic
reasons,
upper side
shell
should
be fair
for
aesthetic
reasons,
and deck plate
should
be fair
to prevent
puddle
formation
and to prevent
damage by large
cargo
items.
Unfairness
of plating,
especially
large
spans of plate,
may
be a function
of improperly
cut or fitted
support
structure
as well
as a function
of cooling
after
welding
(hungryhorse effect).
If the plate
were forced
to make up a gap
between
itself
and frames,
the result
would be unfair
shell
The
and high
residual
stress
in the plate
and frames.
practice
in the shipyards
surveyed
is generally
to follow
the unfairness
limits
given
in reference
(4 ).

23.

The

unfairness
used limit,

Overall
Dimensions
of L, B, D, keel
flatness,
Draft
are normally
kept within
0.1% accuracy.
Marks are maintained
within
1/8
(3.2mm).

numerical

values

for

those

of

the

above

structural

of
for

and deadrise
and Freeboard

deviations

which appear
to be the most widely
found and which
can therefore
considered
to be the presently
attainable
levels
in United
States
with
modernized
equipment
and controls
are listed
in Table
7.1.

4-32

the

be
shipyards

5.[

str
of
as:
der

cre
merr
and
fec
5.1

up
gen
the
str
eng
tha
use
dic
mork
int
sea\
abol
ren<
gap:
use[
of :
fat?
fo rr
tot;
dicf

the
quit
is ~
deri
Cou 1
and
comk
tech
ob ta
crit
high
asse

5.o

FOLLOW THROUGH OF A TYPICAL

STRUCTURAL DEVIATION

as categorized
Any individual
structural
imperfection,
is the
structural
deviations
in Section
3 of this
report,
of factors
and/or
other
structural
imperfections
existing
This
is equivalent
to saying
that
most structural
assembly.
dependent
on each other.

in the listing
of
result
of a multitude
in

the material
deviations

or the
are
inter-

The objective
of this
section
is to review
all
factors
contributing
to the
misalignment
of two opposing
creation
of one typical
structural
deviation:
In doing
this,
all
phases
of ship design
members attached
to a through
member.
the causes
and effects
of interdependent
imperfand construction
are considered,
ections
are investigated
from a practical
viewpoint.
5.1

FACTORS RELATED TO IDEAL

DESIGN

The ideal
structural
design
requirement
for a ship
is for
it to stand
up to the loads
that
internal
weight
distribution
and external
seaway excitation
Other
loadings,
such as machinery
vibration,
may serve
to complicate
generate.
the matter.
!*{f!Sl modern techniques,
engineers
can produce
accurate
analyses
of
In many
structural
loadings
and responses
provided
the input
is accurate.
engineering
structures
the majority
of loads
can be determined
accurately,
50
intended
can be produced
and
that
designs
no more than adequate
for
the service
However,
in ocean engineering
structures
the loads
cannot
be preused safely.
a cargo
ship may have one or
Over a 20-year
service
life,
dicted
accurately.
more fundamental
c%tanges in type of cargo
carried,
with
resultant
changes
in the
internal
weight
distribution.
More important,
however,
are
the unknmns
in the
seaway environment.
Changes
in service
route
only make worse
the uncertainties
about such factors
as maximum expectable
wave height
and the frequency
of occurrence of various
lesser
wave heights.
Safety
factors
are necessary
to cover
the
gaps in knowledge
that
such changes
and uncertainties
produce.Some
designers
have
used sophisticated
ship motion
studies
to provide
a more accurate
determination
of seaway excitation
and ship
response,
hence to allow
the use of reduced
safety
factors.
The majority
of naval
architects
still
rely
on the experience-derived
formulae
in the rules
of the classification
societies.
This
practice
is not
totally
inaccurate
because
the experience
of the past provides
a reasonable
prediction
of the future
as long as other
factors
remain
relatively
constant.
Granted
that
structural
loadings
on ships
are known only approximately,
of arbitrariness
and factors
of safety
in most design
criteria
are still
This
is because
the execution
of ideal
designs
in actual
construction
quite
high.
is subject
to unknown deviations
from the designers
plans.
The experiencederived
formulae
try
to account,
If a designer
implicitly,
for all
unknowns.
degree
and that
the material
could
know that
joints
would
line
up to a certain
and welds would have a certain
level
of conformity
with
specifications,
he could
combine
ship motion
analysis
with
sophisticated
strength
and fatigue
analysis
Most designers
cannot
techniques
to determine
the scantlings
and arrangements.
obtain
the requisite
information,
so they must fall
back on the experience-derived
criteria
in the rules.
In a few cases,
notably
the LNG ships,
the stakes
are so
high and the experience
is so scant
that
an extensive
effort
has been made to
assess
and control
the effects
of deviations
from nominally
ideal
design
details.
the

levels

5-1

The designers
applied
arbitrary
Even here the process
has not been direct.
material
and weld safety
factors
and then used tests
and mathematical
analyses
to determine
the tolerance
levels
that
would be required
to keep stresses
within
safe
levels.
Instead,
the process
of achieving
accuracy
in the shipyards
could
have been assessed,
and the designs
made with
safety
factors
appropriate
to the
ascertained
accuracy
level.
5.1.1

Deviations

Originating

from

the

Base

pt
ir
tc
ir

Materials

The deviations
from idealized
design
begin
with
the condition
of the
material,
which
is a function
of mill
practice
and inspection
procedures
at the
Indeed,
Not all
shipyards
bother
with
receipt
inspection.
mill
and the shipyard.
some depend on the classification
society
and mill
inspections
to ensure
delivery
The ABS (and presumably
other
classification
societies)
of acceptable
material.
perform
surface
inspections
only when specially
requested
to do so.
The societies
do ensure
that
the basic
chemistry
and material
properties
are correct,
and this
of course
is fundamental
to having
the actual
structure
conform
to the design.
But surface-detectable
flaws
are
important
as well.
The most obvious
material
flaws
are pits
and corrosion,
both of which
Corrosion
products
generate
additional
have been related
to undercuts
in welds.
Most welders
know enough to remove oxide
films
from the
slag
during
welding.
pits,
however,
weld area before
welding,
so that
the problem
is somewhat
reduced.
A welder
making
an in-tolerance
weld might
cannot
be removed by wire
brushing.
if he were not careful
to notice
cause short
duration
or large,
harmful
undercuts
It is shown
that
pits
start
undercuts
that
require
special
attention
to stop.
in Section
5.Z that
undercuts
can be harmful
or inconsequential
depending
on
their
location,
but they are generally
undesirable.
Hence,
anything
that
adds
Those shipyards
to a welders
problems
in avoiding
undercuts
is undesirable.
that
do perform
receipt
inspection
reported
pit
tolerances
ranging
from ]/64
to
I/8,
while
their
undercut
tolerances
ranged
from 1/32
to 1/16.
A less easily
detected
flaw
is lamination.
As pointed
out
in Sections3
and 5.2,
laminations,
in special
cases,
cause
serious
problems
in welds.
Small
laminations
often
grow when heated
by welding.
A lengthwise
stressed
member would not suffer
from this.
But a thickness
stressed
member would
suffer
a
significant
loss of effectiveness.
For example,
at a perfectly
aligned
cruciform joint
where
the non-continuous
members were lengthwise
stressed,
varying
tensile
loads
eventually
would open up the outer
layers
of a laminated
continuous
set of thin
plates,
with
remember.
Since
a laminated
plate
acts
as a layered
duced resistance
to shear
between
layers,
The
the plate
would bend more easily.
problems
of fatigue
at cruciform
joints
that
Reference
21 discusses
have been
examined
by some U.S.
shipowners
using
finite
element
methods;
it has been found
that
fatigue
propagation
would be accelerated
by the
laminated
condition
of the
plate.

in<

tl-i
ing
it
has
Sho
to
irim
51;

the
ea~
acc
ber
fro,
and

ina~
Sitl
jOir

fmlt

tOle
Fortunately
most laminations
occur
at or near
the edges of rolled
plates,
so they are visually
detectable.
Ascertaining
the extent
of lamination
requires
sophisticated
techniques,
of which
ultrasonic
inspection
probably
is
best.
Some shipyards
already
use UTS to check
for
laminations
in receipt
inspection,
All material
need not be examined,
only
that
for those
areas
that
will
be
subject
to thickness
direction
loading.
\
5-2

es
thin
~OUi d
the

5.1.2

Deviations

Originating

from

Processing

in

shipyards

After
material
has been received
in the yard,
and perhaps
blasted
and
during
storage,
the deviations
due to processing
pri~d
to reduce wastage
inaccuracies
commence.
The various
manufacturing
processes,
ranging
from lofting
to erection

and

fairing

of

prefabricated

subassemblies,

are

subject

to

inherent

inaccuracies.
the
the
Ideed,
; ve ry
es)
eties
h;5
1.

hich
na 1
ever,
It
tice
1
j
to

s.
ma

Two British
Ship Research
Association
reports
(24,25)show
the results
of investigations
on the accuracy
of using
1/10
scale
drawings
to guide
flameThe initial
full-size
error
imparted
to the path of a flame-cutting
Cutters.
U.S.
shipyards
have reported
head was shown to lie
in the range + 0.18.
This
tolerances
on accuracy
of cutting
I?ne
in the range of 1/16
to 1/4.
intended
to butt
together
on the ship,
error
is important
because
if two plates,
the gap before
welding
could
be increased
or reduced
were cut by the same cutter)
Alternatively,
if the gap before
welding
were kept
at the
by a maximum of 1/2.
One shipyard
the dimension
of a subassembly
could
be changed.
nominal value,
specifically
pointed
out that
plates
are measured
as they come from cutting
and
the next
is deliberately
cut oversize.
that if one comes out undersize,
because
it
influences
the fittAccuracy
of cutting
line
is important
hence directly
affects
the effort
necessary
to make
ing together
of components,
Upon examinthe fits
correct
as well
as the cost of other
than nominal
welding.
ing the graph General
Relationship
of Cost to Dimensional
Accuracy,
Fig. 5.1,
it is easy to agree that, after a relatively
low level
of dimensional
accuracy
Because
a fabrication
the fabrication
shop costs
will
rise.
has been achieved,
level
of accuracy
is necessary
shop deals
with
individual
subassemblies,
a certain
But beyond
that,
more accuracy
may be superfluous
to the
to put them together.
immediate
task.
The behavior
of the berth
cost
versus
dimensional
accuracy
is
slightly
more complicated.
Again,
a certain
level
of accuracy
is necessary
for
But
the assembly,
or in this
case,
the erection
and joining
of subassemblies.
ease of erection
is dependent
on the accuracy
of work produced
at earlier
optimal
Hence,
accuracy
level ; the berth
workers
may have to rework
the subassemblies.
berth work requires
that
a higher
level
of dimensional
accuracy
be maintained
from the beginning
so that
the workers
can use their
time
for
primary
production
and not for correction
of faults
in the elements
produced
at previous
stages.

CJus
7e

inaccuracies
situations,
joints
will

After
cutting
inherent
in

and
fit-up

shaping,
the
operations.

and only
the
he considered

selected
here.

typical

fabrication
process
encounters
the
These cover
a wide
spectrum
of
deviation
of constructing
cruciform

Id
member,
tolerance

c?

Misalignment
of intercostal
where
they are welded
to the through
forming
a cruciform
joint,
often
is cited
as the classic
structural
problem.
The misalignment
would seem to be the direct
result
of

53

&

inaccuracies
in fit-up,
or the consequence
of the difficulty
in checking
alignment
when the through
member is a deep transverse
or a bulkhead.
The cure
for
inaccuracies
obviously
is better
workmanship,
including
careful measurement,
precise
positioning,
and adequate
clamping
or tacking.
The cure for
the second cause could
be to drill
holes
to make accurate
measurements
on both sides
of the through
member,
or to use a non-destructive
device
such as an ultrasonic
Locatron
for determining
the exact
positions
of opposite
members.
If the intercostal
were
individually
installed,
aligned,
tack welded,
and finish
welded,
alignment
would be an independent
matter
at each cruciform joint.
However,
in many modern shipyards
the problem
is not as simple
as the preceding
discussion
suggests.
Today,
prefabrication
of panels
and
even 200 ton subassemblies
is common, and other
sources
of alignment
problems
For example,
one shipyard
reported
that
structural
shapes
as
have arisen.
received
from the steel
mills
are not suitable
for shipyard
work.
If some
angle
beams received
from the mill
or fabricated
in the yard were bent
in the
plane
of flange,
then even careful
measurement
and workmanship
in constructing egg crate
assemblies
might
not prevent
misalignment
of intercostal
where
the subassemblies
join
together.
The reported
tolerance
for straightness
in flange
plane
ranged over
1/8
in 10,
1/4
in 10,
and 3/8
in 3.
The first
two tolerances
should
But the third
could
well
not cause much problem
in joining
subassembly ies.
lead
to substantial
misalignment
if the beam protruded
from Subassembly
1
into
Subassembly
2, as shown in Figure
5.2.
The beam could
be aligned
perfectly
at Transverse
A and at the edge of Subassembly
1, but at Transverse
B
edge to Transverse
it could
be off
by 3/811 for every
3 from the subassembly
The
B.
Additionally,
the beam might
be misaligned
at A and at the edge.
best case would
be for
these
two errors
to combine
with
the beam curvature
to result
in zero error
at B.
assuming
an alignment
tolerThe worst
case,
caused
by
ance of t/2,
would be an error
of 3t/2 at B, added to the error
beam curvature.
These of course
are pre-welding
errors,
but unless
they were
detected,
And if they were dethey would become welded-in
misalignments.
tected,
the correction
procedure
of force-fit
would generate
large
locked-in
stresses.
The locally
generated
problems
with
cruciform
joints
are augmented
by
more global
problems
such as alignment
of subassemblies
relative
to each
other.
Erection
and fairing
of subassemblies
to form a ship on the building
ways is compl icated
by several
factors.
First,
it
is difficult
to position
the
units
exactly
because
the reference
lines
and methods
of location
have inherent
inaccuracy.
As one shipyard
noted,
they have no problem
with
shifting
building
way5,
but constructional
inaccuracies
in the ways themselves
skill
disrupt
the
accuracy
of the reference
grid
they use.
This
is aggravated
by the inaccuracies
of the tools
used to locate
the units
relative
to the reference
lines.
The tapes
stretch,
and plumb lines
deflect
in any breeze.
This
inaccuracy
is
being
reduced
by use of surveyors
transits
and, more modern yet,
la-r
beam
devices,
but such exotic
devices
are not commonly used.
Second,
the dimensional
accuracy
of each subassembly
unit
is not well
known.
Distortion
due
Third,
to temperature
effects
and lifting
forces
confuses
the situation.
the accuracy
of the part
of the ship already
erected
is affected
by welding

5-4

, ,.

t
J,

Fabrication

Shop

u-i
o
v
Optimum
the
tzre

Quality

Level

Dimensional

Fig.

General
Relationship
(Reproduced
from

5.1:

of Cost
Reference

Transverse

Accuracy

to Dimensional
25)

Transverse
B

Edge

A
:re
n

. - . - - - - - - - - - ---

- - - - - - . .-

_ _ . __ .

9
the
rent
ding
the
a-

----

- .-

- - - -

. . - ___

_-

is
-n

Fig.

5.2:

Alignment

of

Subassemblies

_ -

Accuracy

- --

Cost

and by settling
of keel
blocks
and the berth
itself,
all
tending
to
inhibit
precise
knowledge
of the relationship
between
the designed
and
As evidence,
most
actual
situation
of the ship during
construction.
in
shipyards
have reported
that
ships
grow by a maximum of 1 per 100
length,
and that
bows cock-up
by 1/4
to 1/2
per 25.
Another
misalignment
problem,
that
apparently
few shipyards
maintain
involves
the angle
between
the flanges
and webs of interany control
over,
If,
at a cruciform
joint,
one beam had an up-tilted
flange
costal
beams.
and the other
had a down-tilted
flange,
the shipyard
tolerance
of 1/4
to
of the outboard
end flange
1/2
tilt
could
lead to 1/2
to 1 misalignment
fibers.
Fortunately,
this
misalignment
decreases
with
proximity
to the beam
web, so only
bending
loads
in the flange
plane
cause appreciable
twi$tin9
stresses
due to the misalignment.
Since
most loads
on intercostal
are
lengthwise,
this
misalignment
problem
probably
is of little
importance.
Also to be considered
at cruciform
joints
are all
the weld-quality
related
tolerance
problems
such as slag
inclusions,
porosity,
gap before
Some shipyards
have complete
specificawelding,
and heat distortion.
tions
on allowable
weld defects,
while
others
leave
the matter
entirely
The classification
societies
have their
own into good workmanship.
spection
tolerances,
e.g.
ABS has a publication,
Non-destructive
inspecThere
are two important
aspects
of all
these
tion
of Hull
Welds
(9).
NDT is,
as discussed
in Section
4.6 of this
report,
a
specifications:
process
control
mechanism
to ensure
that
good workmanship
is practiced.
Second,
combinations
of problems
must be considered.
A misalignment
of
a better
cruciform
joint
t/1
combined
with
perfect
welding
could
produce
than a combination
of t/2
misalignment,
1/16
undercut,
slag
inclusions
and Iarge
residual
stresses.
and porosity
up to the ABS limit,
This
illustrates
that
complete
tolerance
specifications
still
need to be tempered
with
fabricators
and inspectors
judgement.

of Naval ArchiA Bath

Iron Works study
(18) and a Royal Institution
tects paper (19) have shown that,
regarding
gap before
welding
for
fillet
welds,
shipyards
would do well
on cost
basis
alone
to regulate
their
processes
to produce
accurate
gaps.
If
the fitting
is poor,
the COSt of
fillet
welding
will
mount rapidly.
In Ref.
18,
it can be seen that
cost
increases
with
oversize
gap.

5.1.3
The
cruciform

Precautions
question
joints

to

Reduce

Deviations

naturally
arises
of what to
and to reduce
other
tolerance

at

Source

do to reduce
the
related
problems.

problem

at

Receipt
inspection
can reduce
wasted
effort
at later
stages
by rejecting or sending
for
repair
those
incoming
materials
that
are unsuitable.
Immediately
following
inspection,
blasting
and priming
can prevent
suitable
material
from becoming
unsuitable,
especially
regarding
welding,
during
storage
and exposure
in unprotected
subassembly
stages.

5-6

i
t
v
i
:
a
w
;
-.
I
ac
pr
Wc
ar

Following
receipt
inspection
and processing,
the control
in making
the actual
product
tion processes
becomes paramount
Cutting
line
accuracy
has been showh to be only
the design.
1/10 scale
drawings
are used as guides
for flame
cutter
head.

reports
(25)
favored,
B.S.R.A.
techniques
by computer-aided
control
tapes
for numerically

ain
nterng e
to
ange

Numerous shipyards
etc.
yards not equipped
with
ing quality
by rigorous
for deviations.

z beam
i ng
~

1968,

the

replacement

of

design
systems
from which
controlled
flame
cutters,

are presently
N/C equipment
monitoring
and

could
be derived
frame benders$
However,
shipusing
such systems.
improve
cutting
and formcan still
correcting,

and

even

compensating

The construction
of subassembly
units
should
be seen as a middle
step
in the construction
process
rather
than as a step
to be optimized
for
the
immediate
problem
(sub-optimized).
Referring
again
to Fig. 5.1, it is important
that
the subassemblies
be constructed
with
what appears
to be too
much accuracy,
to save re-work
later.

Y
-e

The problems
with
prefabricated
subassemblies
can be reduced
by making adequate
allowances
for adjustment
of the inevitable
imperfections
in
One shipyard
learned
the hard way that
completed
material
and workmanship.
subassemblies
are very
difficult
to mate together
exactly,
even when exIn the example
in Figure
5.2,
the intercostal
treme care
is exercised.
should
not be welded
at or near the edge,
so that
adjustment
at C would be
relatively
easy.
As long as the beams are within
straightness
tolerance,
it makes no difference
in structural
strength
if the beams are not on the
mark at the edges after
joining
of the subassemblies.

/
~c+

i:t
>-

in

of fabricaconform
to
fair
when
One of the
manual
lofting

Ref.
23 advocates
the use of a grid
system
so that
erection
and joining of subassemblies
can be done relative
to the grid
rather
than relative
to the subassemblies
already
in place.
At least
one of the shipyards
surveyed in this
project
uses a similar
system.
The virtue
of such a system
is that
it prevents
an error
in one subassembly
from cascading
through
subsequent
work.
It also
helps
to isolate
and expose
deviations
before
they
The grid
system of course
must be very
accurate
become firmly
built
in.
and must be readily
accessible
for
reference
measurements.
The problem
with
such a system
is that
it might
unduly
restrict
the whole
process
of
erecting
and joining
completed
subassemblies.
As indicated
in Section
5.1,2,
most shipyards
have found that
their
finished
product
is longer
than
its nominal
length
by as much as 1 inch per 100 feet.
This
has been
accepted
as part of the price
for
the virtues
of subassembly
methods.
A
pre-establ
ished grid
system would not allow
such a cascading
deviation,
but
would require
greatly
improved
subassembly
construction
and joining
methods,
and hence might
become an impediment
to overall
production
rate.

ct ble

5-7

5,2

INFLUENCE

OF STRUCTURAL DEVIATIONS

ON STRENGTH

Very few ships

that
were reportedly
inspected
in accordance
with
previous
or current
structural
and weld tolerance
standards
have failed
in service.
It
has been difficult
to establish
that
the ships
that
have experienced
failures
or that
ships
that
were known to have
did so because
of structural
deviations,
substantive
Only four
substantial
misalignments,
etc.,
were failure
prone.
examples
were obtained:
1.
One shipowner/operator
reported
that
misalignment
of intercostal
longiMisalignments
of
tudinal
bulkheads
on passenger
ships
caused
fatigue
cracking.
up to l had to be corrected
by breaking
out and rewelding
the bulkheads
or by
attaching
brackets
to provide
continuity.
2.
In some cargo
ships
converted
to container
ships,
hair-line
cracks
developed
at the butts
in the longitudinal
of the box girders.
A finite
element
analysis
showed that
many discontinuities
that
ordinarily
would not bother
an
Both poor design
details
and slag
inspector
were the cause of the cracks.
This
example
inclusions
in manual welds
were found
to be the problem
sources.
hence tolerances
(or perfection)
illustrates
a situation
where
stresses
were high,
However,
were critical.
it also
may illustrate
a case where
the design
was not
adequate
for unexpectedly
high stresses.
Designers
and builders
of LNG ships
used finite
element
analyses
to
3.
investigate
the tolerance
allowed
for alignment
of butt
and cruciform
joints.
for the JSQS, that
critical
joints
required
They found,
as did the researchers
a limit
of t/3
rather
than t/2
to ensure
that
stress
levels
would not be exceeded
and fatigue
problems
would not be encountered.
4.
A vessel
constructed
in one shipyard
developed
serious
structural
The yard was called
in and an
deficiencies
shortly
after
it entered
service.
extensive
alignment
survey
was conducted
which
revealed
many sources
of failure
due to misalignments
of various
types.
All
deficiencies
were corrected
by the
and this
incident
was sufficient
reason
for the
shipyard,
at considerable
cost,
yard
to incorporate
into
the yard organization
a comprehensive
quality
assurance
department.
Reference
(20)
contains
the detail
shown in Figure
5.3
as a detail
design
problem
(poor
detailing
of design).
However,
it
is also
a structural
tolerance
or deviation
problem,
since
the design
in A arose
because
B was difficult
to
achieve
during
construction.
If close
tolerances
were followed,
the design
in B
would be achievable.
It should
be noted
that
two detail
problems
are
involved
here:

(1)

The bracket
bracket
in

(2)

The scallops
no scallops

in A must
B has less
in
at

Aa.re
all.

transfer
load on

deck
it,

sharp-cornered

5-8

load

stress

from

beam to

concentrators,

frame,

while

while

the

B has

of

AI
devi,

1.
the str,
bending
so that
perpend
2.
occurs
c
of weld
OCcurrer
present
these ir

3.
by destr
the
but

U.S.
not

~mber.
the effc
4.
Paper

(:

to Frame

Deck
-+ -~,,
s
t

Bracket
.

i,/

Crack
DETAIL

Scallops
I
I
I

DETAIL

1
I
I

,>
..
II .,

Frame
giaf
Fig.

Detail
Design
of a Beam Bracket
Reference
20)
(Source:

in published
literature
exists
engineering
as well
of general

regarding
as ships

influence
structures:

men ~

A wealth
of deviations

Laminations
in plates,
produced
by sulphide
or oxide
inclusions,
reduce
1.
the strength
in tension
in the thickness
direction
and reduce
the strength
in
WhiIe
steel
usually
is fabricated
in Sections
3 and 5.0.
bending,
as discussed

tion)
Ot

so that
major
perpendicular

red
eded

re
:
le
Ice

1
:e
IB
I here:

of information
on the strength

de~iw
to the

stresses
are parallel
to
fibers
cannot
be avoided

the lamination
entirely.

fibers,

stress

A very closely
related
phenomenon
is Iamellar
tearing,
which
sometimes
2.
intersections
due to the complexity
occurs during
construction
at major
structural
Its
of weld connections
which
results
in high
through-thickness
stresses.
occurrence
has been related
to the presence
of non-metallic
inclusions
normally
present
in structural
steel.
The cures
for
lamellar
tearing
range
from reducing
these inclusions
to redesigning
the weld connections.
3.
Misalignment
of intercostal
at cruciform
joints
has been investigated
by destructive
testing
in Japan and the USSR, and by finite
element
analysis
in
the U.S.
The decrease
in joint
strength
caused
by misalignment
is significant,
but not as much as the fatigue
problems
that
arise
due to bending
of the through
Reference
1
presents
a summary of worldwide
efforts
to investigate
member.
the effects
of misalignment
in cruciform
and other
type joints.

paper

4.
Regarding
(21 ) reach
a.

:he

3s

5.3:

the misalignment
of cruciform
the following
conclusions:

the

authors

of

a Soviet

Displacement
and non-straightness,
occurring
during
assembly
of
joints,
considerably
increase
the number of fit-up
jobs.
The number
of fit-up
jobs
can be reduced
with
the aid of technological
and
administrative
measures
to increase
the accuracy
of section
construction
and mounting
placement
in

b.

joints,

The
and
ing
0.5t

on the ship,
and
cruciform
joints

to increase
tolerances
and for non-straightness.

for

the

dis-

study
of the influence
of shape errors
on the stressed
condition
on the welded
joint
strength
allowed
a recommendation
for widenthe tolerances
for joint
planes
displacement
to the range of
to l.Ot
and for non-straightness
to l.Ot.

5-9

c.

It is

also

i.

The

to

be noted

however

that:

calculations
show that
under
loadings
in the plane
of the
from 45% to 50% of yield
stress,
the sum f
plates
and ranging
in butt
joints
does not exceed
bending
stress
and loading
in the presence
of 0.5t
displacement
and l.Ot
the yield
stress
non-straightness.

ii.

. . .
Ill.

iv.

v.

In
or

cruciform
joints
non-straightness

This
is another
design
may lead
the joints.

the same stresses

develop
values
do not exceed
l.Ot.

way of stating
to a doubling

that
such
of stresses

if

displacement

deviations
at certain

Additional
local stresses
on the surfaces
of
not included
in the sums of stresses
above.

the

from ideal
spots
in

plates

were

Fatigue
tests
of spec mens showed that
welded
joint
fatigue
especially
when butt
joint
misalignment
strength
is decreased
jaint.misal
ignment
is 1.5t
or
is 0.5t
or more, when cruciform
aightness
is 1.25t
or more.
more, and when non-st

Few classification
societies
have their
own well
defined
structural
tolerance
standards;
therefore
it
is difficult
to assess
their
safety
factors
as
By documenting
to the allowances
for structures
that
deviate
from the designs.
the typical
tolerances
and accomplished
results
in a number of U.S.
shipyards,
a rough idea can be obtained
as to the tolerances
that
may prove
at least
Some maximum tolerances
adequately
safe when current
design
criteria
are applied.
should
be rigidly
defined
because
in the context
of present
design
criteria
and
inspection
techniques,
they have been found
to provide
adequate
safety,
are easy
t/2
misalignment
at cruciform
to check,
and are generally
accepted.
For instance,
joints
has been listed
by most shipyards.
Ref.21
proposes
t/1
misalignment
as
acceptable,
but the fatigue
characteristics
of such a joint
are questionable.
Also,
this
figure
was developed
for otherwise
perfect
joints,
free
from weld
defects
and material
flaws.

facto
(22 )
reduc
1967,
for w
tectii
to es
vario
These
Ref. 2
and b
good
long

Weld defects
are the subject
of most NDT,. hence
it
is plain
that
they
5.
are considered
as major
degradations
to the ideal,
as-designedjoint.
Visual
inspection
can be used to find
undercuts.
As seen in section
3, undercut
is
mostly
a function
of proper
arc and welder
skill
, although
pits
can aggrevate
Undercuts
can be harmful
in two ways:
the situation.
if a double
undercut
occurs
in a plate
girder
web, an appreciable
loss
in plate
thickness
results.
Second,
if a force
must be transferred
transversely
to an undercut?
the undercut
may act as a stress
raiser.
If a girder
This
second effect
is more c~itical.
web has a local
thickness
reduction,
plastic
strain
may result
but this
probably
will
not lead
to failure.
Hwever,
a stress
raiser
has high
probability
of leading to cracking.

.:
5-1o

------~

Cover

f the
sum of
@I
d I.ot

emen t

(-lndercu
co~er plate
w;uld
not represent
any
appreciable
10s5
in area;
would
not
be harmful

@cu51e undercut
of
~]ate girder
web
would represent
an
~rpleciable
10S5
in web thickness;
effect

is

plate

harmful

Undercuts

I ideal
ts
in

of

rolled

beam

were

gue
nment
t or
Tensile

Tensile

force

undercut
harmful,
acts as stre5s
raiser
1
rs as
ting
ds ,
erances
and
easy
uc i form
t as
e.
d

hey
al
s
te

Fig.

5.4:

Effects

of

Weld

Undercut

Yorce
Undercut

( Source:

Shear
not

force

harmful

Reference

28)

6.
In establishing
many other
tolerances,
trade-offs
are needed
between
the costs of careful
workmanship
versus
the costs
involved
with
increased
safety
factors
to accommodate
less
than perfect
fits.
In 1965,
Shimizu
and Sugisaki
Norwegian
classification
societies
are now ready
to approve
(22)
reported
that,
reduction
of weight
through
raising
grade
of workmanship
in the yard....
The
1967, ]969 and 1975 issues
of Det norske
Veritas
rules,
however,
made no allowance
for weight
reductions
due to raised
grade
of workmanship.
Only corrosion
protection
was used as a criterion
for
reduced
scantlings.
There
is also
a need
to establish
the relationships
between
working
accuracy
and cost
of fit
up at
various
levels
of assembly,
50 that
overall
costs
versus
accuracy
can be evaluated.
These trade-offs
and relationships
are matters
for each shipyard
to determine.
Ref. 2?
showed one opinion
of how to estabiish
tolerances
for
cruciform
and butt joints.
The obvious
nwtivating
factor
was ease of construction,
via
good accuracy
of parts
and liberal
allowances
on the definition
of good fit,
as
long as it was adequa[e
to satisfy
strength
requirem~ntsi

s.
et-cut
de r
bably
lead-

5-11

cONCLUSICJNS

6.0

it is believed
that
the
nineteen
commercial
shipyards,
classification
societies,
and

surveys
and interviews
conducted
with
eighteen
shipowner/operators,
four
two steel
mills
have provided
sufficient

data to assess
the state-of-the-art
and performance
attitude
toward,
It
U.S.
their
pite
tural

is

further

believed

of the
regarding,

that

the

U. S. shipbuilding
industrys
structural
tolerances.

present-day

status

in most

commercial
shipyards
of providing
good shipbuilding
practice
This
is true
constructions
has been studied
and documented.
the fact
that
the amount of data collected
for formal
shipyard
tolerances
is small
and that
the amount for actual
structural

ations

from
There

the
appear

ideal
to

design
be two

is

even

dominant

major
in
desstrucdevi-

smaller.

reasons

for

this

shortage

of

factual

data.
a)

The maiority
structural
ing system

of shipyards
have no formal
approach
.
tolerances;
they also
lack a consistent
for
recording
actual
deviations.

The determination
of a sufficient
quantitv
of actual
structural
deviations
would have required
an extensive
program
of measurements and non-destructive
testing
at each shipyard
during
the
course
of the present
survey
project.
This would have required
much longer
survey
periods
to be reserved
for each yard and would
also
have required
an extensive
input
of time and manpower by the+
....
yards.

This short
study
has nevertheless
shown that
there
the structural
deviation
values
as reported
by different
within
individual
yards.
Even though asmal]
quantity
of structural
deviation
Iected
based on consistent
records,
it was still
possible
dication
as to the maximum and minimum values
experienced

the
ing

The collected
data
structural
deviations
and repair
activities,

is

reported
in Section
4,
normally
experienced
in
along
with
the allowable

to regulating
data-gather:

is a wide
shipyards,

spread
in
and even

data was COlto obtain

some inin most shipyards.

Table
4.2,
and represents
shipyards
during
ship
buildtolerances
being
used.

The deviation
and tolerance
levels
reported
in the survey
have been subjected
to an averaging
process,
with
the purpose
of obtaining
a compilation
which can be considered
to represent
a cross-section
of the U. S, shipbuilding yards.
The resultant
tolerances
are
listed
in Table
6-1,
and label led
USA Practice,
as was done in Reference
(1) based on what information
was
then available.
Comparison
of these
tolerances
with
the published
international
standards
reveals
that
there
are no great
overall
differences.
However,
the U. S. practice
appears
to be generally
more liberal
than other
standards.
It must be noted
that
the values
reported
here
represent
only
a subjective
averaging
of values
obtained
in various
shipyards
and that
as
such , they do not represent
the actual
workmanship
of any one shipyard.
6-1

deviations
reported
by shipowners
are conAs far as in-service
This
is mostly
due to the
cerned,
the data
collection
is very
limited.
fact
that
no records
exist
of s~ructural
deviations
developing
after
a
vessel
enters
service.
Based on their
recollections,
however,
some shipIt appeared
owner/operators
did report
a few cases of such deviations.
that
in a number of vessels
structural
deficiencies
have developed
in
service
which could
be traced
back to initial
structural
deviations.
These are discussed
in Section
4.1.
or the lack of
built-in
initial
structural
deviaThe existence
tions
on completed
vessels
will
depend,
primarily,
on the quality
of
workmanship
provided
by the shipyard.
Secondarily,
it will
depend on the
structural
inspection
and quality
assurance
procedures
in the yard because
these
will
help discover
and eliminate
deviations.
Most U.S.
commercial
shipyards
do not enforce
written
structural
tolerances.
As stated
in Section
4.2,
most yards
rely
upon the experience
and know-how of their
own production
supervisors
as well
as that
of regulatory
body inspectors
and owners
representatives.
The dominant
factors
in assessing
most structural
deviations
appear
to be such abstract
opinions
However,
as pointed
as good marine
procedure,
or pleasing
to the eye.
out earlier,
A compilation
a few shipyards
do maintain
written
tolerances.
of such tolerance
standards
is included
in Appendix
9.2.

6-2

.-

Japanese
Standard
Tolerance
Limits
Range
mm
mm I nch
inch
I
1

i TEII

German
Standards
lrich

u;S. A
Practice

Swedish
Standards
I nch

ITT
I

mm

I nch

rim

-Jlb - Pits
~ - cutting
!-

Line

*2

3fi2

Accuracy
Edge Rough-

Q
b
s
n

ness
Automatic
Semi-autornatic

Fla;ge

b
c

Flange Angle
straightness

1/64

&

<3

1/44 / =.5
3/32 1 52.5

+.4
~1 .0

1~2

:1 1

1.

shop
:1/8
1field

3.:

!1/8

3.:

kl

fl .5

1/16

3/32

~2. O
~1 .Od

~.5d

m
~ 5%

Breadtl- 1/3

!
2 .5%

53

3/16 I
+5
4 s%

9 - Welding
a Fillet

3~2

t 1/4
5/0

-5%, + no limit
* 5?A

53

3/16

1
I

-=2
.5

I/s
3/16

43
Z5

<2
<3

1/8

3/1 6

<3
-=5

6.~

257 0

0. 25%

0.l%

?5

i 1/4

6.6
4.:

Gap

Butt
Lap
Beam & Frame
Gap
Butt Joint
Misalignment

2~a~3
3B2
1/8
Strength
Members

1/8

Others

<.15t
<3
I < .2t

3<a<5

3/1 6

<s

<3/16

5/32

<4
<3

1/8
-=5

3/1 6

3/22

< .15t

,<2

1/8]<3

5/32

Weld
Reinforcement

-0.la

b Dimension
c Undercut
iirection
1,
Tf load
L
elative
o weld

1B2

-(.3+ .05a)
l/16 ~:il;

c .8
1/32

w
<3

Table

Practice
Comparison of U.S.A.
with Published
International

x
-1/16
&

O .05a

6-3

on Structural
Standards

4.;

3.

\ 4 ma;

-=1.

6.1

16

<1/8
z

3.:

1/8

12u

lt3

I I I

B - Rolled Shape
Flange Angle

11-

1/8

1/8 \<3

1/3 1<3,

Edge straight-

c Manual
Groave Depth
5Taper Angle
57 - Fabricated
Shopes

b
c
10-

,-=3

1/8

ness
(Weld Groove)
1-

l/9

Tolerances

-1.

0.

Japanese
Tolerance
Standard
Limi.tS
Range

ITEM

mm ! i nch

i nch

ls-intercostal
Misalignment

1-

Strength
Membefi

1.

1000 mm

6-

<5
I

<10

5/1 6

Butt - Fillet
3/16

Curved Shel I
Accuracv
P - Subassembly

3/32

a
b
0-

5132
5fi2

1-

Dimensions
Squareness
Hatch Coam i ng
Dimensions

+3

~ 1/4

d 18
< 25

<8
<1 3

V2

1/2

1-1/4
3[8

73 0
71 0

2
1-1

*7 .5

for D~1000 mrl

~(.005D +1;
* b
1/4
I

45/1 6

6.4

8. 0

interpolate

Butt - Butt

[7 - Cylinder
Diameter

-1

< 10

<1 3

Weld Spacin g

a
b

< 8 5/16

mm

~t/2

3/8
11/16

stiffener Bend
!e 1000 mm 3/16
# >3500 mm 3/0

<t/2

< f/4 +3

< fp

Others . ~t~
.

inch

mm

i nch

mm

< f/4

200 mm
500 mm

1000<X
3500

i nch

<t~I

Profile Warp

5-

Swedish
standards

German
Stardards
mm

u.S.A
Practice

3/16

t 5 5/16

32 .5

3/16

*4
4
f5

/4
5/16
3/8

750 + 4t
4 3w2t

-3
73

76

~ 1/8

3 .2

76

~ l/ 46

~5

~ 1/ 4

@
8
~lo

.4

6 .4

3 /8

9 .5

*3 /8

9 .5

!1 - Access

b
c
d

6-4

---

.~

Japanese
Tolerance
Standard
Range
Limits

I TEH

inch
23-

mm

inch

mm

i nch

u.S.A
Practice

Swedish
Standards

German
Standards

i nch

mm

inch

mm

Overal !
Dimensions

a
b

*]5

3/8
9/1 6

~lo
~15

~30

+2

Keel Flatness

Forebody
Rise

1 1/4

Afterbody
Rise
Deadrise
n--n ,V,ulmAA-.1,.
Wlu,l

3/4

g
L
11

Freeboard
Marks

9/1 6
1/-29

0.1%

3/8

[lOmax

*2O

~15
+1

0. l%

0.1%

9/1 6

Beam
Depth

100

0.053

Length

0.1%

-1 .%
+25mm /

25.4

100m
+50

5/8

15.9

-1
+2

-25
+50

25.4

-1
+1

-25
~25

1/16

1/161
32
1/64 +0.5
1-

-#

Table

6.1

continued

6-5

0.1%

*2

1/2
1/4

12.7
6.4

REcOMMENDATIONS

7.0

7.1

to United
Recommended Guide
Structural
Tolerances

Table
practice
The
surveyed.

States

States

Shipyard

in

7.1
is a compilation
of what appears
to be the
based on inputs
from
in structural
tolerances,
tolerance
values
shown reflect
the capabilities

well
eauiPPed,
and relatively
modern shipyards
that the following
basic
be seeri in Table
7.1

in the united
tolerances
are

Cutting
Line Accuracy
Dimensions
of Fabricated
Misalignment
Weld Geometry
Accuracy
of Curved
Shell
Accuracy
of Subassemblies
Unfairness
of Plating
Accuracy
of Hull
Form

structural

Practice

descriptive

Additional
tolerances

can

be

in

of

large,

States
covered:

Itwill

Shapes

information
found

United
all
institutions

on

Section

these

and

a few

other

candidate

4.6.

It was not the intention

of this
project
to produce
any results
other
than a statistical
representation
of the current
United
States
shipyard
tolerance
practices.
The tabulation
offered
in Table
7.1 as the American
shipyards
practices
is included
in this
report
as the investigators
opinion.

7.2

Relation

of

Structural

Tolerances

to

Rational

Design

The present
day structural
tolerances
reflect
an assessment
shipyard
capabilities
within
a reasonable
cost
framework,
the yards
experience,
and the results
of some basic
research
into
material
and
properties.

of
past
welding

It
is felt
that
more research
work is needed
to develop
bases
for determining
tolerances.
Finite
element
analyses
of small
assemblies
and
intersections,
been used
along
with
some destructive
testing,
have alr~ady
to show the strength
and fatigue
characteristics
of cruc form and butt
type
joints
(17,21).
More research
work of this
type will
no doubt help
increase
the understanding
of the stress
phenomena
in critical
jo nts and will
therefore
shed light
on the establishment
of relevant
and attainab
e tolerances
and
ways of considering
these
tolerances
in the rational
des gn efforts.
The advantage
of a rational
design
which are known to be occurring
on the final
formulae
of the classification
society
rules

accounting
for
imperfections
product
is that
the semi-empirical
will
not have to be followed.

The rational
design
may be based on investigative
methods
such as the
element
analysis
technique,
and may study
the structural
model of the
vessel , especially
in the strength-critical
areas,
from the viewpoint
structural
imperfections.

7-1

finite
complete
of

Cutting
Line Accuracy
Fabricated
Shapes Dim=rtsions (Note
fli$al

iqnmen<
Eutt Joints

Cruciform

Joints

+ 1/16
+ 1/4

for

strength

1)
t/4
t/Z

where

t/3

for

t/2 for
for
t

+ 1.6mn
* 6.4 m

and/ar

neither

is

app=ar=mce

required

critical
strength
mmbers
less critical
strength
-hers
non-strength
members

YeIds

I/16~
< 1/321
*o
+ 1/16
1/4

Dim@n$ion$
Squareness ~Note 3)

+ 3/8

(Note 4)

Plating
unfairness
Overall
Dimensions,
including
and deadrise
L, B, D, keel flatness,
(draft,
freebd.)
(Note
HUII Harkings
Table

7.1:

< 1.6nzn
< O.am

Rein+orc&en~

Undercut
Size
(nominally<l/4)
{nominally>
1/4)
Curved
Shell
Accuracy
(Note 2)

Structural

* 1.61an
+6.9
rnn.
* 0.05X
+0-1%

Tolerances-in

United

States

3.2 m

Shipyards

NOTES:
structural
Tolerances given are for all
sizes
of fabricated
r
Item #7)
used in ship construction
(see page 40,
She]]
ACCUracy 11 is for dev ation
2.
Talerance
for !l~urved
of
from the design
molded line.
Subassembly tolerances
may be established
as fol Ws :
3.

a)

9.5 Inn

0.1%

,*

+ 1/8

5)

shapes
actual

Oiagonal=

A
b

/.

of

shell

A.

+
b)

Tolerance

values
and other
curves are used

deck,

line

Dimensional
Accuracy
% Deviation
from design
dimension
Measured
or
Calculated-

4.

normally

Out of

out of
Squareness

Squareness

given
are maximum for normally
used thickness
of
strength
structure
plating.
For larger
thickness,
as reference
basis.

5.

Draft
and freeboard
tolerances
are maximum allowable
markings
from design
or assigned values.

6.

In general,
all of the tolerances
levels of imperfection
that
are
and controls.

shown in this
attainable.with

table

deviations

represent

modernized

of

the

equipment
,

7-2

shell,
unfairness,

,..
,,---.~,
m

CB L.,
.
.
B

:::;
.. . . ..

--

+,,,/!//////

Fig:

7.1:

(Source:

stresse5,

A 2]0,000
Reference

-.

L-..

r-l
}z~
,....

=A

DdT tanker

divided

into different

quality

6)

Some differentiation
and
materials,

types

on the basis
of
of production

be made in establishing
achievable
structural
approach
in Fig.
7.1 covers
the differentiation
Further
work
tion
and allowable
stresses.
consideration
the effects
of materials
and

critical

location,
equipment

allowable
must therefore

tolerances.
The
with
regard
to
is required
to take
production
equipment.

locainto

After
all
factors
have been considered,
and practically
attainable
levels
have been established
for different
strength
critical
areas
of the vessel s structure,
the problem
would be reduced
to one
of introducing
these
established
tolerances
into
the detailed
engineering analysis
of the structure.

7_3

areas.

7.3

Quality

Assurance

and

Inspection

Requirements

in

Shipyards

to
ensure
that
allowable
tolerances
are not exceeded
on
In order
the finished
product
and that+ no unacceptable
or unaccounted
for
initial
structural
deviations
are permitted,
consistent
inspection
and
quality
assurance
procedures
are necessary.

For verification
the combined
efforts
group must cover
the

Receipt

of adherence
to
of the structural
following
general

Inspection

Non-destructive
Visual

of

structural
tolerances,
and quality
assurance

Material

testing

structural

Inspection

Incoming

allowable
inspection
areas:

and

inspections

Measurements

for:

Misalignments
Deflections
Distortions
Gaps before
welding
Out-of-squareness
Curvature
Dimensional

accuracy

Deformations
of hull
Over-all
dimensions
Draft
and Freeboard

Final

Finishing

Tightness

checks

for:

form
marks

Practices

Tests

7-4

---

y
,,
r,,.
,,
,.

8.0
1.

2.

3.

REFERENCES
Factors Affecting
Structural
Capability
Structures
Report
of Committee
Ill.
3,

l~Fabrication

other

Marine

tional

Ship

Structures

Congress,

Japanese
Shipbuilding
SNAJ
Publication
No.
llJaP~n~~~

1976.

Quality
Standard
82,
Tokyo,
1975.

No.

8-3,

(J.S.Q.S.)

ity

Standards

Tokyo,

July

Qual

shipbuilding

SNAJ Publication

Boston,

of Ships and
6th
interna-

(Hull

Background

Part),

Document.

1976.

4.

Fabrication,
Welding
000-1000.
Naval
Ship

and Inspection
of Ship Hulls,
NAVSHIP
Systems
Command, Washington,
D.C.,
Oct.

5.

Alternative
Methods
Lockheed
Shipbuilding

of Non-Destructive
Corp.,
SNAME.

6.

The Acceptability
Architect,
London,

7.

Registro
Inc.
dated

8.

llQuali~Y

of

9.

10.

standards

and

and

Harrison

of Weld Defects,
April
1975

Italiano
Navale
Nov. 12, 1975.

Shipyard

letter

No.

Non-Destructive
Inspection
1975.
New York,

llGuide

Interpretation

for

Structure5,11

ture

Committee,

of
Weld

Flaw

Washington,

11.

A Guide for
R.A.
Youshaw,

12.

Rules
for
Building
Shipping,
New York,

13.

Radiographic

Ultrasonic
SSC-213,

for

Hull

ve Tests

The

by

Naval

Rosenblatt

& SOn*

A Joint

Task

RINA, 1975.

Welds,

Committee,

Sept.

Testing
and
Ship Structure

Mr.

Shipbuilding:

Non-Destructi
D.C.,

to

Report

Young,

W. Santini,
of

Evaluation

and CIassing
1976.

Standards

in

Society,

Research

and

20663

Control

Quality

Classification

Rules
for
of Shipping,

Hull

Testing

09001968.

of

American

Bureau

welds

$hip

-$SC-177,

in
Ship

Strc-

1966.

Evaluation
of Weld Flaws
Committee,
Washington,
D.C. ,1970.

Steel

Production

003-9000.

8-1

Vessels,

and

Repair

American

Welds,

Bureau

of

NAVSHIPS

0900-

14.

Code of Federal
Subchapter
D of

15.

Production
Association
ber 1974.

Regulations
Chapter
1,

Title
October

46, Shipping
1975.

Standard
of the German Shipbuilding
of the German Shipbuilding
Industry,

in Hull Construction,
Stockholm,
lg76.

VIS

530,

16.

Accuracy
central,

17.

Full
Penetration
K-Welds
or Double
Fillet
building,
N.G.
Leide,
Structural
Design
1975.
Shipbuilding,
London,
November

18.

Fillet
randum

lg.

Tolerances
Trans.
RINA

in the Prefabrication
1962,
pp. 201.

20.

Ilstructural

Details

Committee

SSC-226,

Weld
dated

Costs versus
Fit-Up
Feb.
19, 1976.

Design

Review?

Investigation
of Technological
Alferov
& Matskevich,
Joints,
Document
XIII-761-74
(USSR),

22.

llTotaI

Nippon-Kokan

control

Technical

A System of Dimensional
MARAD Ship Producibility

24.

llThe

Accuracy

Adams and

of
P.

26.

27.

l/10th
C.

Report

Scale

McConnell,

Welding

Metallurgy
- Iron
Society,
New York,
of Welded
Foundation,

Memo-

Fredriksson,

Structure

plate

8-2

& Sugisaki>

1965.

W.G.

Drawings,
J.
Technical

967.

J.R.

Salzer,

S.Coll
inson,
Memorandum

No.

Dimensional
Accuracy
st Report.
Smith,
BSRA 1968.
Report
NS238.

in Shipbuilding
Welds
M. Papponetti,
RINA,

and Steel,
1949.

Structures,
1966.

Sept.

Hulls
Assembly
of Welding.

for Ships
Structure
April
1974.

BSRA

lAs~ects
of NDT Inspection
of
Regard
to Ultrasonic
Testing,

28. Design

Ship

Shimizu

Overseas,

Control
Program,

Control
in Shipbuilding.
Steelwork,
D.H.S.
Bunn and

Welding
Welding

Carl-Erik

Shipin

Works

Errors
in Welded
Ship
International
Institute
October
1974.

25. Quality
of

Iron

Glasfeld,

Shipbuilding,

in

23.

D.

$tandard-

1976

21.

Qua]itY

Bath

Ships,

R.

Novem-

Varvindustrins

Welds
in Heavy
and Fabrication

Gaps-

of

Industry,
Hamburg,

Blodgett,

Claussen

James

with

& Henry,

F.

Particular

1974.

Lincoln,

Amer

Ar<

can

300

ACKNOWLEDGEMENT

yards,
invest
from a
we wou
each o

During
the many visits
to shipowners/operators,
classification
societies,
and steel
mills,
the
gators
have received
excellent
cooperation
and
1.
The names are too numerous
to mention
here;
d like
to acknowledge
all
contributions
to the
the following
organizations:

Shipy ards

and

Steel

Fabricating

Facilities

American
Bridge
Div.
(U.S.
Steel)
Avondale
Shipyards
Bath Iron Works
Bethlehem
Steel
Shipbuilding,
Beaumont,
Texas
Sparrows
Point,
Maryland
Campbell
Industries
FMC Corporation
General
Dynamics
Corporation,
Quincy
yard
Galveston
Shipbuilding
(Kelso)
Livingston
Shipbuilding
Litton
Industries,
Ingalls
Shipbuilding
Marathon
Le Tourneau,
Gulf
Marine
Div.
National
Steel
Shipbuilding
Newport
News Shipbuilding
Seatrain
Shipbuilding
Sun Shipbuilding
Todd Shipyards
Houston,
Texas
Los Angeles,
California
Seattle,
Washington
Chantiers
de LAtlantique,
Paris,
France
G8tawerken,
Gothenburg,
Sweden
Howaldtswerke-Deutsche
Werft,
Hamburg-Kiel,
Germany
Kockums Mekaniska
Werkstad,
Malm~,
Sweden
Swan Hunter,
Wallsend,
Northumberland,
England
Verolme
United,
Rotterdam,
Holland

8-3

shipproject
assistance
however,
project
by

,.
i,
..
j!.

Ship

Owners/Operators

Aries
Marine
British
Petroleum
Company
(Energy
Transport)
Burmah Oil Tankers
Chevron
Shipping
El Paso LNG Corporation
Exxon Corporation,
Marine
Division
Farrell
Lines
Global
Marine,
Inc.
Gulf
Oil Corporation
Lykes Brothers
Shipping
Marine
Transport
Lines
Maritime
Overseas
Corporation
Mobil
Shipping
and Transportation
Company
Prudential
Lines
Sea-Land
Services
States
Steamship
Company
United
States
Lines
Services
Corporation
Zapata
Technical

Steel

Producers

Armco
United

Steel
Corporation,
Houston,
States
Steel
Corporation,

Classification

Texas
Pittsburgh,

Societies

American
Bureau of Shipping
Bureau Veritas
Lloyds
Register
of Shipping
Nippon
Kaiji
Kyokai
Det Norske
Veritas
Germanischer
Lloyd
Registro
Italiano
Navale

Research

Institutions

British
Ship Research
Verband
de Deutscheri
AB Svensk Varvsindustri

Association
Schiffbaulndustrie

8-4

Pennsylvania

The authors
would
like
to extend
special
institutions
which
have given
official
permission
their
tolerance
standards
in this
report:

We would
so graciously

to the following
publication
of

Bath Iron Works

Ingalls
Shipbuilding
Livingston
Shipbuilding
Newport
News Shipbuilding
Seatrain
Shipbuilding
Sun Shipbuilding
of
Nippon
Kaiji
Kyokai
(and he Society
Architects
of Japan
Industrie
Verband
der Deutschen
Sch ffbau
Standardcentral
AB Svensk Varvsindustrins

We appreciate
the contribution
Kyokai
provided
by partially
translating
Japanese
Shipbuilding
Quality
Standards.

have

thanks
to the

also
like
to express
given
us their
time

Mr.
the

our
and

Naval
e.V.

Isao Takeuchi
of Nippon
background
document
for

gratitude
attention.

to

all

persons

Kaiji
the

who

Thanks
are due Messrs.
John Johnson
and Frank Mei who have taken
Maniar
both for his taking
part
in some of the surveys,
and to Mr. Naresh
part
in a number of surveys
and for
the general
guidance
he has provided
in planning
and executing
the project
as well
as in preparing
the final
report.

8-5

9.0

APPENDIXES

9.1

1.

llDim~nsional Cmtm

of

BIBLIOGRAPHY

$teelwork

in

Merchant

V.E.

Shipbuilding

Braid,

BSRA.
2.

Japanese

Shipbuilding

Publication

No.

3-

Tolerances
RINA 1962,

4.

Quality
work,

5.

Quality
Erection

6.

in
pp.

8-2,

Quality

Standard

Tokyo,

(Hull

Part)

SNAJ

1975.

the Prefabrication
201.

of

Car -Erik

Ships,

Fredriksson,

Trans.

Dimensional
Accuracy
Control
in Shipbuilding.
1st Report.
Report
NS238
D.H.S.
Bunn and W.G. Smith,
BSRA 1968.
Control
in
and Fairing

Shipbuilding.
on the Berth,

2nd

of l/10th
Scale
Plate
, BSRA 1967.
Technical

7.

The
P.C.

Accuracy
McConnel

8.

Maritim
Adm nitration
Transactions.

9.

Non Destruct
1971.

ve

Research

Testing

in

10.

Japanese

11.

The Marine
Industry
February
1969.

12.

J!Welding

13.

High

14.

Reflection
1971.

15.

A Review of the Practical

Ship,
Frank,
SNAME S.E.,

16.

llRe~ent

Shipbuilding

problem

Tensile

in

Steel
on

Measured

and

in

the
of

Development,

Shipyard

Welding,

Application
for
October
1968.

Shipyard

Welding!

1965.
g-l

D.

SNmE

1963

SNAME Hampton

Position,

SNAME Gulf

Technology,

Rd.

Coast,

1969.

Jan.

SNAME Philadelphia,
Dooley,

2375

Adams and

Oct. 1969.

and

Grubb,

inson,

Y.J.
2272,

Technology

Marine

Masubuchi,

Fabrication,

Coil
300

Lowe,

Marine

Shape

M. Oda and
2073,
2139,

MacCutcheon,

Environment,

Size,

for

Steel-

investigation
into
Report
NS266

Construction,
ties.
1894,

McQuade,

shipbuilding,

35 Years

Development

Shipyard

of

BSRA 1969.

Drawings,
J.S.
Memorandum No.

and

Practice,

An

Report.

V.E. Braid,

The Deformation
of a Ships
Hull
Under
SNAJ 1963-9,
(BSRA Translations).
Kaziwara,
& 2496.

April

(J.S.Q.S

1961.

SNAME Philadelphia,

Ultrasonic

Inspection

McDermott,

SNAME,

of

Canadian

Welds

on

Maritime,

17.

A Rational
Approach
Clough,
SNAME, pacific

18.

Thermal
Analysis
for Complex
Technology,
October
1971.

Structural

19.

On the

Blocks,

20.

I)The

21.

The

Flow

Line

Continuous

of

Inspection
Northwest,

Assembly

F]Ow Production

Development

1967-1971.

to

of

Quality

and Testing
of
October
1964.
Systems,

Fujii

Systemy

Control

Engineering

in

Cox and

and

Terai

yagi,

and

35

Weldments,

Carneal,

36

Marine

37

SNAJ.

Kurika,

SNAJ.

38

NECIE&s trans.

Shipbuilding,

1970.
39

22.

Effect
ments,

23.

Effect
of Temperature
and
Comnittee
SSC-235,
1973.

24.

Fabrication,
Welding
and Inspection
of Ship Hulls,
Naval
Ship Systems
Command, Washington,
D.C.,
Oct.
Variation
of Product
Analysis
and Tensile
Properties
1974.
and Wide Flange
Shapes,
AISI

25.

26.

of Flame and Mechanical

SNAME, Ship Structure

Bonded
Spot,
Press,

Joints

and

Stitch
Ltd.,

and Seam Welds,

Surrey,
England,

Influence
Steel,

of Thermal
F. Goldberg,

28.

]Icantrol

of

England,

1968.

30.

Ilweld

of

Queens

on NDT of

31.

A Plan

32.

Production
Standard
German Shipbuilding

33.

34.

for

in

NDT,

Defect

Birchon,

Alignment
Investigation
Diesel
Engine,
Castel,
An Investigation
Calamari,
Marine

Fabricat

Belfast,

of the
Industry,

Qua ity

Its

Identification
Welds and Material
D.

Brit.

in Welded

Brighton,

of

NDT,

40

Metal

43.

of

Cambridge,

Structures*

44.

.A.

45R.P.

Meister,

England,

Industry,

46.

1970.

Association

47.
of

1974.

in Conventional
1964.

42.

1969.

Essex,

Failure

41

Spots,
Rolland Technology

Strength

and interpretation,~
Joining,
1968.
Jour.

Weld-

Structure

Institute,

England,

German Shipbuilding
Hamburg,
November

Variables
October

Fatigue

on > Welding

Sizes

9-2

Ship

of

NAVSHIP 0900-000-1000.
1968
of Carbon Steel
Plates

on the

Following
a Crankshaft
1970.
SW&S October

of Major
Technology,

SNAME,

NDT of Resistance
IPC Science
Crecraft,

Hall
and
1971.

permissible

Steel,

Properties

Testing.

Welded

University,

Imperfections.

Symposium

UporI Ship

Cutting
and
AWS 1973.

Distortion

~lSPecificat;on~
Wells,

Strain

Non-Destructive

27.

29.

Straightening
on Material
Committee
SSC-207,
1970.

the

48.
in

a Medium-Speed

49.
Tailshaft

Assembly,

3.5.Measurement

of Bull Gear
Operation,
Lerro,

During

36. Considerations
Systems,

37. A Study
Takeshi

Lehr,

and Line Shaft

Bearing
Alignment
SNAME Philadelphia,
1963.

in the Design
of
SNAME N. England

of Accuracy
Control
in
Yokota
& Taizo
Shimourcr,

38. Vibration

Analysis

$NAHE Gulf

& Deviation

Section.

Sept.

Marine

Propulsion

1961

Shafting

555.

- p.

Hull
Construction
BSRA Translation
Concept,

Works,
No. 1861

VIDEC,

(1963)

Dickinson,

1971.

39. Ultimate
First
sidual

Strength
of Square
Plates
Subjected
to Compression;
ReReport
on the Effects
of Initial
Deflection
and Welding
Stresses,
Y, Ueda et al.,
Journal
of SNAJ, Jo1. 137* June

1975.
40. On the
Buckling
Fujita,

41. Stress
Plates,

Strength
Collapse
Yoshida,
Intensity
Tamamoto,

of Structures
with
Imperfections;
Second Report
of Girders
with
Initially
Deflected
Corners.
and Takazawa,
JSNAJ, Vol.
137, June 1975.
Factors
Sumi,

of
and

Cracks
Emanating
Ao, JSNAJ, Vol.

from Side Notches

137, June 1975.

in

Study on Surface
Crack Growth
in a Combined Tensile
42. A Preliminary
JSNAJ, VO1. 137,
and Bending
Fatigue
Process,
Kawahara
& Kurihara,
June 1975,
in Low Cycle
Fatigue
Strength
by Strain
43. Difference
Load and Deflection
Controlled
Bendinq
Load,
Iida,
137, June 1975.
Nagai,
JSNAJ, Vol.
44.

On Fatigue
H. Mano et

45. Strength
Method -

Damage of Web Stiggeners

at Cutouts
al.,
JSNAJ, Vol.
137,
June 1975.

Analysis
of Shell
Second Report,
N.

of a Wide and Thick

46. Bending
Yagi,
Funaki,
& &da,
JSNAJ,
*
47. Studies
Report,

on Deformation
K. Satak,
et

48. The Acceptability

Architect,
April
49. Structural
(of Bureau

and
al.,

of Weld
1975.

Problems
Veritas),

Structure
Fukuchi,
Mild
Vol.

with

JSNAJ,

Steel
137,

of

Bottom

Plate
- Third
June 1975.

9-3

Report,

Welding

Second

The

Naval

975*

Harrison and Young,

In Methane Carriers
B. Jave
Shipping
World & Shipbuilder

Strip

137, June 1975.

Cracking
in One-Sided
137, June
JSNAJ, Vol.
Defects,

ransverses,

by F nite

Stiffeners
VO1.

Axial
&

Controlled
Matsumoto,

Ie and
Sept.

J. Raynaud
.
1975,
pp. 631.

50. Third
ChazaI,

Decade of
Goldberg

October

Research
Under the Ship Structure
Committee
et al.
SNAtlE Ship Structure
Symposium Paper.

1975

51.

Classification
Society
Experiences
in
William
N. Hannan.
SNAME SSSymposlum

52.

Structural
Considerations
Coast Guard Icebreakers,
1975
October

53. Unusual

Hull
Experience
of
SS Symposium,

Todays
October

In the Design
Barker
et al.,

Design
Requirements,
the Barge Carriers.
October
1975

of the
SNAME

Polar
Class
of
SS Wmp~sium,

Construction

and

Yesterdays
Technology
Todays
Ships
Szostak,
SNAME SS Symposium October
1975

55.

Structural
portation

Design
Criteria
for the
& Hay,
LNG - Shumaker

Safe and Economical

SNAME, October
1975

Observation
of Ship Damage over
the
Townsend,
SNAME SS Symposium,
October

57.

Dynamic
Loadings
Due to Waves and
5 NAME SS Symposium - October
1975

58.

Structural
Response
& Computer
SNAfiE SS Symposium,
October
1975

59.

An Assessment
of Current
Shipboard
SNAME SS Symposium,
October
1975

60.

Fracture
Mechanics,
Fracture
Criter
a and Fracture
Welded
Steel
Ship Hulls,
Rolfe,
SNAHE SS Symposium,
Overview

of

SS Symposium,

62. Fundamental
gnd Fracture
SS Symposium
63.

llAnalysis
October

and

Structural
October

integrity

Past Quarter
1975

Ship

Aided

V bration

Trans-

CenturY

Motions-

Design

Lewis

& Zubaly,

procedure,

Stiansen,

Technology,

Noonan.

Control
October

Palermo,

Techrlo]ogyl,

for
1975

SNAME

1975

Considerations
of Fatigue,
In Advanced
Ship Structures.
- October
1975
Design

SNAME

some Tanker Experience,

56.

61,,tAn

Operating

Thayer .S Schwendtner,

54.

of

Ships
1975

Requirementsl

Stress-Corrosion
Crooker
et

Wilson,

SNAFIE

al.,

Cracking,
SNAME

SS Symposium,

1975.

64.

Experimental
Methods
In Ship Structural
SNAFIE SS Symposium October
1975

Evaluation,

65.

Joining
October

Technology
1975.

and

Quality

Control

9-4

Manley,

Dinsenbacher,

SNAME

SS Symposium

66. Ship
The

67.

Structural
Ana ysis
Naval
Architect,
July

llThe

Approach

Statjsti=al

The

Naval

Architec~;

68. A Study

to

Hull

Register

t)esi9n,

Crack
Growth
1975.

in

69. Full

Penetration
K-Welds
or Double
Fillet
Structural
Design
building,
N.G. Leide,
Shipbuilding,
London,
November
1975.

70. Finding

Flaws

71. Materials

for

by Ultrasonics,
Ocean

of

prof.

Shipping.

D-

Faulkn=rs

1975.

July

of Sub-Critical
& Lyle,
SSC-251,

Lankford

in Lloyds
1975.

Marine

Engineering,

Ship

Steels,

Francis,

Welds
in Heavy
and Fabrication

Shipin

Engineering/Log,

K.

November

MIT

Masubuchi,

Press,

1974.

Cambridge

1970.

72. Design

of
Foundation,

Welded
1966.

Structures,

73. The

Worlds
Largest
Bureau of Shipping,

Offshore
Mobile
August
1976.

74. Welding

Metallurgy
Society,
New York,

ing

75- Ship

Design

76. A Guide

to

Cambridge,

77. Steel

and

Blodgett,

Iron and
1949.

Construction

Manual,

Un t ,

Claussen

DArcangelo,

Sound Ship Structures,

Maryland,
1964.

SNAME,

of

Welding

American

American

Maritime

Steel

Weld-

1969.

New york,

Cornell

Institute

Arc

Surveyor,

& Henry,

DArcangelo,

American

Li~coln,

Drilling

Steel,

Construction,

James

Press.

Construction,

1975.
Limits

78. Application

of Probabilistic
Concepts
for
Determining
of Initial
Imperfection
of Ship Plating,
yasukawa,
Ikegami,
Journal
SNAJ, Vol.
138,
December
1975.

79.

llNumerj~a]
R.

80.

81.

L.

General
General

Control

Bul lard,

Marine

Specifications
Requirements

of

High

Speed

Cutting

for

B~sts
March

Engineering/Log,

for
Ships of the
Hull
Structure

Dimension
Accuracy
Control
Morten
Ringard,
PH.D Thesis,

productivity>

1975.

United
January

in the Construction
MIT,
January
1974.

9-5

& Ominami,

States

Navy

Section

1973.
of

Welded

Ships.

100:

82.

Factors

llFabric~tion

Affecting

~tructural
Capability
Report
of Committee
111.3,
Boston,
1976.

Other
Marine
Structures
Ship Structures
Congress,

of Ships
and
6th
International

83. Japanese

Shipbuilding
Quality Standards
- Background
Tokyo,
July
1976.
SNAJ Publication
No. 8-3,

84. Accuracy

in Hull
Stockholm,

central,

85. IiAlternative

Construction,
1976..

Methods

Lockheed

of

Shipbuilding

86. llBuildin9

and

Howard,

530,

Non-Destructive

Corp.,

operating

Kvamsdal,

VIS

Document.

Varvindustrins,

Testing

Standard-

Research

Report

by

SNAME.
of

Experience

Spherical

SNAME New York

& Naesheim,

Tank

LNG Carriers

Section

Paper,

Sept.

1976.

*
87. Investigation

Technological
Alferov
& Matskevich,
XIII-761-74
(uSRR),

Joints,
Document

88. Registro
Inc.

of

Italiano
Navale
Nov. 12, 1975.

dated

89. Quality
Shipyard

go. Rules

H~ll
ture

Errors
in
International
October

letter

Standards
and Quality
and Classification

Welded
Ship
Institute

No.

20663

Control
Society,

in

of

to

M.

Rosenblatt

Shipbuilding:
W. Santini,
Hull

for Ultrasonic
SSC-213,
Ship

Youshaw,

93. Rules

for

Shipping,

Building
New York,

94. llA~Pects of NBT

Regard

95. Code

of

g6. A System
MARAD Ship

of Welds

Testing,

Federal
Regulations
1, October
1975.
of Dimensional
Producibility

Steel

Vessels,

Title

Control
Program,

46,

A Joint Task
1975.

of Welds
in ShipSSC-177,
Ship Struc-

Flaws
D.C.,

American
L
with

in Shipbuilding

M. Papponetti,

RINA,

Shipping,

.S Son,

American

and Evaluation
of Weld
Committee,
Washington,

and Classing
1976.

Inspection

to Ultrasonic

Chapter

Testing
Structure

RINA,

Welds,

for
Interpretation
of Non-Destructive
Tests
structures,!
Weld Flaw Evaluation
Committee,
Committee,
Washington,
D.C.,
Sept.
1966.

92. A Guide

Hulls
Assembly
of Welding-

1974.

for Non-Destructive
Inspection
?975.
of Shipping,
New York,

Bureau

91. Guide

of

R.A.
1970.

Bureau

of

particular

1974.
Subchapter

for Ships
Structure
April
1974.

J.R.

D of

Salzer,

-r

i;
,,

g-6

., ,

~,

,,.,.

97. Fillet Weld

dated

Feb.

98. Structural
Project
9!3.
-.

II~otal

Costs

19,

Technical

Fit-Up

llDetail
ber

102.

Design

Bath

.Jron Works

control

in

Report

in

R. Glasfeld,
1975.

Review,
Report,
Shipbuilding,

Overseas,

100.Photogrammetry
in Shipbuilding,
Report
to MARAD Photogrammetry
101.

Gaps

Memorandum

1976.

Details
Design
SR-216,
Preliminary

Quality

Kokan

versus

Ships

Sept.
J. F.
Project,

Lloyds

Ship

Shimizu

Structure

& Sugisaki,

Committee

ippOn-

1965.
Kenefick.
F rst
Feb.
1976.

Register:of

Shipp

ng,

Draft

London,

of

Final

Octo-

1967.

Radiographic
003-9000.

Standards

for

Production

9-7

and

Repair

Welds,

NAVSHIPS

0900-

9.2:

U.

S.

COMMERCIAL SHIPYARD

STANDARDS

CONTENTS

PAGE

DESCRIPTION

APPENDIX

Bath

9.2.1

Iron

Works

9.2.1.1:

B.I.W.
Ro/Ro

.9.2.1

.2:

i
Inspection
Dimensional

Guidelines
Control

99
9-12

Guidelines

1
r

9.2.2

Litton
Sample

9.2.3

Livingston
Shipbuilding
Special
Tolerances
for

Drill

Newport
News SB&DD
Dimensional
Tolerances

for

9.2.4

9.2.5

Industries
(Ingalls
Shipbuilding)
Manufacturing
Standard
Process

9.2.6

9.2.7

Note:

Tables
of
Structure

9-20

9-23
LNG Tanker
9-24

Tolerances

Sun Shipbuilding
and DD
Shipbuilding
Production
Standard

Rig

Seatrain Shipbuilding
Structural

9-15

9-26
(Hull

Division)

9-62

Permissible
Unfairness
in Welded
(from NAVSHIPS 0900-000-1001)

The following
are reprinted
respective
organizations.

with

special

permission

from

the

.....
9-8

9.2.1.1

APPENDIX:

BtYf
INSPECTION

GtilD&lIiiiiS

Flmfko
KATERIAL
A.

9JsfAcE
1.

A.

CIWYITIrW

ISALIGMIENT

MO

FIT-UP

~TESAND
$KAPE$
METHE~SURFACE
CON01TIm5OFAU$~L~S. SCARS
lMPEflFECTIK15
ARE
TOBE~VOIMD
Ill ALL AREAS OF SHIPS STWCTLm.
SWCIAL
CON5KDEAATIONS OF T!IESE FICwIRE.
EATSStLUL
UEOIRECTEO
TOL~GITLOINAL
NO
AS-L

TAUISVERSE

a.
h.

STRENGTH STRLICTLIRE AS IWCATEO

WITCHES
5HULBEAYOIDEO.

KWU.

L~GITUDINAL

PLATES NIO Si-LAPES IN IIIDSH t PS

3/5

LEFGTII.

WER

bEtK PLAWW,

TW

TOP V

FXCK

R.ATIffi.
c.

SIELL

d.

SOx GIROER5.

PLATING.

LW3TUOINALS

f.

TUNSVERSE

9-

LWITUDIN#LS

MID ALL BECK STRINGER

1.

HMALIIWIENT

3.

WXIHM

ANO FIT-UP

BOTH

PLATES.

UEB FPNIES .
AND TRANSVERSE

UJLXJIEADS ANO

ATTAOWENTS.

Z.

11.

PILIJJ#.

1.

ALL ~tK

REPAIPS

QITWTS

IH12UOE0

1)!PERFECTIW5

OF P!BERS

lH PAPA. A-1 ABOVE IWST SE MAE

CRIFAOIFLS.
cwww
KAGNINK
.

TO SCARS MD

on WELDING OEPEWHG

OF IMPERFECTION

IN GENERAL,

WTLINE2

BY
ofI

AS FGLLOUS:

MINOR SCARS MAY BE REPAI REO BY

CRxnomo.
b.

SOJLS UHtCH EXCEEO 3/S3

IN oEPTH AND 1 IN

LSWTH

BY CPIPPING,

Mi

*
c.

PLATES

WALL

BE REPAIRED

KPAIR

WELLIS WCH

ANO FACE

GRIIiD-

ARE GENERALLY

LOd IN

(3/32 1 AfiO ARE NOT Xl APPEAWCE

FACTOR HEEO WT
=s
m.

W MESS, FLWGE5

lJID HELDING.

WILE

3-

MISKLIWWKT
.

BE GRWHO.

IN HON-STREffiTN AREA5
MHEW APPEARANCE 15 IMPURTANT . SCARS HAY
BE AEPAI SS0 PNO ORESSED BY US I !iG UI
AwmvEo

b.

EPOXY Cmw.lllo.

WPEMM~

HILL

1S MT
Sl@JME

IRPORTMT,

IMR

REPAIR cm TREAT-

w.

=4,

AW HISUI@R3TT
HSLL E
W TIE

s.

IIH

SW

MO ASSOLVED WI A CASE KASIS

INSJECTIDP+ OEPARTHEhl

EXISTS
AOOtTIOtiAL
KLO
TO HISALIGNEO
SlikLE~APPLIED

USEN A HWLIGtWNT

~IW~-T

99

EXCEEOING THE TOLEWCES

INSPECTED

-bb . ! 1

~AS

FOR AQO!TIONAL

ME

As AECESSARY.

STAEffiTH W HISALIGREO

M!E

FITTINO
~IKS

A.

SUPJACES
1.

UEARANCE

E+TwEEN FAYING

JSIDPEF$LUIENT
WALL

MT

INSTALLED

EACKHIG

EXCEED 1/16

mn

FLA46.

SUPfACE5

ExCEPT

OF lAp

ance HITH APPLICABLE

ON

TI~

NOT APPLY TO RIVETED HUCK BOLT~

PEIIETRATIcuS
1.

1.

P1pE AND VENTILATION

PENETRATIoNs

C.

BE Mm.

MELDING

MATERIAL

RELATION

PROCEUJRE.

SHALL

ONLY APPROVEO ELECTRODES

HILL

BE

IS UEPOSITFO

UHICH

1S

TO APPROVEO UELOI tG PROCE UJRE , WELO

D.

KLC6

E.

~E

SK!LL

*
T

?2

2(L

3=TZ+

HEIGKC ff

SW

WLL

IW

AREAS:

ENTIRETY

PRIOR

ANO THE

TO REUELDING.

BE FREE OF CRACKS OR CRACK-LIE

1NO1CATIONS OR LINEAR

1NLUL4TIONS.

RE lNFORCEMENl

OF A MITT WELD OR

BE KEPT TO A MINIM

IN THE FOLLOW-

1.

DTERIOFI

2.

F1~EO

3.

~TERIOR

SIDES

4.

SHELL.

THAT HAVE A COVERING:

AREAS OF WATHER

OECti

OECKS.

OF OECK HOUSES.
HELD RilN-

FORCEF4ENT SNIYJLO BE 1/ 16 NOT TO EXCEEO

z.

--&-=-PLATE EffiE

1. PLATE

3/=.
F.

EUTS

&
WHERI PE~ITTED

UILL

FILLEC
1.

BE

FILLER

METAL SPECIFIID

IMERE PLATE Emi

FIX,

m ~

BY WELOING PROCEOURE.

mILO-UP

Is EPiPLOYED FOR

mcrtm

PR1OR TO RELEASE

WELDING.

Ant STRIKES

FOR FINhL

H.

UNCIL

ARE TO BE AVOIDED.

RESOLVEO

TNE kREEO

FIX

wEE

AFFfARAnCE

BY BM

mUILD

~HT

Of

TM
i.

HILL

1$ A CmCEm

TECH-

OR CRITERIA

mm AmAC#lENT

BE COUSIOEUIO

cOSMETIC

~AL

WSLOI~
1;

HORK SWALL NOT PROCEEO

INSPECTION

OF 1/32

UNOERCUT

BY PROPER HELOIX

OR REJECTILN(

DACE)

70 CC+IPLY HITH ABS RuLES,

THICMESS,

IN EICESS

$7 wELDIfk5.

FLACETTEKT OF F!2STFLU,INTS (k!ELDING

PRO-

IN ALL CASES WHERE STRUCTURE MAKE-UP CLEAAONCE

PUTE

AT UELO EKE

HINCMZECI

KCEFTAHCE

RESOLUTION

~CEEO

bTLDS FOR STRUCTUPE

LMLW@Jl

MIWE.

TO BE !41TH TYPE OF

THE JOINT 15 TO BE FULLY PREPARED AHO

1N5FtCTED

FIT+P

BUILD-UP

BE UHIFOFT! TO Rfw IREO sIZE

MILL SE KPAIREO

ANDWITH COflCURRENCECF OkNERS ANOREG-

ULATORY S401E5.

OF UELOS SHALL

MO CHECXEO WITH A UELO GALJGE,

WILD-UP
EWE MJILO-UP

SIZE

IN~RICT ACCORDANCE WITH AES STILE PIQUIRE-

1.

BF7WEEN

WELD t!ETAL5 ON ALL IN

CMCEHIEO MEA IflSPECTEO

F.

15 C4USE FOR

BE E5TABLISHE0

HETU
SNALL
EEREMOVED
IN ITS

z.

WITtA3iIT

WORKIN PROCtSS,.

IK ERATMI, HELO HETAL

(IF,

E.

5uBSTIil-

ENGINEER.

MATERIALS

ANO F !LLER

kYJRK.

CmPATIBLE

BE USED M Accord-

USED FOR TACK OR BLOCF. UELDIfAi .

CCNIWRY

Ii>

WITH UTMOST

IS NOT PEffllTTED

W UNIDENTIFIED

POSITIVE
PNWESS

SHALL

OF WELDING

PA.F2NT HfCU5

mlzco.
FILLEY

BE DISPERSED

ERROR IIP USE OF uELDING

REJECTION

PI-INS ARC TO BE CROSS CHECKED WITH CONCERNED

OEPARTITENTS PRIOR TO MAKING CUTS SOELECTRICAL,

0.

fS HELDIf&

PRIOR APPR@iN

JOINTS.
c.

SHALL

WILYT~E ELECTROOE5
WIICH4RE

HITH 0E51GNATED MATERIALS

BAR BuTT JOINTS

AS SPECIFIED

WLDI*mTERIKS
~.

Jo INT5

BE PERFOFTKD H! THOUT

WV IATIOiL

#ORK HILL

LEAST

BE RE@JIREO

AfTER

PIROSITY

VISIBLE

UELOING

POROSITY

AT OIL

TIGHT

~HMRIES.

NON-TIGHT

BE mRAECTED

BY FILLING

@OXV ~PIMNO

ABLE PROVIOED
6=ATER

TIW

SHALL

NUT BE

OR M4TER TIGHT
BClJNOARIE5
UITH

TH6JI (4)

IN

SHALL BE ACCEPT-

THERE APE NOT

3/32

HAY

FORTIFIEO

PRIOR TO COATING.

OTHER AREAS POROSITY

ME

OF STROliG-

THE

OF THE PlSTk41NTS .

ACCEPTABLE

OEPARIYIENT.

so

FOR
mu

INDICATIONS

DI)METER , UITH

II1OICATIONS

IN ANY 6

LETCTH OF XLD.

9-1o

..

&?EE2

MELOIK
~DINS

mROS!Tv

Z.

EL-TED

GAS HOLES

IND 1/16wTER

IN MY

LE5S THM

SHWLII

J. DVERIAP
1. WEALAP AT

A GENERAL PONDUS CONDITION

EXIST

H2L0

EffiES

5P.4LL BE REPAIREo

BY

SZSOF

TO CREATE A WDTHLY

2.

T!JMS,

U4TER TM~,

SIIPES

BILGE ARE~

ND

BE tmPLETELY

3.

SAL

AECWIREO FOR ONAINAGESHALL

TO EFFECr

CMPLETE

4.

sEAL

5.

LEAOIYIGHEN SHALL

AcCEPTABLE FIT
KLOING.

WCK 6CUGING

C.

1.

SHPLL

BE CORRECTEU PR1OR TO
2.
A$ OUTLINED

PROCEUfAf SHLL

lN

PI-ATM

5WLL

DEALT

ON STRINGER AND SHEAR

UITHIN

3/5 t41DStlIP LENGTH.

oF HT5 w UW cf

BE KEPT TO A HINIEUF4.

U!STORTIONS

MO HILL

vERIFY

PERIODIWLY

WCUR AS A RESULT OF HELOING OR

FORCE MING APPLIED TO E5TABLISP.

FABRICATION SHALL NOT PROCEEOUNTIL

uECESSMY CORRECTIONS ARE AcCC?lPLISHED.

USE OF HELOING 5EWENCE , FITTIIIG

-CT

MD RESNAPING HILL

APPLIcMLE

PENETRATIONS FOR HULL HELOING

RULES.

ANO 1410E AVAILARLE

SHALL

TNAT

IS BEING HMNTAINEO.

uITH AS NEcESSARY TO pRoMCE A Fill ~5HED

UHICH IIEETS

WRK-

URI!4G THE CDJRSE OF HPNUFACTLIRE UHEtl DIS-

9UPE :
UELDING SHmL BE pRmpTLy

5HALL BE OEALT Mm

SJRYEYORS APE TO BE USED TO ESTMLISH

HE

TO.

BY

UOT EE CIUENCHEIS.

m GENERAL. STRAWENING

TWIOHS

BE STRICTLY

TO pLA~E E~S,

STRAIGHTENING

B? THE uSE OF HEAT SH4LL

SK4PE MD SIZE

UELO1 I+G.
SEO+ZENCE UELOING

PIJECTABLE

TAINEO

(CAILL

PRIOR TO AsSEMBLY .

hE ENPLOWJ

ZW LINES

s. RECORDSOF UELMR QJALIFICATIONS AUD JOINT

THAT UIIITS/W8.

BE HAIH-

RESTPAINTS

BE EHPLOTEO TO ENSURE

UNITS UILL

liUT HAVE OISTOR-

ttY#LS PR1OR TO LEAVlNG tL4RDINGS PANEL SOP

TO CONCERNED

m ASSSHBLY EWLDII13.

PARTIES.
FAImESS
A.

OEFOPJIXTIES

STMKTUR4L

UP PRIOR TO CCJ4IEIICEMENT OF

APPRW4E0 MELDING
ADNEMD

CARSON STEEL

HTS - AN, W ANO EH

SHALL

2FRlIGHTENING

EAT

PRIOR

BACK uELO1 NG .

FAULTS

P~cT!W

4.

lMSPECl

MDIBER5 TO BE UELDED SHALL BE INSPECTED FOR

WPPfIVED

WIJ.

IHwRWD

HE4TING

TO IzJTNORIZING

- W.

oWES

vISIUE

MT

MELDING WNITY

3.

HIWR

S2 kEwIRED

MELclms .

2.

- W.

mC. MSICH REWIRE

BE SIZED SJITABLY

1.

STFLAIGHTEN!NG EXCESSIVE TEHPERATUNES

TO BE AVOIDEO.

RED COLOR)

MEATHER DECK AREAS 5iiALL

L.

LUAL

UELOED.

7A

14DDF

UELO EmE.

W.LWT

wITH FIWAE

FAIANK.s
CRITERIA.
IS mPLOYEO
1. m- HEATIHC
MmSHRIIIKING

FILLEI

SUIKS
I.

MOT lN CONFOHkNCE

SE STRAIGHTENED BV APPR04ED HETHOD5 TO

K2T

IN ~N-

THEcoNo~TIOH
~14LL
BECoRRE~ED.
.

U2L01NG OR GRINDING

K.

STRICTURES
ML

LEIGTH

1 NON-STRJZCFUR4L ATYACWENT

ARIA.

FAIKo

1/2

Ill WIDTH ARE ACCEPTABLE

TIGHT

n~.

t.

( cONT. )

FAIRNESS OF ALL UELUED STRUCTURE SHALL CBNFDFS4TO

FEWNE ?A.

9-II

APPENDIX:
DiMEtiSIONAL

9.2.1.2

BATH IRON WORKS

COilTROL
GUIDELINES

liov;:1974
MnskuMtl2s
2.1

RE3MR31BILITY:

HAR51MS

A.

3.1

ML HEAsu!41PGTAPt5 u$EO BY LAWJT

OCECKED BIF!ONTRLY.

3.2

ALL F.B.
*M.

1.

2.2

THE 5H1PFITYERS 3KALL ACCCVIPLISHALL IJJRK !NGEWL4L

ACmROP#CE UITH THESE GuIDELINES;
SIIKL U[ .4-ARE OF
hNO TME CORRECTIVE ACTION FOR UNSATISFACTORY ITEHS;
MO SHALL ACCWPLISH #.LL LAVCUT AMODIMENSIONAL CHEEW
THAt CM REA9MABLY BE ~E
H[THUJT SLRVEYORS,

UNITS 211. Ml, 2, 3, 4 AND 5 HAVE 1 STOCK TO BE CUT

m U4 HEAT STOCK HIILE HMRIEEF.

t.

UNIYS 221 mu 222 TO HAVE THE corrm

AT S/4- NEAT STOCK.

3.4

3.s

THE FMIOUIHG CHECK SHALL BE HME AT SUB-ASSEP!ELY :

A.

LCK4TPJX Of OIAMA!W
AHOCHOCKSIN ~ BOX LIRDERS
IM PILLARs PRIOR TO INsTALLING TNE CLOSING PLATE.

AL 6W33. ok ASSEMBLIES WILT TO LOFT SIHCHES SHALL

BE CHECKEOAND OVERALL OlltEfCSIOHS HELO TO 21/4.

c.

THE TAANSVEP5E oEcK BEP2TS AFTER ASSEMBLY FCR CUTOUTS,

ANOFACE PLATE BEvELs.
AFTER UELDIIIG STRAl:ti7EN
IF NECESWRY TO HOLD +3/s OF CAWER.
mss

OF THE 5hELL SET

2.s

IL4RD[WS, THE PNIEL SHOP A;:D HVM sHmL RECOROo~~ATI~

F~
WRKIffi
D[NEN510;JS,, @N THE sTwcTuRE MIT ELACK
PAIm OR MRKING pEti3. CRITICAL DI:.!EN5t0N5 SUCH 4s HALF
U1OTHS 514mL BE RECORDEOo!; THE STRUCTURE AS ,,ACT:AL!,
VS. WAKINO OIHENSIONS,- 1:; BWKP&ItiT
OR WmI!;GPE#.

2.6

~ WR
UNITS THE SUAIEYORS AS513TE0 BY THE 5HIff ITTEii5
SMALL 3ECOR0 ALL CRITICJA DI!lEN510NAL CHECKS ON THE ,,U:;lT
lk[~MSfMAL NEIOR(I FOW, ENcLo3LIAEs (3), (4) MD (~) o~
A 3P2CSAL FOM FOR mRE COMPLEXUHITS.

2.7

ALL Wt-4X~ISS
, PMEL As2S~IES
MO UNITS 5mLD BE
FILM OR BULK.
wlLT
143LOIm ALL STM3CTUW M THE 1STW
W
Fmm Tt!f HiAT EHO. (THIS IS THE MS7ER FPME. )

la

ALL STWCYW
TM EMPi4ERY

Am

ALL SHAPEU SHELL PLATEs SMLL BE CHECKEDFOR BACK SET AND

TU!3T mER FOmlf4G TO HOLD LOFT CWION BASE TWPLATE.

3.6

ALL CRITIC#J. REFERENCES (t, 3,-OH ETK, MSTER FRPJTE5, mC. )

Identified
Y44LL ~ CLEARLY cENTER PU!iCHED ANOWTLINEDAfIO
W
M
STMJCTORE wITH BLACK PAINT OR NARKING PEN.

BRACKETS ON SHELL LEM 51GUL0 BE INSTMLEO

H2L0u4 HIGH TO t40L0 LOFT TEMPLATES.

TtE 3,4
BTKSFLALL BE USED IN L1m of~FoR
mE,yA~TER
REFEREIsCE AT PANEL, ASSEF.SLY AND ERECTIW F9R UNITS FR.
*172
AS SHOW ON EliCLOSURE (2).
WERE THE*OR
~,.o.
BTK CANNOTBE USEO T!IE BTK US[U SHWLD BE CLCARLY INOEhTIFIECIWI
THE STF24CTIJRE.

2.4

AND SHAPE FABRICATION SHALL W ACCCHPLISHSOTO

TELEREx CAITWT SHALL BE CHECKEOTYICE A SHIFT FOR UIOTH

PLATES SHU.L BE HELD TO ,1/s,,.
AND ~EELGTH. RfCT.MWIJR

0.

2.1

BE

70 *3/16..

ALL UORKING DIITENS1mS- SMALL BE TAKEN F~MOLD

LO~
SSETCHE5.
MERE IT 1S NECSSSARV TO uSE 0,HzN510$;5 FRW
THE OJ30KOF OFFSETS- OR THE WOLO LOFT I:JFO Boutq A NEAT
mock ALLOwCE SHLL ss ADCiEOIN PCCOROANCE tifTH EfiCLO9JAE (l).
tUITE:
4.

StLUL

ALLFLM!EPWINER PLATES SX4LL SE CHECEO !FTER BURNING

.3.3

THE SURVEy0k5 WALL ASSIST THE 5HIPfITTERS

n{ LAYCUT
ANO01HEN510tLu CONTaGLAS REWIRED: 5HALL EEP!3RT fliy
UNMTISFACTORY ITEM FOUND TO SHOP 3uPZW1S1Cfi FCa
CORRECTIVE ACTION: c!i :.,#JOR UNITS SNALL L! KCGZG
fiLL
CRITICAL OIHENSICSML CHECKS, SMALL TRANSFER CRITICAL
AEFERENCE LINES TO TFE TOP SIDE w THE UNIT FCR EREC.
Tim,
ANOINwRE CmPLIAICE HITH THE5E GuIDILI)/[~
pR~~~
TO MENCEY4ENTOF
hl&lORHELDIN$ OR140VIPWFRiM THE
ASSEHSLY POS1TION.

PE~NNEL

PAITSL SH3P
4.1

tics

M339LIE3

:1

SHALL BE HELD TO TW ~U
W THE UNIT AS FCLL~:

L~

LAYCSJTm

mm:
A.

MI@ m I14STALLAYION, ESTA~ISH THE HEAN< OF TNE <

mx GIRMR - NIV OCfIATIONS FRCW LOFT oIrnErlsmNs SIiOULO
66 mTEO FOR AWWSmENT OF THE LATIWT m pls PANELS.

PRIOR TO INSTALLATION OF THE* BOX BIROER. THE 3-0 BTK

SHALL SE ESTABLISHED FRL!4 THE IB SEm ALLOUI:IG FOR TPE
MX GIRMR CoNOIT[M.
THE IULF HIoTHS SHALL EE CI:ECKEU
m ~
FkO/~
EwS ANOIF NOT #ITHIN ?1/4 THE 3, .W
6YKS44KLL B& ABJUSTEO ANOTHE I B sEffl RECUT.

c.

TIE MEAT END Si-AllLO BE REcuT IF UJT OF SWAM FRm THE

n.

~n#CK

E.

YISS LAWOJT FOR GRI05 SHCULtI INCLUOE ALL BNTS.,

FM NYOS on NAM ASSmSLY.

F.

W
$*

e
r=.

L, cfL b Bu Stirr...r.

~,

1 +- Cr.. *r*i<d

3-0.

. ,/8- tl-m lmv.t

1=
Gird.r*,

W-km A Strim.r.

DTK IN EXCESS OF ,1/4-+

Em SHENLD W RECLST IF IWpf 311M lW

0.0. EKE S~LC

a: REmT ONLY IF UEWITINS
MILL NOT WLO HALF HIDTHS TO =1/4 w.

OF STOCK

HEW,, ETC.

THE IB

S?ECSALmm:

9-12

wIT
211 . ?/S SHALL E HMAIEEI IN THE INVERTED POSITION IN
YNE PMEL SW
MO Tit 1- w STKK LEFT Br THE LOFT RECUT TO
-B
3/4. .AS4T STKK. WEA LW
O[mNSl(SIS+
.L

-2

5.1

SHELL
A3ssnsms
(CLSIT.
)
PRIOR TO WYTING D1AP14PJJHSLAYWT ALL SEM MCI wEB FRPME
LOCATILW ON PLATEN OR FLOOR: UJRIW ASSE14BLY CHECK THE
FWLOHIffi :

L.tt
Sk-rch
AiFI to Lo:<

1/=-

Sk*. =h - @*

A.

W~R

1.

PO#~AF~~S

MD LOUER 5EMS TO LWT

LAYWT .

C.

UEB FPM4E (ANOAW TRANSVERSE FRAME) LOCATICW TO LOFT

LAYWT USING 6EvEL ANGLE HELD 5WME TO DIAP=JGMS
MD FLOOR - HOLOALL WEBS (OR TU15VERSE W.WES) TO
THE BEVEL AIGLE.

D.

~~1~

t.

TWE

F.

LAYMC7 FORE/AFT ENDS USING GIRTH TApES FQ~4 DECK (OR

THE %OLD LOFT INFO BOOK) - AOLD ALL LG:;GITLI?ItL4LS
~
EXCEPT AS NOTEOON THE PLPN.

c.

m t40T UELO THE TOP .CNDBOT7LM cHocKs IN UEB FP.U4E5.

TO LDFT SKfICH - fiuJT

NEAT AND IF mT

ACROSSTOP OF HEM TD HOLD OECK OJTS IN

m
Scbd

Lots

Sketch

+1/2

5.2

- 0-

FRME

SPACING

WARE

TO MB

PLAT:X.

M2M TAKIK AS.SDTBL!ES

ultG TANK5 NOT BuILT IN 5t4ELL HOCKS;HALL BE BUILT
044 LEVEL MOCKSADJUSTED FOR PLATE TE:CKW5S VARIA-,
TIIM5 IN EXCESS OF 1/4.
CARE MUST E; TAIEII IN
SEtTlffi
UEB5 TO BEVEL ANGLE lF HOCK 9ASE
1$!JOT

S.2.1

PARALLEL
TO4.

IMEm~W
ASSWI=
CEPT A5 FWLOUS:

SIMILM

TO ~CKS

EX.

uMm MI, Z, 3, 4 A3405 HAVE BEEPI LCfTEO uItH 1 m

STOCK P/S M FLD4RS AND 1 STOCK PORT ON T .T
THE
lJVmT
1s TO BE AO.MSTED PER THE ABOVE SKETCH TO AOD
$/4 NEAT STOCK P/S AFTER AsSEMBLY
Tm 1 OF STOCK
HILL 5E REMOVEO BY SCRIBIffi THE F4X GIRDER ANO THE
P/S UNITS IN THE A-B.

a.

w
MISC.
4.3.i

$.2.2

LAYWT SHELL LOi4CITuN01AL5 FRUI OECKUSING GtlTH

TAPES (OR THi ITOLD LOFT lNFO 800K )

5.2.S

SNIPFITTERS
SHALL REvERsE CRITICAL LINEs P4MTER
FRMIE, RAMP LOCATION, ETC. ) PRIOR TO HDVI:J FRm
TF4E MCK.

5.2.4

M UNITS m:, 2. 3 MCI 4 W4EP1 THE TmK TOP O.B. Is

UITL4JT EETUEEN FLCMR5 NALF UIDT14S SHALL BE CFECKEO
AT EACH FP-ME htio HELO TO +1/2 - 0 TO THE LOFT
SKETCH (AIH TO LOFT DI14EN51DN+1/4).

c. m UNIT ml,
4.3

TO Sf WED

FR. 172% - lWE,

MASTER BTK PORT.

USE THE 4-6

UNITS Si-14LL BE UELDEO TO THE MIXI:IL!H EXTEW oRACTIMBLE

Am IN ALL CASES BLOCK TACKED ON TFE G/ER-H
SICIE pRI.OR TO IIOVINO OR TuINI!:G.
AFT:2 ~ovIMi FOR TWIMG OR FURTHER AS5D4BLY WIIT5 StiLL
ai
-CKEO
FOR LEVEL.

BTK FoR

PANEL AS5EH9LY
MISC. PANELS SHALL BE REW.IAREO ANOcHECKECITO LoFl
hIHENS!fYIS PMOR TO LAYCWT. tlEAT EmES SHALL BE
RE22JT WHEN THEY EXCEED LOFT DIllENSibVS El 1/4 ANO
SmCX EKES 5PIALL BE RECUT kT4ENTHEY EXCEED LOFT
D[mNsIms
BY 1/2.

AS3ERBLV SHOP
.
i.1

6ENEA41 NOTES

L1.l

9-13

i.1.2

UNITS ARE TO ILE ASSEt4BLE0 ON 9JBSTAPCTIAL ANORIGIO

W2CY5. OIAPHRAG.A
AND POST NOCKSARE TO BE C:PA~*D
AHO AODITIO+4AL14E146ERSAOOEDIF NECESSARY TO SGPPORT
P44JORFRAMIliG INTERSECT 1014s. UHERE STEEL HCRSES ARE
USEO THEY SHALL BE POSIT IO!4E0 TO SUPPORT FRXI!YG INTERSECTIONS mo LEVELEO HITH LEVEL PLATES PF.IOR TO
UNIT ASSE14B4Y.

6.1.3

HITH THE UNIT LEVEL ON THE HOCK, THE SURVEYORS SH4LL

REvERSE CRITICAL REFERENCE L1~ES (t, MASTER Bi. ANO
MASTER FA44E) TO THE TOP of TNE UNIT FOR EIECTION.

t.1.4

IN FITCING SHELL ASSOIBLIES THE FORE/AFT p051TION OF

THE FIRsT UEB FROU ThE NEAT E11OSt;OULO BE TAKEN AT
ITs 1410-HEIGHT IN ORDER TO SPLIT ANY ERROR IN HEB
LOUTIOTi BETUEEN A5SEHBLY ANo ERECTION.

6.1.5

WLWlEAD5 SHALL BE HELD TO THE LAYOUT TO +1/8 AND

SMLL BE HELD PLut4B AT INTERSECTIt4iS TO *1/4 IN
THEIR HEIGHT.

rlsP

AssmnLY
6.1

A35m6LY

(cm-r-l

5*

*.3

GEflERAL RUTES (CmT. )

6.1.6

RECORO FON.

6.2.2

ElICL02Ufi5

6.4

IN FITTING SHELL HOLD PLATE GIROEYS AND SHELL

LOtGITUOINALS
IB PLLMB TO ThE TPNK TOP LAYOUT.
THE LOffi INTU3::iALS O.B. OF TI,E 79-6 GIRDE~
UNITS 301, 2, 3 MID 4 AND ALL LO); GIT3DI:AL5
UNITS w,
401 AJYO flZ AXL No*~AL JJD 5hALL BE
LAID mT LIITH GIRTH TIDES PRIGi TO FITTIKG.

1.

ON LONGITUDINALLY
FP.L24EDUNITS CFECK HEIGHT CF
EvERY 2ND LONGITUDINAL
FROII TPE TANK TOF (AFTER
EHO ONLY) TO LOFT OFFSETS LID TfqPORARILY
6MC!
If NECESSARY PRIoR TO SHELL INSTALLAT I OH .

SPECIAL
6.4.1

SHELL A55m6LIES
SHALL BE SET TO LOFT OFFSETS
(PLUS NEAT STOCK) USING A BTK E5TAaiISHE0
BY
TH$ Y3RvEYORS . CARE MUST BE TAKEN TO NL45URE
HALF MIoTN5 FPm A NEAT CUT LIiiE E57AEL 15} ZD
BY OiECKIkG HEIGHTS FRm itiE OECK AS IN SEVE:LY
SHAPED AREAS ERRORS IN HEIGHT CAN RESULT 1N
EWAL ERROR3 lM ~F
WIDTHS AS
mPROXEEMIELY

A.

[3)

PILLARS SHALL BE SET TO NOLD THE BOTTMI TO A

*l/$@ OF Pf3sITION RiLATIVE
TO THE 3-0< BTK
ANO THE NASTER FRAW.
THIS SIMLL BE MONITOREO
WRING UELDIffi AHO HELo sEL3uENc 1~~ s~L
6E
USkD TO CONTROL OFI CORRECT OEV lATIoNS.

(mNT.

(COAK.)

ASSEIIBLIES

[SEE UNIT OIHEN31OW

MD (4))
6.z. 1

6.3.3

A- DECK UHIT5 241, 242 and 141 HAVE A SHEER OF

.3679- PER FOOT AND ,9, AND c of CKUNITSZ31.
232, 131, 221, 222 SNO 121 HAVE A SH5ER OF
.54PZ
PER FOOT.
THEY HILL BE 6UILT ON LCVCL
mcs
MD CARE FNJ5T 8E TAKEN To 5ET ALL EULKH$ADS, SHELL AsSEMBLIES, PILLAFS ANOFOUN~TIC815 TO THE PROPER DECLtq ITy .

S.2 DECWSNELL

SNE~ (CONT. )

IHNERBO17muNIT5

IT[

1.

UNITS

CMPLEX .3-D

UNITS SHALL BE EtiILT M GENEAAL ACtORDAJICE HITM THE GU1OELIVE5 MJTLIhED FCR 51![LAI U}[ITS.
PARTICULAR ATTENT IOH SHOULO BE PA:o TO KCLC::IG MAJOR
STM3CTORE (oECKS, BHO. , SHELL, iIJ
TSMKS. 57? IYGi2S.
~C. ) 70 PROPER HEIGHTS, HALF WIDTHS ANO FORE/AFT
M5ITIOI{
AT WE EREcTIO~{ P@VES :
E3,

6.4.2

A.

Km

OF EHUS. FhIJ/AfT

9.

OECK ANO STRINGER HEIGmS

UNITS 404 NIO 433.

UNIwEE!IHEN510NAL
FOLLOMING UNITS:

RECORD FOmS

4NU IB/OB

0~~ uNI1

Cti AFT ENO OF

SHALL 8E U5E0 ON iHE

(a)

101& 111 }OJIZ.INTERFACE

ANO FUD MO
201

; s
h=

n-i-or.
im hat
frm
+m=.==~

width
~.izhc

6.2.4

6.3

HORIZ.
HO;O&

INTERFAcE
iNTERFACE

AND AFT END

%
& 301
mz
404
433

.%;?
ltiTERFACE ANO FuO [NO 301
FMU AIIO AFT ENO
AFT EIIO
60TTU4 ANO ET ENO

[b)

-~t~=

~
uIOTH3 (INCLUDING
NEAT STOCK) SHALL BE HELO TO
tlf4uITH M4 ADOITIONAL O TO +1/4 AOOEDFOR ShHINKME WFENOIffi UPON THE S4APE ANO EXPERIENCE.
$.2.3

Z02 6212
go t 322

WIG TANK ASSEMBLIES SHALL BE sET 15 THE LO!!ZITUOIM4L

WJLM4EA0 IN LIEu OF THE SHELL PLATIKG DUE 70 THE POSSIBLE ERRORS CUTL INEO ABOVE . THE LOUER EffiE OF THE
END. SHALL BE HELO TO *1/4.

(d

(d)

ERECTIOH
7.1

THE I!ASTER REFERENCES ESTABLISHED IN THE SHOP SHALL BE W.CO

FOR REWLA71NZ UNITS Ok THE GAYS.
[F MASTER LINES ARL NOT
AvAILABLE, TMY WO+JLOUE ESTkBL15hED FRO+! OECK FRAII!NG,
HEIGHTS OF oECKS ANO FLATS ANO FoREfAJT po$lT1oN oF Iti
NA30R WEB FRCt! THE NEAT ENO.
(THE SHELL HALF tl:DTH 5t10ULD
NOT BE USEO AS THIS INCLLIOE5 THE CRROR RE5uLT1M FRD! PLATE
ECZRNXNti, YELOING MO TRIPLING. )

7.2

THE 5URVEYORS SMALL ESTABLISII THE MASTER ds OR 3-0. BTK CH

EACH OECK AS FtT71ffi ANO UELDING PRffiRE 5sEs TO HOLO IT.

?.3

U181?G THE tNITIAL

ERECTION ANO UELOING OF THE I NtiERBO~~
THE KEEL cONOtTION ANOTPE TANK TOP AT 21-6 dNU 39-~
oFF SHALL BE CNECKED MO PLOTTEU B:lilEKLY.

7.4

THE CONOITICM G4 THE RAMP RECESS IN C- Afio o DECK SHUL

BE MW41TORE0 UJRING ERCCTIOH LANO HELD TO A MEAN PLPuE :114.

7.5

THE OECK OR TANK TOP CONOIT IONS E5LOU CARGO 000RS SHALL Bf
KONITOREO DURING ERECTION.
UNITS CONTAIHING CARGO DOORS
MULL BE REGULATEO [N ACCORCAMCE MI iH REFZRE:ICE (3).

7.-

CARE HJST BE TAKEN TO HOLO OECK TO DECX HFYGH7S 1:4 EREtTl~

UNITS 111,411,422. 432ANO442 IN ORDER TO INsuRE AL IGf NENT UITH lllLTf-LFVEL
UMITS FUO OR WT.

SLOPING LOftGITOUINAL
EULklEADS AfiO RBMPS WALL !C SH
TO THE LOFT 1I,FOA!4ATIONQOQK-( PLUS fiEAO :TOCfJ
THE ENOS OF RPMPS SHALL BE FITTEO TO +1/4 AGO $.!FT
LNWELOEOFRMI THE EPECTION @JTT FOR 6 -C OR TPE WAR.
EST UEB FRN4E, kliICHEVER 15 LESS.

INNER60TFm uNITS
6.3.1

$.3.2

6.3.3

P/S INNEmO~M
A55EH6LIES7 FR. 734 TO 2024. SHALL BE
LEWLEO U51Wt
AND TNE 0.6. GIROER.
UNITS FUO HIO
AFT OF THIS (LNIITS 347.401 and 101) SHALL Ei LEVELEO
USIffi T~ T.T. 0.0.
On UNITS 331, 2, 3, 4 MO 5 THE P/S A5sENBLIE5 ANO &
64X GIROER 54ULL BE SCRIBED IN USIM THE 3-0 B?K
63T#6LIsHE0
IN THE PM4EL SHOP.
(SEE 5EcTIOI t. 2 FOR
AEUASTTIENC TO Am 1/4 liEAT STOCK. )
! IF ~fi: P/5
UNITS ARE mT K4RR!E0 IN THE A. B. LEAVE ihE STOCK ON
THE PORT SEIN TO BE CUT ON THE MTS. )
.
E.ld Pl!mb .

Hold co

2.

3.

4.

Ib

5.

914
! ,/:
...

,,

APPENDIX:

~SP 909-002
ACCEPTANCE CRITERIA
Module

9.2.2

INGALLS SHIPBUILDING
MANUFACTURING STANDARD
PROCESS NO. 909-002

Integration

no SI+ELI
iOP LAygFT,
6- GIRDER
TLIDI .;~~~
::D ShALL BE
FETTIM,
K HEIGHT OF
K TOP (AFiER
RARILV R~CF

DESCRIPTION

ITEM

ACCEPTABLE TOLERANCES

ArtOr{.
1.
NEAAL ACCORD.
!ILA2 Y-4:75,
cLCIXG MAJDK
5, Snuliciiq
FORLIWT
oKM

UN~

TENOOF

ZUSED

DEVIATIONS
FROM THE MOLDED FORM,
FOR THE COMPLETED HULL (AFTER
WELDING MODULES TOGETHER)
NOTE
THE FOLLOWING TOLERANCES ARE
FROM NAVSHIPS 0900-000-1000
AND
ARE ONLY TO BE USED FOR FINAL BUY
OFF OF THE COMPLETED HULL: -

OH THE

(a)

~FAM

OF

HIJLL

+ 1

O-1OOO-O

BEAM OF HULL OVER 100-0

301

(b)

LENGTH PER 100-0

(c)

HALF BREADTH 0-50-0

HALF BREADTH OVER 50-0

(d)

TWEEN DECK HEIGHTS

MAX, ACCUMULATED DEVIATION;
FOR DK. HEIGHTS FROM BASELINE
TO 50-0
FOR DK. HEIGHTS ABOVE 50-0

5H4LL SE USED
lNIs ARE NoT
K FWING,
3N OF ISi
,::ISTH 5do~D
w FROl PLATE
3.0. er~
HOLD IT.

IRS SHALL BE
RGO000Rs
: (3).

2.

3.

1/2

1,

1/2

1-

1 1/2,

1/2

-l

THE DISTANCE BETWEEN THE END

FRAMES, BULKHEADS OR FLOORS OF
ANY TWO ADJACENT MODULES

1/2

ALIGNMENT OF MATING ENDS OF

STIFFENERS,
LONGITUDINAL
AND
GIRDERS

THICKNESS

THINNER

OF THE

MEMBER

ERECTING

ALIGN-

J+.

5.

ALIGNMENT OF DISCONTINUOUS
MEMBERS ON OPPOSITE SIDES OF A
THROUGH MEMBER.

1/2 THICKNESS OF THE

FOR
THROIIGH MEMBER.
STRUCTURAL SHAPES BOTH
FLANGE AND WEB ARE TO
FALL IN THIS LIMIT.

PLATING

SEE APPENDIX

FAIRNESS

g-15

-1

+ 3/8

ECK SH&L
;N PLANE :1/4-.

,SUEE

2,

lNt{ER30vw
+ND 39,.6,

, Ii

Module

Assembly

(Assembly

to

Assembly

Interface)

J
ACCEPTABLE TOLERANCE

DESCRIPTION

ITEM

1.

MODULE LENGTH

+1 in ]00-0
FEE APPENDIX B

2.

MODULE HALF BREADTHS

+1/4

3.

BULKHEADS BETWEEN DECKS, TOP

TO BOTTOM OFFSET FROM VERTICAL

1/4

4.

PLATE EDGE ALIGNMENT

PLATE THICKNESS O to
PLATE THICKNESS

+1/16
+]/8

3/8

OVER 3/8

SEE APPENDIX

FAIRNESS

5.

PLATING

6.

ALIGNMENT

OF MATING ENDS OF
STIFFENERS,
LONGITUDINAL,
FLOORS, ETC.

1/2 THICKNESS OF THE

THINNER MEMBER

7.

ALIGNMENT OF DISCONTINUOUS
MEMBERS ON OPPOSITE SIDES OF A
THROUGH MEMBER

112 THICKNESS OF THE

THROUGH MEMBER.
FOR
STRUCTURAL SHAPES BOTH
FLANGE AND WEB TO FALL
IN THIS LIMIT

i .,

9x16

.,
.

.,,.

. ,,.
...

Structural

Assemblies

DESCRIPTION

ITEM

ACCEPTABLE TOLERANCE

NCE

1.

OVERALL LENGTH AND WIDTH

2.

HEIGHT-INNER
BOTTOM
OVERALL HEIGHT - ELSEWHERE
(INCLUDES
INN. 6TM.

3.

4.

5.

~l/zll
in
50-0
USE
~PPENDIX
B FOR LENGTHS
AND WIDTHS ABOVE 50-0

+1/4
Y1/211

PLATE EDGE ALIGNMENT

PLATE THICKNESS O tO 3/8
PLATE THICKNESS OVER 3/8

+1/16
=1/8
1/2

ALIGNMENT OF MATING ENDS OF

STIFFENERS,
LONGITUDINAL,
FLOORS, ETC.

THICKNESS

THINNER

BULKHEADS BETWEEN DECKS, TOP

TO BOTTOM OFFSET FROM VERTICAL

1/4

6.

PLATING

SEE APPENDIX

7.

BOWS IN PRIMARY STRUCTURE

(FRAMES, BEAMS & STIFFENERS)
WHERE SPAN IS DISTANCE BETWEEN
THE SUPPORTS G DEPTH IS DEPTH
OF MEMBER FROM UNDERSIDE OF
FLANGE

FAIRNESS

OF THE

MEMBER

spAN
(FEET)
X 4
DEPTH (INCHES)

9-17

APPEND I X A

4
:&

=
ul

L
al
c
2
b
.s
+
o
m

:g

i+-d -1- ,z_.

I

4Z

49
Is
SC
34 ~z _:

1;!*

!/1.
.
/1

~y

i ,0/
.

,.,
I,, 8
,,
(!

-/:
1-

~;:;;

:..... .
1.?<
.
+
...
39
JI ~j
_
26 -i
--~:----
-, *Q .-:.I ,
,,,
j
, :-- ----.-
1-{
24 .-
-.4-----

C
.-

*2

to

2
18

,..

._,_

----

I ,..7

~i
-L=-

Yi

._..

> ...

-.
_

::.:

I ,.-

Plate

.7 T-

-...
1

/2%

Thickness

PERMISSIBLE

l!

. FIE
-- .r2-O_
I

3A %

. ..__ ... ____

. ...
-,,--1.

!m 12-9

-..

l-

(Inches)

UNFAIRNESS

IN

STEEL

WELDED

STRUCTURES

NOTES :
1)

2)

The tolerances
specified
above are
plus
or
Figures
12-7 and 12-9 apply
as follows:
shell
b)
uppermost
strength
a) entire
miclstlip$
3/5 length
~tructure
~lithin

continous

decks

superstructure

3) For otherstructural
12-8 may be
h)

For

5)

FIGS.

internal

below
BHDS.

the

BHDS and

increased

by

thickness

greater

uppermst

decks

the

then

11

minus

dimensions

deck

from

c)longitudinal

including
strength

unfairness

inner
deck.d)

as sh~n

line.

fair

stren9th

bottom tank
bulwarks

by FIG.

t~P

and

126

Interior

1/8.
use

the

tolerances

for

lmaterial.

12-6 and 12-8 apply as follows:

ends forming
living
a) structural
to

such

weather

spaces
d)

tank

b)

space boundary
and passageways
contiguous
spaces
c)
decks exposed
to the
in waY of living
plate
Iongitudinals.
main transverse
BHDS e) inner bottom

decks

and

9-18
,.

APPENDIX

MSP 909L002

111

k,
3/4 .

x
I
I

~
1?2

I___

1
I
I

I
I

I
4

~~-;7(

3/0

fi

I
I
1
I

I.-.-.-

--

I
,.,_-----

Length in #e-t,

PERMISSIBLE

DIMENSIONAL

TOLERANCE

(Plus

or

Minus)

I..~

APPENDIX

9.2.3:

WELDING

NOTES

Maximum

gap

size

increased

SPECIAL TOLERANCES
A DRILLING
RIG

fillet
. ..-

for

- weld

by an amount

IN USE AT LIVINGSTON

Gaps

= 3/1~.
equal

to

the

>

size

1/16
of

bars shall
welding.

be

removed

and

welded

size

Al--=------)
I
i-..

&st@.

5T&B.

~nJ.

G.Lti-WS.

all

welds

of

,-

,1

;.=s/>

weld

-i

- ,+

the

have

v8

bars

root

&

fillet

shall

and

shall

gouged

be

large

weld

be welded

to

sound

continuous

enough

for

with

metal

except
fusion

.J

--

the

gap.

backing

the

and

shall
be seal
All
faying
surfaces
Seal welds
shall
be a minimum
as noted.
to the plates
joined
without
cracking.

shall

FOR

shown on the drawings

or speciequal
in
They shall
be of steel

Permanent
backing
bars shall
be used only where
fically
approved
by the Owners
representative.
Splices
in
arade
to the material
being
welded.
~ull
penetration
welds.
Temporary
backing
before
finishing

SHIPBUILDING

J
I
1
I

o.
!!

I
\:..
--i

.
..

,!.,
..

9-21

>.

.=3
[

,. I

..
.

.,

*I

..::
,-,.
,,

-.

APPENDIX

9.2.4

NEWPORT NEWS S6 & DD

DIMENSIONAL TOLERANCES
FOR LNG TANKERS

* i !

7< .. ~-- --.,

MIRTRUWK>
, ./

iUNFAT4flF
.akK&
up...___....

IJ ___-+

~\

..

*[/&

t.,

Ww

.._._-. .!?b--..-..-:;

fw-..?

71

w
- .-?L-

$_
*
.
47
/
m-
1 - -_-l
.{-i .
f k
I
II

,.-*lp

Ip

&J~

*1
. / .z.-.-

~~

B6W

TRANSV ~SECTION

~~w_-

iik

I
.+
- ------- -

1
IIIORUiNTAL

. .-.-.-
DA71JFIPINE

.. -. -T- -.~
..-

_.;
----------_
......-,.-------_ T.----.-.

.-------~_
I

~:\
COFF llllD

:i
;
Ii

\
-

>----

1;

I/&::A

------

1
-

v--

~
IL
___ I\_!
,

----

]1
~ORl~NT~~
.
..,._....-
mTIM PM=

.~+1! &w
__. ;! .. .. ...____

ii1: .
.,
~~- ,,,_-_T_

.1
w

1.

fl/2

g~o
.1. __+_______________

___

__-,-_

~-

.r -

.+
i

.- ._:..

,-.: .._.

LONGI. SECT I W
9-23

~[/z

Ii-i
gw
Ii ... . ~..-.

?:

!1

... ..

.-.

5W

---+.-

+/
- P

;I

----

-co!

!! ---

T
=.

,.

--

.;

9.2.5
SEATRAIN SHIPBUILDING
STRUCTURAL TOLERANCES

APPENDIX:

QUALITY

CONTRL~L INSTRUCTTUIJ--- FAIRNESS

(A) is ko be used

lppcndix

Areas

in wclcled structure.

1)

IZntirc

2)

Uppermost

3)

Bulwarks

4)

Tank

5)

For

and
main

other

Departure

from

of curved

plating

by

the

with-

as follows:

1/8

shall
with

method

acceptability

bulkheads

bulkheads

bulkheads

by Appendix

on curved

noted

superstructure

transverse

structure

a plane

(A) by measuring

mining

are

fairness

deck

exterior

and decks,

the

(.A) as applicable,

unfairness
may

be in-

inch.

13ETHOD OF

rhe above

of applicability

strength

anti

creased

batten

acceptable

Shell

as permitted

curved

to determine

INSPECTION

surface
not

on

- FAIRNESS

flat

be greater

a straight

plating
than

batten

on

CHECK

or geometric

specified

form

in Appendix

straight plating

and

plating.

is to be used
of

if aid

is necessary

in deter-

-,.
>,

tructure,.,,,
;..
i ..
.,
!,

.,
.

.,

..

.:

.!:
;..,
~,:
9-24

?
..;,
.,
,,
,.
:.:
.!+l,

APP.

DIM!ZNSIOIIAL

TOLERANCES

TOLERANCE

STIFFBJER SPACING
() TO 16

TK
o TO 3/8

E!ATL

17
21
37
4g

To
TO
Tn
TO

Over
7,/16 TO 5/8

0 To
17

To

20
36
48

3/8
7/16
5/8
3/4
~ ,1

72
,~11

1%
5/16
3/8
9/16
11/16
7/8
~,,

16
22

23 To 26
27 TO 36
37
49

To
TO

over

9.2.5

48

72
7211

1~11
&

Il\16; TO

()

TO

25
33

TO

24
32

TO

42

43

TO

48
72

49 TO
Over
1

1/16

To

1%

3/8
+
11/16
13/16
~,,

72

To

36

37
47
61

TO
TO
TO

46
60
72

Over

It

318
7\16
],II
;\8

72

9-25

APPENDIX:

SU!I SHIPBUILDING

SHIPBUILDING
(HULL

9.2.6

AND DRYDOCK COMPANY

PRODUCTION STANDARD
DIVISION)

1976

9-26

ection

sub-section

I tern..

1. Grade
repair
Grade
is to

Grade of Pit

Area ratio

(percentage)

Grade

-.
;

10

,$ ~

Up

~r

r
Z.

91
u.
,L

E
UY

&.

.n

. bz

.w .
tir

z
u
n
:.

-::Note:
on
the

L
3

indicates

the

area

steel

surface

1.

flaklnq

ratio

(percentage)

Grade

,-2
U

~.

a
m

2
m

2.

B
.*

c
devLI

pit

denoted

is

of

on

grade

is

fOr

where
Practical

use.

plate
of pitted

no case

to

horizontal

areas

unsatisfactory

d ~

d &O.2+.

the

pitted

Area of
plt
To~a~ area of a plate

area =
flaw

be

grindlw

I/8]

. . . .

considered

.grfnding
welding.

so

followed

slight

that

B
is
C

contains
to

be

contains

requires

medium

repaired

of

surface

cn
some

Boundary
lines
of
or C respec~ively.

degree
If

by

any

repair

flaking

nece5sary.

extreme

degree

of

surface

flaking

repair.
grade

are

included

in

3, Repair method of surface flaw

=d
ocpth of defects
.
t
Plate tnicknes5
d-Lfl.cTt...,
removed by grinding
[but in no case d~ li8]
followed
0.07t&
d+ 0.2t.
, grinding

IJT

2
.M~
~ql
~~

-1

and

In

unnecessary.

Grade

in

Grade

Included

O.olt . . . . . . : . . rmved

and

~Yti-r

are

percentage

appearance

(but
0.07%5

-c

h. Repair methodof
surface
Depth of defects
= d
Plate of thickness
= t

is
Area

of

~crcentage

quallty,

grade

the

For skin

graph and not

of

of

ratio

means

surface

Grade

area

This

repair.

l~nes
respectively.

axis,

~r

3. The
B

m
Ew
.0

some

Boundary
A

Inches

Remarks
;.A Is to be considered so slight
that any
is unnecessary.
B contains a medium degree of pittfng
and
if necessary.
be repaired
c contains
an extreme
degree
Of
Pitti~9
and

requires

L
v
c~~

IJnlt:

MATERIAL

Dlvlslon

grade

by weldlng.

-.

.,.

.... . . . ...

.. .

.- __

...

in case where defect

over 20% of thlcknessl
over I inch of depth
6 inches of length.

Inches

wemarks

}n the case where cavity cracks and other injurious

r~mving
the defects,
It Is t?
defects are found, after
be checked by magnetic inspection,
or ultrasonic
~nspectlonj
and to be repal.red by approved weldlng proced~re.

Item

;ubsection
m
c
$$
ula$Ua
Uc$
n.-ul

unit:

MATERIAL

Dlvislon
Is

r
and

a)

.H

Ez3

b)

IimIted,

the range of lamination

is as shown
can be gouged out and built-~p
by welding
in (a) .
the

case

where

In the

case

where

but

is

near

the

the

built-up

in
it

It

Is

where

The

standard

range
minimum

and
large

Other

degree

lamination

1.

of

Is

tha
is

plate,

fairly

plats

make

to

,.

be

in

severe

6011
34,8
.-..
~~,,

cases
and

the

exchanged:

. . . . I
.

In
ex~enslve.

.
.

exchanged
very

to

under

members

be

preferable

exchange

~amination
of

llmIted,

Is

(b).

constraint

structural

must

is

in

deck

constraint

p]ate

it

breadth

not under large

The whole

~amination

shown

locally
of

strength

--

of

surface,
as

to

the

range

plate

welding

recmended

case

shell

the

wide

where
in

the
Its

extent.

direction
of rolllng
for
be the salne as the original.

The

of

the replacement plate must

Butts are to be 6* clear

framing.

,:,

,,,
,.,,

,L

,.,, -;,..,
...
.,,.,

.,.,

.,,

,.

.,

.... . . .. .. ... . ..... .

,,

,.,.

,-, -

- .,...-

a
L

o
v

sJOCjl@l.1

9-29

II?J~u=$5

GAS

f)iv~sion
Section

1)

Upper

2)

strake.
Strength

edge

of

of

Tolerance

limits

free

of

5hell

Inches

Remarks

900 and
Machine
cut
grind
edge smooth to
eliminate
notches.

between

and

open;ng

range

sheer

deck

(3/S)L~

x
o
s
s

standard

I tern

su~sectlon

Unit:

CUTTING

edge

1/16

plate.

3) Main longitudinal
strength member,

al
mm
u
a
f
L

.
Longitudinal
strength

and ~ransverse

members

1/16

Grind and weld notchos

if present.

Shell

Butt
u)

-00
*Z
-0
Sh

deck

Weld

.S upper
(315)L!l

Straightness
of plate
edge

Automatic

weld

welding

Manual welding)
Semi-automatic
welding)

1/8 max.

~ }/32

3/16

1/8

..Oepth
of Groove

Grind and weld

notches if present.
(notch in edge
preparation)

1/16

Others

Fillet
,-s
c
U
.-E
a

p!ate
between

2 1/16
r)=

k 1/8

?{0 root opening

allowed.
1/16

GAS

Dlvlslon

Urilt:

CUTTING

tandard

Item

ubsectlon

Angle
of

Taper

range

rolerance

~ength

600

General

members

compared

with

correct

1/8

1/8

sizes

of
EspecTa~~y

Member

of

floor

double

for
and

bottom

correc~

sizes.

Oreadt~

of

compared

the

of

compared

face
with

depth

girder

wltb

bar,
correct

size.

of taper

Angle of taper not to

be !ess than 600 in
any case . (Sea ABS
requirement,
Rules fol
Building & Classln
Steel Vessels,
197 2 ,
Section 30.3.1,
and
letter
of b August,
1975, by B.Alia,
Prln
ctpa! surveyor of
A.B.S.

Size

Remarks

Ilmlts

L=3a

Inches

- 1/8 to
+ 3/16

GAS

O!vislon
Sect Ion

I tam

Subsection

Unit:

CUTTING

Standard

range

Edge
Preparation

Tolerance

Iirnlts

Bevel Angle

w!ding

5/8~

I 5*
]00

.-s
ul

Manual welding

300

Fab

20

weldlng

consumable
(Eiectrlc

1
,.~,

~,..,..

. . . . ~:=,
.

. ..

L--

.,

. ... ,-,

,.n.~..

---

: -; .:.

(one-sided

bevel

See Sun standard

Dwg.
.. .-.
...

...

,.,

~ > i ]/411

welding)

.a

-___
22**

welding

.;

:
-~ :

!,

3/4!

tiozzle

MO bevel

Slag)

J,,

t 4 ! 1/4
t > ~ !/41i

.
Sami-automatic

Remarks
Plate thickness
range
O L t ~ 5/811

NO bevel
Automatic

Inches

3/4 to 7/8
No bevel

(ss-7041
-

root

...

:.

,..!4
.

compared

l-=

of

F I ange

correct

f-

compared

11

Angle
Flange

between
&

Web

m
.-c
-0

2
0

range

tandard

subsection
8readth

..p

..

FABRICATION

D1vlston
Section

. ..-. . -z.

Curvature or
straightness
the plane of
the flange

with

Per

400

Ilmlt

1/4

Mill

allowance

Mill

allowance

with

template

411

In

Standard mll
allowance

length

CL
CA

I riches

tlemarks

size

compared

inches

1/8

IInit:

Tolerance

with

correct

~
. :-L

size

L
Curvature
or
straightness
in the plane
of the web

...
.,..
.... .. ..Standard nslll
allowance

Per 400 Inches

In length

w
Breadth
of flange

Angle
f[ange

between
and web

compared with
correct slzo

r
h

I.---IL
=IT

compared with
template per 4
inch

breadth

~ I /8

Same as for
longitudinal

of

flange

,,

. ..

~.,-

m
a
-.

-1

+1

+1

+1

0
.s
+1

+1

-.

al

(adtws

xmq JO weld)

.-..
:..,
~..,*

+1

+1

m
-.
+1

9-35

Sect I m

Item

Subsection
Cylindrical
Structures

(mas~~c~t,

Curved
plata
{
m
z

w
m

Unit:

FABRICATIOH

Dtvision
_..

-_..

Dlaneters

standard

range

Tolerance

shell

In

But ~

(for

5/32

(max. )

regard
to check
(for
longltud[nal)

Ilne

transverse)

Gap batween

shell

and section

template

1/4

But ~

on

diameter

1/4

(max. )

2 1/2

plate

Depends

I50

Remarks

llmlt

~D

-%0

inches

1/4

1/4

(max.)

per

301-0

Open to
only

length

template

Hot permitted,
must either
flt set
or open at sides to
1/4 Inch max.

;(man.)

,tandard

;ect

Ion

Unit:

SUB-ASSEMBLY

Divlslon

range

Olerance

limits

Inches

Remarks

;ubsectlon
~

Depends on sIZe
401 x 60 typical)
cut when too 10IWJ.

)/4fJ

when too

Cut

Length

of

Squareness

of

Measured
dlfferenca
of diagonal
length
at final
marking
lines

sub-assembly
.

s!

Measured

Distortion

of sub assembly

Of

L
-4

web

girder.
iength.
_

z
w

Devlatlon
members

long

sub assembly

of
from

intarior
skin platlng.

fao

on the
beam

or

Depends

on

Excludlrtg the case

#hen Interior
membars
are connected
by ovw
lapped joint.

q+l
Frame

Skin

ccuracv

-.===

plate

of

this

dimension
Breadth

Length

of sub assembly

of

sub as~,embly

~ 5/16

=4
Measured

along

cut

too

when

the

long

B
ii

a
c
m
n
-c
u
m

z
%
m
f
m

m
s
u

Uolsuaul!a

Jo

A3eJn33w

9-38
,.

Division
Section

ACCURACY

OF HULL

Unit:

FORM

ubsection

Standard
. range

I tern

..

Tolerance

limit

Remarks

Applied
Length between

330

per

ft.

feet

Length

measurement

the
the
be

B readtti

curve

Molded

1/2

~1}/2

Flatness

where

connected

of

the

substituted

for

of

to

stern

may

the

perpendicular

Shaft

in
the

the

length.

length.

(Stock

al

lowedon

shaft

flanges.)

Applied to ships.of
49 ft,
breadth and above.
Measured on the main or
weather deck.

depth

amidships
.

of the

point

Molded breadth
amidships

Depth

is

measurement

w
m

the

keel

fore

.
Length between aft
perpendicular
and fwd
bulkhead of engine
room

and above,

For the convenience

330

per

to ships of 330 ft.

len~th

~ Ill

perpendiculars

,
L

Inches

.-. .. ... . -.-_

1/2

Applied to ships of 33 ft.

depth andabove.

-_.._

Deformation for
whole length

the

IJpS

l-to

+ 3/4

(-)

against
keel

of

and

downs

(~)

the

check

line

sighting.

per

of

6001

length.

Kee I
Deformation

for

distance

between

adjacent

bhds.

.-.-

the
two

3/8

-----L.

Sighting
by the transit,
level.
laser beam, or water

---

aIoH

IDA!U

9-40

,.#

!:

,-,
:
.1

,,
::
i

1
~:
.,

I
9
u
c
m

m
v

c
0

H
u
u
a

I1

..._

9-41

..
Dtvision

UnJt:

RIVETING
;ubsect

Point

ion

I tem

Tolerance

limits

Inches
%emarks

Deformat Ion
J,=D, A D,
Overlap
dD=D- D
Point
height -H
Edge
height =h

f
Div~slon

Sect Ion

Skin plate

Undercut
(butt

-0
m
2
%
o
u
n
2
m

Unit:

WELDi NG

I tern

Subsection

weld)

plate

Tolerance
and face

(3/5)L

between

65
*t+

Undercut
(fillet
weld)

r-Leg
Length

Compared with
ones (L, t)

Iimlts

d A 1/32 no repair necessary.

d A1/16
repair where found
in continuous lengths greater
than 4.
d ~ !/16 repair where found

l/32~

d ~ 1/16
for t greater
than or
equal to l/2~1,
d= 1/32 for t less than 1/2.

cor~ect

by
To be repaired
using small eldctrode.

Repair when defect

exceeds tolerance
limits.
No a}lowance,

leg length
length
throat

L:
c:

Irtches

Remarks

size

and

under,

gauge to

repair

In

jf

continuous

length.

Angular
distortion

weld[ng
joint

of

Sicin

plats

(3/5)

between

L@

span
or

In cases where It

of frame
beam

over tolerance
limitst
It IS to be repaired
by Ilne
heating
or to

w 4 1/4

be re-welded after
cutting

&u

Oc

,-E?,
Uol
~c
0 .Um
ul.=s

Fore at?d aft

shell
platlng
and transverse
strength menber.
Others

w $

5/16

$/A

5/16

.S refitting.

is

-r

u
9

9-44

Ill
m

c
WI

L.-1

I
..

1
I

9-45

.r_
ALIGNMENT

section

1 tern

Subsection

permissible
distortion
of
beams, frames
girders and
stiffeners

ANO

Tolerance

Deviation
from the straight
to the
ine in reference
ength between 2 points
of
,upport.

5116

For length
i riches,

/4

For

For

/2

Ill
.

-.-.

...
with

profiles

of

Flange

Iri

~lne

up

b
i..
~.:
--:

.. . . . . . . .
. . .. . .

Max.
deviation

& = 2011
~ - 40!1

d~

of

up

to

hs over

Ieng

125

intermediate

be

values

Interpolated,

III

a < 5116, but with a

maximum of .04b

error

Iongitudlnals

lengths

Inches.

d & 3/8.
d& 3/411

& w 84*

of up to 3~

125 inches.

warping

Inches

Remarks

limit

.-..

parinisslble

Unit:

FINISHING

fbsflt

.04b.

~f

exceeds

must

Unit:

ALIGNMENT AND FIN!SHING

Dlv[slon

t,w
lIgnment

Illet

;tandard

I tern

ubsectlon

Sirength

of

member

range

~olerance

llmit

a~tl

Remarks
t4aximum offset

to be
1/2 of t,, but In no
case more than the
fillet
weld size.

joint

Inches

~..

a=dlfference
t-thickness
t~ & tz

Other

Differences
between the
beam & frame

Beam -~1

Maximum offset

a:

dlfferenct

1/2

f ?

I.app

1) 1/84
aS3/16
Increase weld log
rule
log
length,

weld

ail

--R

+s

2)
Strength

Refi t

Other

max.

(thinner
plate)
--..-

a>.2tort>l/8

a 4 .2t

t=thiclmess

..-, ..

3/]6 refit

member

~=

a>

..

a=difference

beam

Frame

of

or

thickness

; lBeamknee

A
u

Alignment
butt jolni

web

]/8

Refit

ALIGNMENT
soctlon

standard

subsection

Gap before

Fll let

we d

range

AND

Unit:

FINISHING

Tolerance

!lm[t

Inches

Remarks

tz

welding
t

la

(fillet
we! d)

?==

tz

Welcflng with bevel

preparation
to make bevel
edge of web to 30-45,
attach
a backing
strip
and
remove after
weldlng,
then
weld the opposite
side.
Weld
size
to increase
by (a~~.
Use

when

opening

exceeds

IITII p!ece
1/4.
I/8 beyond weld,

m
c

than

t2

but

not

to

extend

not

more

than

Partial
renew.
Use when t (thickness

of

2t2,

t25tk2t2

tt5mtz
.

liner]

exceeds

(tZ).

Build
up with weld to
reduce separation
gap.

} ,., .,,.

,.,

.. _

less

Dlvlslon

ALIGNMENT

Subsection
Gap

:anctard

I tam

Butt

weld

AND

(manual

before

Gap

welding)

a:

range

Tolerance

opening

a<t,

Gap

weldlng

I riches

Unit:

FINISHING

Remarks

llmlt

1) After weidlng with

backing strip,
remove It and finish
weld after
back
Chlpplng.
2)1/4~a4tl

a
Standard

gap

Add weld to edge

to

produce

gal

3) a <!/8

opening.

Trim edge and rebevel

to a=3/16

4)
Butt

weld

3/16,

of

a-31J6

Gap

required

a>

t,

Partial
plate
renew.

(automatic
welding)

before
weldlng

a:

mlnlmum separation
between plates

!)

Both sides
arc weldlng

2)

FIUX core welding

with manual or C02
welding

gap
In the case where
burnthrough
may occur
use a sealing
bead.

submerged

O&a*l/8

weldina

sided
submerged arc
welding
with
flux
coppe
backing
or flux
backing

before
welding

4)
.
:z:i!::~~i~darc

manual

In the case where

burntb~ough may occur
use a sealing
bead.

3) One
Gap

a 1s
In case where
over 3/16,
see

05akl/4

same as above,

Division

Sect ion

.IGNMEMT

Subsect

I tern

ion

AND

Tolctrance

Unit:

FINISHING
..

1)
X-bevel

Inches

Remarlw

Ilmits

~7,~km

a k 3/16

~ui, d,up with

weld, max. l/2t
on each plate.
~nspecA,B.S.

3/16<aSt+3/16

tor

Edge

to

be

notified.
Reparation
2)

~q-

Renew plata
scctlon.

a>t+3/16

A
o

~+ 3/]6

K-bevel

) Zdizz2
3/16<a:t

+3/16

Build upwlth
weld max. l/2t
on each plate.
A.B.S.
inspector to be
notified.
Renew plate
sect ion

a>t+3/16

.
m
c

ill
n
in

T
u

WI
m

+
u

f+

m
M
L-J

---

al

Jim
w

9-51

VI

Lo
Iu

.L
lm
:Ul

-9

.U
:a
>C

:-

.
.

L.

;-

-Wu

ma.gc-oul
-u --4)%
ul -CDJJZ
-Uul

WI

9-52

Dlvlslon

Sect Ion

ALIGNMENT

Subsection
Lifting
pad
pieces to be
removed

I tea-n

Tolerance

In tank

In engine

U
al
.n
-0
m
a
m
c
.Z
.A

AND

FINISHING

Unit:

Ilmlt

Remarks

Not to be removed
except for lnterference.

room

Renwve notches due

to manual burning.

Remove for
lnterference
only.
~Cut

In

hold

Remove
only.

Exposed parts
of
upper deck,
etc.

o ~ 1

1/4

IQ

Skin plate,
the shell,

Inches

shell,

eny area
deck, etc.

&

decks

To be removad,
flushed
and ground,

In

CountersInk
weld,
then
back

frmn

hole
flnlsh

here

But
for
off.

parts
especially
important
strength
to be rounded

and
with

weld.

$
Z*
c:

D:

diameter
of

hole

%>
08
Uc
co
@L
EL
;tl

2
+

l/44f.l&lo*

Skin

plate,
any area
shell,
deck,

In the

etc,

.splgot patches
install
per approved
method.

See Sun Sketch

1976.

59-112

revised

Unit:

ALIGNMENT

Dlvislon
;ect Ion

Subsection
SerratlOn,
scallops
slots

and

td$ll

El> lo!

AND

Inches

FINISHING
Tolerance

Use of

~erna

limits

plate

insert.

rlcs

openings over,
lth
any
O Inches Install
insert,
quare with cutbacks 3
riches beyond butt.
eveled 30~ to s!~h~
elded and back gouge
Ith final weld.
pooned out area to
xtend 3 inches beyond
:utbacks, from fu~~
.hickness at cutback to
011 at end,

,
m

CL
*

,.
Insert

-.,
L

*
section

.-

A-A

nlvlslon
-----

Section

thit:

DEFORMATION

I tern

!iubsectlon

standard

range

~Tolerance

Lim[ts

Inches

Remarks
------ . .. ..

Shel

Parallel

plate

Ooub]e
tank

part
part

Fore

aft

and

30 panels
7yp1cal
or between framiss.

side
bottom
part

bottom
top

plate

Bulkhead

Strength
Deck
LD

A
m,

Parallel

Longitudinal
bulkhead
Transverse bulkhead
Swash bulkhead

I/4
l/4
l/4

Parallel

I/8

art

(between

3/8

211.@-

3{8
3/8
3/8

25.$

thickness
Tank top
B~!,

I/4
I

ALCovered part

1/8
1iJa

I/4
5/16

Second
Deck

Bare part
Covered part

I/8
l/4

I/4
3/8

Forecastle
deck
Poop deck

Bare part
Covered part

I/8
I !4

1/4
3/8

Super structure
deck

Bare part
Covered part

I/8
}/4

Outs{de Wall
Inside Wall
Covered part

I/8
l/4
I/4

I/4
318

Cross deck

House Wall

Platlna

3/16
5/!6
31~

she

Bulkhead
n quarters

. .
o

w
.%*
L

mm
Lu
OL
;

-m

ssauJ!e4un

I
1

Unit:

DEFORMTIOM

Dlvlston

:ct Ion

standard

ubsectiOn
istortlon
ripping

Distortion

of

part

brkt.

at
of

free

t~~

J/4

Ind smal I
,tiffener
With
teb

plate

CA
---J

Ramarks

Ftanqe

edge

Inc*s

%F

Swu
uL.L

;3

9W0

mud

LL

-L-----

g
o
IL

99

cc
.-LL

ma

3;
;j

!!

Uti

U2

Lc
9-

Cz
Cu

.-

-4--

E
III

>
n

Section

iveted
t

ubsection

Painting
or welded L
join

Unit:

MISCELLANEOUS

Dlvlslon

ub-assembly
ssernbly

tern

standard

~lmit

(emarks

and

paint

welded

joint

Tolerance

~anqe

after

Hull

inspec-

tion.

Inches

tightness

est

or

construction

rcction

we~ed

joint
..

nspection.

Paint after
tightness
test.
Butts of skin plates
are coated wash primer
construction
before final

Butts
plates

of skin
are coated

after

final

inspection.

and

Paint

test,

t;ghtness
given

special

coatings

are

st.,~tically

Riveted

joint

surface
riveting.

Faying

before

Draft
Hark
Freeboard
Mark
Hatch

In regard
template

to-the

In regard

to the

before

when tank!

coninspection

before

leak

te5-t.

protective
to

be

hydro-

tested.
after

tightness

test,

templata

prlnclpal

Length

dimensions

Coamlng

paint

struction

hatch

Breadth

of
coaming

~e-rence

of

diagonal

length

3/16
3/16
3/8

3/0
L 3/8
t 9/16

1~8_

Deformation
horizontal
stiffener

of

End

co~~ing

---
S!de

coamlng

,.... .. .. .-_.--..
Deformation per
(random)
8 feet

---...._-~

._._.L_3!L5_
~

___

1/16

.. ......______

Per
length

/16
5/16

~ 3/!6
3

.....

- .-.

. ..

20-01!

I
;

I
IA

a
o
w

s
I

-
I
!

9-60

..
O!vlsion
Section

classification
Js to be carried

The

Functional
Strength

llema~ks

Test

Freservation

Retrofits

ClOslng
dev I ces

Inches

rules decides whether a pneumatic or hydrostatic

out, unless for yard information
or pre-test.

test

Considering

of the proper
application
of coatings,
the importance
structural
members accepted
during
pre-assembly
can be fully
coated.
After
lnstallatlon
on board,
prior
to the pneumatic
test,
the erecting
Inside,
but not fully
coated outside.
seams can be primed
If a hydro-

static
tightness test
lnslde and outside.

1-

Unit:

TEST

Functional
and strength
tests may be carried out at the end of tha
building
time In accordance with th~ Classification
Society Rules.

and
Test

Correction
of
defects during
after pressure
testfng.

..

..

TIGHTNESS

Subsection

Tlghtmss

- - -..

1) Pores will
and

is carried

out,

all

coatingi

be pressure-caulked.
Rewaldingwlll
required
weld thickness
is insufficient.
Small
spots wIII
be pressure-caulked
and welded

may be applied

be done only

If

tha

after
retease of
pressure, Another pressure test will not be carried out.
3) Larger spots will be corrected
by welding after
release of pressure.
A new pressure test will be carried out.
2)

limited
retrofits
In tanks already
tested,
the
In the case of locally
relatlve
area wI!!
be retested
by hose-testing,
or by soaping
and
air
from the opposite side (soap bubble test).
using compressed
.1) Weather
tight
stwl
dmrs,
windows,
cargo and access
notches
will
be
tested
for tightness,
by application
of a jet
of water
at a pressure
of 35 lb/in.2
gauge and at a d[stance
of 60 Inches using a nozzle
of
1/2 inch in diameter.
2) Hose testing
of decks,
shell,
bulkheads,
exposed
deckhouse
bulkheads,
etc.
will
not be carried
out for welded
construction.
3) Gas tight, fire-,resisting
or non-waathertight
doors and hatches
wII1
be tes~ed
as per ABS and United
States
Coast Guard requirements.

20
18

I
1

I
1

I /1}

1/0

PLATE

THICKNESS

1
I

(lNCF!ES)
9

Figure

12-7.

Permissible

unfairness

in steel

Note:

Applicable
Entire

to
Shell

Uppermost
Longitudinal

Strength
Deck
Strength
Structure

9-62

welded

structure.

7/a

3/4

5/8

I/2

3/8

1 o

9.3:

EXISTING

INTERNATIONAL

STANDARDS

CONTENTS

9.3.1

Japanese
Shipbuilding
Hull
Part,
1975

9.3.2

Production
Industry,

9.3.3

Accuracy
Swedish

9.3.4

)01

Standard
Nov. 1974

Quality

of

the

Standards,

German

in Hull
Construction,
Shipbuilding
Standards

Background
Document
English
Translation
Finishing

#8-3,
JSQS
of Chapter

9-63

Shipbuilding

VIS 530,
Center,

IX

JSQS,

1976

Alignment

and

APPENDIX

Japanese

Shipbuilding,

Quality

9.3.1

Standard

(J. S. Q. S.)
(HULL

(P repa red

,.

PART,. )

b.y:
The Research
Corrwnittee
on Steel
Shipbuilding
of
Society
of Naval
Architects

the
of

Japan)

I975

g-64

(:(lN-[lxls

9-66

II

9-67

Ill

9-6?

Iv

9-69

9-72

VI

9-74

WI

9-75

9-77

lx

9-78

9-83

xl

ilrscf:LLANEous

'"``" '"'"' '"'`' '""""""""'"'""""""'"`"""'"-""""'"'"`"`'""``"'''""""`

9-65

9-85

.
I

,-. ..:-:-_

FdATERiAL

-l ------,h<-,-t;

nn i

Item

-f+.

/4,.3

1 2145

1(.,1,

.lP!II. II!2

0?
I\
C3
I n,
?-s
n [1;
01

P&
P1
on
*?
If

s-

.,

.,,,,

,,,

Remarks

1
I

Ixll : I-1,11

Mark.-np

Itcm

(: UI-!JI1l[-V

ant] mork
rlunp~rr{l

for fitlinR
wi (II

I *2 I

*3

I
Division

Gas

cutting

Remarks

Item

11,,!11

9-67

- .

.-

,..... ... .

Gas

Division

Cutting

..
Sectlol

.....

Ibsection
-.-..

Item
._. .. .-

______

roferance

Standa~
range
.

hml!s

..-..

.-

Remarks
.--

rrf- nlgr

~.-
Imlenlnl
&

members.

u
~

ion
~; 1

./.

Indenlalion
Y. 3
I mhwl

al ion
<2

lndem.

Iillcl

alinn

ifrl.l

<3

..
tolcrancr

Iimils

-.

nf rnuuhness.

~lulnmalic
ilrliKhln?5s
[ plalc mlge

\IilnuJl
Srmi

wcldin~
welding

aulomatic

0.,{

11.0

wel(l.

ink
.

--

Drplh

or

D-:+.!:

proove
.

l.rm~th nf
lap~r

\_<:
L
-..
. .
mrmhrrs

(;pnprat

$ir,p

f 1.5

mrmhrr

Compfirerl
sizes.

with

I{sprcialty

fnr lhe drp[l

rorrecl
I

IF[ flnnr and pir~ler d

douhk hol!nm rl$mpnr,w
\~ith

corrrc(

compared
size.

of

fnce

with

..

h~r
! 2.0

cnrrm+

. ...
/\ul Omalir

sizrs.
.

IIrrntllh

:.4,0

+ 2.5

wrlding

+ .2.
-...

!4
.-

. .- .
}

! 2
.-

_-

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

-- -

.--

--- . ....

_..

.... . . ,, --

- 1

~Sll : mm
-

Remarks
--

--

r 1

. 3.0

.
I

,mlla,. C, I wilh

rorrt,rl

I
.5.0

3.0

, ~2.0

.4.5

2.5

1(M

Ilw

+P

+,

10

:.25

.
.-c

.
10

, 5.0

~ 3.0

-+
._
=

,+. -

_-

_
I
J---

9-69

....- .- -.

.,..

Division

_...... .

Fabrication

--

Item

ubsectim
[.oc?tionof
~~red witi

---1

;tirid-a}~ -ilolerance
~ limits
range

.. t

plnlerdge.tom
correct

+2.0

~n~.

Remarks
. .... .- ---...-

;.4.0 \

------==l~~~l-=r;;:E
Shape

of

rompnred

cur~cd

with

rorrrct

m-m.

,... .-. -.-

!ct

+--+

... ...

roritdinan)lJL21:l]-

hapc.

compared

with

cor.

one.

I)

)thrr

hape,

cmplates

?ct one.

wilh

compJred

cor,

- 3.0

*1.5

,. . ..
J 1.5
. .. . . ..
hp[h of
Angle

? 1.0
-.
I.m

.+ 2.0

+1.5
----1.000

comparrcl with tcmplfite

-.
-

.. --
.. ..-...-.

Curvature

},p~h of
Angle
_

10C4

.-

rompire,l

(with

trmplate

line.

I) f+RIO\l
in length.
_
D-v,ation
corrrct

or cherk

from
Iorm

5.0

I
Corrrcl

Ei

fcrm

,nwrifd

.-

i ----

.. . ...-- ~

+1.5

3.0

.- .

,,)

1,

_~-.

+1.5

i,

--- .. --.

!: 3.0

I
- . .--

.-..
9-70

. ..- ..-

_......_ ._.

-.
.--.
------......... ...-

..

Fa:t

Division
....

Ir..

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

----

-,

(SII : mm
.. ., - .-

icatlo~

___ltci.._...rz2..rz2-r,;,:Fe..

Remark

_-

...

section
.

_.

__.

t-

,..,

=4-------.--

.--u-

ri
~egard to the ChpCk I

In

line.

!f~r

,,

\on Fllurfinal

tr;IIIs!rrsl

--

G.P

bctwt.~n

and

srctirm

:5.9

,.

[for

+2.5

_ --
.
!

x~-\---------I

shell plate
tenlplate.

.
._
-

?2.5

5.0

____..._-_.+.~-~-

9-71

.
Sub-assswnblv

Dlv15ian

r.)lerance
limits

Standard
range

,ectlon

---l
[sl~
:mm

.. .

Remarks
,. . ..-.
.

--

.-\

..

L -~
J6

1 4

(u~.

ithrn

tIIII

Iimg.

L 4
.

- ..-,,.

.-

1....---.............. ...---J

10
.

..
---...
. ..-..

-----i
l~~clu~lin~ Ihr rd:.f,t~lwninta,.
rlc!r mnmhrt$ arr ronrwrlml
h}- Iappcd

l)evintinn

nf
Intrrinr
[rnrn

mrmlwrs
skin

jmnt.

-+--.---------1
~
J ....=..-.=i=
1r~
,--=-+.

15

l,lL\\n:
1-:11

plnting

=...a-.

%1X 11.111:

,\(JJJL.\Ll
Ilns
li\llxwri
. ..-.
------IIF

.---

1- ,1

,1

,.F

[(.u,,,vhon
t(,,,
,,,,,c,

.-

I)islorsion
d

10

Suh.assembly

10
I
,

1),.\inLii,n
ncmhrrs

of

m,ll-kin~

Ilni=s.
.

-----

intorlor

from skin }Iliil

Ilg
--....- -. . --I!rr.dlh
-.-.

l.rn~th
.

of

I.nrh

pnrwl

of wnrh pnnl,l
.-. .-.

I
I

., . .--- . ...------l ---------------------

9-72

------

.- .------J

. . .. +. . .-.

..: ...Sub-assemlj

Division
c[ion

,ub - section
. . . ..-

- ..

.. . ..-

----

. . ---

--

Tolerance
limits
..
. ..

Standard
range
.,-, ,..

Item
.,..

EXIT :mm

.. . . .. Remarks
.. . . . --- -

. .

Twist

20

10

or
Suh.assrmhly

Drvial

ion

Irwrr

pnnrl

of

I limits.

. ..-
- . ..

-. .

.. .. .

..
~-.
i
I

upprr

t.0,

from

B. L
.-

f)r~iiit

irm

upp~r

Irnwcr pan?l (tom F

f7.1
:.

I
.

Brrml[h

...

---

--

,.. -..

--

. . . . .. ..-

.-. .

of rnch p:mel

... -

LenKth

of cnrh pa.rl
. .. .. .

Distnrtim

O( twch

plnrl
I
i I)erialion

I
1
1

of intrriol

mPmlmrs

[rem

I
I plalin~

Sk

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

~ Twist

..I
---- -i--.---i.
-------------------- ~
;h =ame ns for the flat pl~tq ~

nf !3ul, -asseml,l!

.-

..1. . .

25

. . . . . .. . .. .

15

.-. .---

~ suh-as~cmhly

!
-

j-

1
I

flpvi~t
I OWFr
or

I)p}

panel

from

i.t

,,m

t.

15

I f7r-nssPml,le

11.1..

I,,mrr
I

inn of upprr

,,f upl,,r

pnnrl

I
I

fru!n

. . . .. . .------

.-

; lhc

lfrviat

p~r!iall}ion

cm+

}Ihe
Ih

E1{.1,.

.- .

.. . .. .. ..- . .. .. . - .-. -- y--,., ----- -- ,I

imils.

,5

~.

-,--

..---..
-.
,......-.
.r
Divlsion

+-

! Section
+

Sub-assembly

;ub s ---iction
-i

z
=

---tT)i<t

Jnre

dCP

of

y
=

brtwrf,

ho+s

aft

Jnd

..

L...

.. . -----

Dpvlation

.. .

of

shzfl

-~----

rurl(l(,r

othrrs
...--------~
of rwhlrr

Thesnrneas

en~ine

~lJIF

..

and

_______

same

as

-..-

for
,.r.

cur~ml

plate

,...

or

bl~rk

rv-as~cmhle

. ..

..

.. .

suh-ns~pml,1~

10

1.

len~th

t.

Sull-assrml,ly

L-----

the
.

.[ . .. ----

Br;~rlth

n[pl;~nc. inrlultin~

ist

i, Cnrrert
; pfil-tially

,~

IJrd

:t\.

- ----

..--_L

L..

t(,p

Il(C)

f{,rcursr,ll,l,tt,hllrk

~ The

Of

Fl~tllPSS

-~------l

I,I.,+k

.;--

(lth,rs

4i-

\
4

1
16

plate

.. -----

.-. ....

Of main

- ., -- t-- ----

([I)!

f.

Twist

.-

..-.

.-.. -

10
1

.--.-

.- . . .. ----

(r)

.
.....-

-- .,-.

II

Sub-assembly

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

Remarks

--

of

from

10

.?

[h) i

.. .-. -. ---- . . ,
f_\\ist

Tolerance
limits
i
-----

aftl

pt~k hulkhmd

.7-.
-.,

,- ..

Standard
range
11 . . .----
. . _.-----

Item

,.....- -.

. . . ...--.
1

...

...1

nf \

.1

.;

I
1

.-l

--

..
I

-------

-...

Accuracy

Division

of

hull

-..

L
I

,Sectlor

ub 5ection

form

;tandard
range

Item
,

olerance

limits

L 30
maxi

1rr

OU

t fk)m

I..wyzth

...,..- . .. ---.
I!(II ,
{It,finl,d

--

15

10

I
(

I
)1,>1,1,.,1

m ,11 I o

[Irpth

Ami(lships
.

.- ..

[,,,
sidr

9-74

n,inu!

..

.. .
----

~ivis;on

of

Accuracy

ub section
-

Item

T,-! rrancc

I tangl
1

Im. ils
-

1>f

i__-.

Keel

[)r(ormntion
Inncc

Imwth

fnr

lwt~tecn

cpn[

hulkh

: rnm

Remarks
1

nfd

,f25

[Or thr
whrilr

lsl~

fo~

I Standard

T)rfnrmatinn

F-liltnFss

hull

drtinrll

thr distwo

a[liJ.

Pnd S

-.-~---
Cocking-up
+

of

For~-hodl

B
...
.,

.Lhnsr

line

3
J

~ocklg-up

;ocking-up

-+-+----

0[ i\ft-b!XIJ

Rise
0[
Floor

iI

Riveting

Division

Sectionl

sJh

section

Standard

Item

Diam&ter

I
I

cnmparcd

\~ith correct

All

Countvr.
suh

[! S11 : mm
I

frnm

size.

= I)iffrrrnrc
stnnllard

(11!

range

.
Riveting

Division

IJb-

icm
-

1
section

Standard

I tern

_--..

rang=

.erarce

limits

Inrlinalinn
A}l=ll,

-ii,

mnrter
-

}1s

1s 2.0

1.0

sunh

,.

arance

~nying

c s 0.2

Surf are
contact

AG>l.O

5crepanc!

.= ToI1c

rrwned

AG23.O
fairnc:

L=T(I hr

I rough

rrdrilled

hrdt

nttrr

huildirrg up b)
Wrlfl

evizt inn from

irking

point

Pitch

Pninl

L
9-70

...- . -.felding

..
ec!ior

..

SubSection

higher
I

(lhrrs

len=ile

slccis,

(l~olhrlnr
I

A
(

l,

*
t-

Skin pln!t hrt\\-ron

.- ...-.. . . .. . .
For*
~rztrs

and Aft shrll

~orw

strtm~th

d Iram.

Wm

L..lrn

0.61, x
. . .. --.
IIlating

and

mcmhrr

not drfinml

lli~hrr
tm-tsile SICPI 133kp mm
Clns%t and Cradr
E sleet d

pri?hillil

milil

strike

slrrl

9-77

nrr.

In case whrrr
arc-strlkp
is
madr Prrmvw,sly.
nnr O( tht [,)ll(}wing rrpnir
me: hml IS nppt id.

. _

Division

:ciior

ubsectior
.
.

____
.

.. . . ...
[~l-i
:lllnl
.. . -.-.

Tolerancr

limits

.
[0
Al!gnment

and

~inishin~

Item

-..

..

,-.

--. -.

., ..

I)l,tnil

i?-:30

rdti,

m,lin
s[ructure)
O ~5uperStruclutrl

.. ___ ,..

Q.--l

.a

Stif[eninK

memhrr

perpen!licul;lrl}

Stiffening

Incolrd

tO plJt P.

ml. mlwr

Ioc.atrrl

rjl)lifluoly

tt)

p]ntc.

( without

edge preparatinni

,\,
I
//<
\>
/
7/.
J
,,>p

~,<3
-cl

----

:1
c!
-. I .-.. i!
I

C,,

.. I
.-1

-.

..-

(:2

. .. . .

9-78

srcti{,

or

is
nlq~li.

n+ in rn.

pl,ln.

Th~. numeral.+

~TOl

[llannin~

Ifl[t

mhi, rr it is not drsrr IIIwl in thr

in(lic

(11,, c,m~llucti,)n

in ml,l[i

apIIrn\rd

r>

of

[Irri[lml

ii
i

-------

Remarks
. . . .
..

. ..-

Ii

..-. -.

ate

fin~l

of (hi..

(Iivision

cnn(l it inn.

--

.-. .- .

--

[;\\r

All~nmenl

Divigion
--

and

f~lshi~il

\li~nmr.nt

_..

: mm
-..

Tolerance

Sland?rl

Item

Sub-section

.. . . . .. ---

._

R~marks

Iim, ts

rangv
I

-_..

.-

of fillel

nlnt

l)ll[rrfmcc

1:

lhicknrss
t,

![crencrs

,wcen

j the

thr

beam

m%
n-;I

$7. -.

frame

Di[frrencr

illel

weld

t,
ft

&
1>
it

o%

,I,i

1, .[ ..1,

II
I

\ll.
\ ?<(1

!3-79

...
______

,
Division
- ... . . . . .

.
_

Allgnment

..

and

._-._. _

. _ ______

fini~h; ,,g

.-.

UXIT
: mm
.. .. . . ______

--

Item

Sectlor

t
Bull

weld

( m;tnu~l

w61(linK~

L.
a : Gap

t{utt

lYel(l

I
IUU

},ith
w.l,liK

m;,.ual

.r

ll(>nr.

[():

Increasm-1
Rule

Irg
leK

lt,nE!h

1(2) ? >5
l{c.flllln~

i ------

...

_/=..=.I
,1
a

Dl[[rrencp

Thicknpss

__

.-= -==.=-=,.=. .

.-

..

sur[nrr

shrll

br

~(md

Ippvaran cr.

. .. ~---

oulsi[lr

10

--i

. . ,.-.

.----

-.. ----

fJ[

\)lntrs.

Ilxpn.rd

(lick.

wp~, r-st

..

.-

ChippinK

necessnr}

tc

le Rood appearance

rwl

.. . . . .

Insiflc

urt,
..

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

1)1 t~nk

lnsidr

0[ ceiling

I)cck

to he shirl(l

(;hippil,p
Iarly

only

particu -

ronspirunus

uhrn

deck romp, ]si -

tiith

Iion etc.

pnrt

finishing

.
;lllnwahle

under-cut

the trare
[NIL

... . .. .

IspOw(l

..

i(~t

Remarks

Sub-section
.

art

---

L:All : mm

Division

.
ectlor

..-. --.

.. - ..

on

of pircc.

be

10

Ditto

appearance.

Depth

G 1

and
[.en~th

l; 10

I)ltto

Division
?Ctron

Alignment

I
Scope
lifting

Sub-section

Finishing

staging
sockets
and
piece
to be removed
_--.!

. ...=.E----

not to he removed

in tank

room

3
in hold

larts

nf ruinln~

Under

sirfe of hold and hatrh

exposed parts

of shrll,
1]~ ttc

XIII

in (ank

cxp~s?d parts
of $hell, Upp.

..

to he rcmm.ed

~)arts

.-

in hold

and pas~ases.

coaminK.

rxcrpt

disturbance

nf

pfi<c?lgr

in en~ine

rOOm
--.

appearance

he remi~~ed.

To

uPP.

-..

_.-
-------J

1
in engine

-.

of
eye

and

f rui!lin~

appearance

and pnssn~es.

. . -- --- - --

-
-- -.--
rxr~pt

brick of clerk.

.-..
To

lwin~

mp(~l-tant

(or

>P

I
To be rerno{rd

mt pfirts

he remo}rd.

Du etc.

9-81

Sr)fl-tnt-.

r+prciolly

strmglh[n

.-. ..

----

Clwsion
-
.
ection

--

..-T_-._,..._

._

_-__,

Alignment

and

,,

F,msh,r~~

Sub-section
.

,.

...

1,

.r

plate

or j;

h
Y
;

.
ifi,_ ,.~k

+
others

;
:
u

.
!)ptn

thr

75mm
.. -

[)PPn Ihe
-. ..-..

hole to rncr
20f3mm
-. .. .

Open thr

hole

to

1- Or ~}
plnte

.-. . .

hule to o~t,r

. ..-. - -- --- ---------

.- --Skin

-.-. .,

Remarks

Iimts
.
,A

Skin

... .- -, .

F0ierI~c7

Item
- .-. .-

+
1)< 200

. --..

\lethod

0[

o~-cr

200mm
.. .- .-

trpa[menl.

w;
VI

~>zoo

*
3
.=
7
;

~il
nr ~~,

Serralion.
SIT-II.

: $pi,ruj~
potch.
1!, : ~losin~
hy t,utl

:\

Olh~rs

i
]

Scallop

it,
0 r Q

(j

: (~losi~

hy

piccr.
Clnsin K plIIP
thickness
ii
In casr
possihlr
point

wrld.

IJpping

[n br

samr

O( bas~ plate I

whvrr it is imfrom slructual

of view

10 npcn thr

hol~ over 200mm. il is [o

he used care[ully
hj low
hydro~en ~lert rodr a[t~r
pre. heJting

ond to hc done

hy rndi(~$l riphir ~xnnlinntirm or ultrasonic

insp?ct i[bn.
.

9-82

.-
-

..-....,., -..-. .
Division

Item

i Standard

Imrollrl parl

,..

:idr

Ri~,lge ~ Tolerance

.-

.--.L--

mm

-- - --- -..

Sub-section

--l.xlr:

-
:ction

-. -- . . -.

13eformation

I
=-

-. .,. ...-. ..- i .

. -

Remarks

limits i

.- . L

,.

;
... <

i
~

- .. ------ j

....
.
-----....- -I

Fnre

JrKl nfl

)ouhle

>arl

.--,

holtnm

ank top pla~e

4!

. . ..-- .. . .. ..

l-+

[,r)nKl Bulk

l,

Trais
~~~~h
. -....

3ulkhead

--

hmd

i6
.

-Fore

deck

and ift

parl
-

.-.

.--

-... ~

.----

-.
7

parl

Rarr

parl

--

---~

I
!

...-

. . .

Harr

i ......... ..-.
....----.,..
4

part

rlrck

1]
.-.

L_.-..-

.,.-..-..
#

part

Covered

--.

... .

..--..

7;

.,. .-

i.

Fhrp pnrt
Struclure

..-

b
J.

.--

deck

Cm.wrd

-.-...-.. --

piir!

. - .-

..,... . . .

Ig,

.. .- -

parl

POOP rfec~

1
. --

.-.. -- .. -

. -----

..---

de.k

-..

Cross

- ~.L.(2wcred

Sup?r

.L-----

+---g

Second deck

Forecastle

----

-.. .----..-.

-. -.
t3ul

side

watt

4---

IIOUSC wall

Inside
Covrrwl

u.. ..
In{rrior

. ...

mrmhrr

. .

and Eirdcr

Or double

bottom

7
,,.

I
,

. . .

----1

-y--

--

pnrl

. .,. .

. L.

. .

15;7[
...

....

.:

..
I

.. .. . .. ...4.

..

6!

9
. ..

\YI. tI 0( girdrr,
trans
..

Flnor

.... .

I
---/

wall

.- ----9

.- ,,.

Covcr~d

8
...
-.
-L --

~[kh~nd
. . . ..- .-..

Parallrl part
~Betwern 0.61.?.:

jtrength

.1

s!

I
1
!
I

..-.

... .I

:
Division
r
cticmi

~
--+ --Sub-section
~
,.
.-

_L___

--

I standard

Item

J
[SIT

Deforms tion
u .- ..

_-T

- -

R:t~ge

: mm
. .. . .-,

-T

...-

.-..

. 1

~
Remarks
_.. .__- .. . . ...
~

limits ,

Tolerance

i!!

_... .

- . .-L.-.
~

of

Dislorsirm
trans

fr~me.h~a

sti[fncr.

I:

th~

yyj.p

part

3.500

61

.-

_\.~

of

-L.

loon
--

IanKc]
$

--,

____

,_---

J -.

,,
P

..
...- -- .-.
I
2(

31i;0

..

-i .._.

_ .-

Iungl.

...--.----

!1
,

/:-1.000

--

.--

-.

. .

.-.

. -. ..

...-

of

i)islorsifm

I dirvrt loll. 5 I
{cross lie onl}. -..
--- -- . .

of

0[
~1 Distortion
fore d
afl
, llilcrli~m.
17,

, rorp and ah

~;,

~...-

- ---. -------l)istorsion

,:

10

I
---- I

1
1

..- -

~,

!-=

&

16
I

I ~,TJ~S i~ i rns~

1---

12
!

+----

. . -.

-., .. ,

i
I

I
. .--- -.

Ii

1...

,.+.,------

---

~,,51

--

.,

_.

[ - . . .. ...-

_.

L.__

....___

I
I

lMI

-..

1
L......,

I
.-.

-.-J

9-85

.
--

OivisiOh

. .. ..

Subsection

-
-...

.-.-- -

....

Miscellaneous

. ... . ..

.. .

...-.

., ..... ...

Tolerance
limitS

-1

Pinripal
mtnsions
of

S~andard
range

Item

Lm@h

10

Itch coaming

I)i[fcrrncr

of

diaKonaI Irngth.

deformation
rd
orizontal

End coaming

tif(cner

. .--
iide co-mln~

.? 5

..--- .. .. ..
)rfnrmnlion

prr

nr mctvr

(rmdom)

)prning
of
ted

door

*4

3rcarlth. Jnd }Icight

-10-+30

0-15

Sill height

:. 2
i. 000

Deformation

)pening of
Itck
,
,Thrrmgh typ~)

13remlth

l,en~th

9-86

+.3

!3

1.rm@h

ttredt

-3..

b?

.3-

5+3

-5.-

+.3

Remarks

Production

Standard

Issued:

~~v.

e.V.

Verbnnd

der

I)eu$scllcn 5chifCbauifiduztrie

9-87

1974

SECTION

INDEX

Page
defects

and

laminations

No.

9-89

Section

Surface

Section

Edge

Section

Welds

Section

Component

Section

Subassembly

9-97

Section

Fairing

9-1oo

Section

Final

Section

Tightness

Section

Hull

9-91

preparation

9-92
part

production

work

9-102

work

9-95

test
main

dimensions

g-lo4
$I-106

Surface

Defects

and Laminations

(In

accordance

plate
German

1.1.1

with

surfaces

i~sue~

I!AII-

above

the

c~verinq

Area
These

by the

surface

be

lines
the

for

Of the

.fssociation

the

up

and

20 mm

to

plates

in

repairs

surfnce

defects

repmired as follo=:

9-89

will

thic~!lcss

over

dot-r.n:l-das~~ line
So

defects.

lD indicates
will

plntC?S

continuous

in thic!:ness above

1.1.2

recommendations

Sllipbuilc!izag Industry)

~rea

minm

the

ZO to

50 ~:rl

- c~ntnill~

be made.

beyond

A .

Dcfec+s

~urface

Laminations

and

~illcd

welding

by ;:cicli~g.
. .. .

the

plzte

,.

ed::e provi:lecl thnt

the

stress

- for

to be done.

In the
plate

event
sections

of

laninztions
will

be

accunulatin~,

replaced.

9-90

the

relative

Preparation

Ecl~e

$.1

2.1.1

Depth

of

tarch

~~~rcs

On hixhly

stressed

esscntial

Ear

Eept!a of
On

all

or

free cdg~s
of

u;3 to

mcmber5.

2.1.2

2.1.3

2*1.4

Burrs

O. 5 mm:

of structural

stren~ll.

tarclazcarcs

athcr

ufi to

c=used

ground.

9-91

1 in:

members

3.1.1

Butt

seam

to butt

weld.

1--
-J

d-9-

Butt

seam

to

fillet

weld

e~30+2s

3*2

=rr
3.1.3

In special cases, even smaller distances

can be agreed,

Welds

3.2.
3.2.1.

Permissible
deviation
from specifi-ccl dimension
a
with fillet welds:
Minus
0.3 + 0.05
a for 10 % of the seam length,
in
individual
places
up to 2 mm max.
Minus
0.2 + 0.05 a for 100 ?: of the seam length,
in
individual
places
up to 1 mm max.

3.2.2.

UndcrcuttinSs
with fillet welds
but
10 ?: of the plate
thickness
provided
the stress
is parallel

3.2.3.

If the stress
latter
can he
than 1.0 mm.

3.2.4.

3.2.5*

is vertical
% of the

and butt seams can bc

not more than 1.5 mm,
to the unc!crcutting.

to the undercutting,
~late thickness
but

the
not more
,

Lacking
root and cover passes
are ,permissible:
At subordinate
structural
members,
up to 10 %
mm max.
of the seam width
but 1.5.
At higl~ly stressed
structural
members,
up to S % of
seam width but 1.0 mm ma-x. , sporadic.
X-ray
test of weld seams.
Concerning
tllc X-ray
test, the inner q[lality of
wald seams is dependent
on the scam stress.
The
catalogue
may be used as a guide,
as under:

the

II~r

Permissible
colours
at highly
stressed
weld seams within
().~~L:
Black,
blue, and conditionally
green (except
for slack
inin
seam crossinss,
clusions
and continuous
root defects).
With

other

structural

members

which

are

required

to

subjected
to X-ray
testing:
Black,
blue, green.
With subordinate
members:
Blaclc, blue, green and conditionally

3.2.6.

pores
in non-watertight
Surface
in limited
number.

993

seams

brown.
are

permissible

be

!fclcls

4.1

3.3.1

%hcn

suita>lc

ordinary
ambient

measures

strength
temperatures

hull

have

structures
below

been tn!ccn, welding

steel

is

generally

permissible

of
at

4.1

C)C.

,.

394
4.1,
to

special

protective

coating

have

been

redueeti

in thic!{~~~~ ) !

4.1.:

9-94

Componcnt

4.1

Ferni, zzible
All

4.1.1

dime3siunzl

vr.lues refer

ta

(except

Flang&

Part

on

the

Production

5F f21)riceted

>zriations
specified

buc!iling

dir.lei~~i~n! -

stiffencra

and

5 rlri f3r

+ not

ire!

5 m

100 Xxl

for 100 m.1

lir~ited

Warping

.3 5 n,ii for
Fabricate&

brackets)

li:;liteci

+ not

4.1.2

~rof.ilc:: ,

100

mm.

girders
10

~t~. -

--..._?
{

,-.

.
?

1.
-.<--+

=-r-
4.1.3

Corru~ated

For widt!l of face plnte

depth

OF

web, refer

to

and
4.1.~=

bulk!leads
*

(to be measured

at

poinks

QF

connectioil!

_f3-dlt

Component

Fart

Production
I

4*~*1

l)cvi~tion

frgm

dinmcter

Up to 1000 mm clia = f (0.00.5

Cln +

1) ELM
I

4.2.2

Deformation.
dvali~y

Strr.ig;ltness : not

toierated

9-96

subassembly

Permissible

5.1.

and

of beams,

frames,

girders

stiffeners

Deviation

5.1.1.

distortion

betmcen

from
2 points

the

straight

line

referred

to

$hc

length

of support.

8 mm for

6 mm

lengths

of up

+ 2 x lenpth

to

1000

mm

for

1000

lengths

13 mm

5.1.2.

Permissible

_+-

11

for

(profile

warping

TT

of up

With

to 3500 mm,

lengths

over

3500 mm

to plate)

profiles

of

200

mm

10 mm

500

mm

18 mm

1000 mm

25

mm

II

Intermediate

values

must

be

interpolated.
5.1.3.

For

deviations

5.1.4.

Deviations
refer

of

section

of

fabricated

finished

members

6.2.

997

profiles,

from

the

refer

to

specified

section

4.1.

dimension,

Subassembly
.

5.2
5.2.1

5.2.2

5*3
5.3.1

~
I,
.

I
.-

b-2m=
If !?b~lis

bet~;cefl

but

12

max.,

45

and

Backing

In the

4!=
or
in

mm

then

the

welded

straps

event

thnt

the

12 Mmj
the

web

to

opposite

tension

will

s!cetch.

bar

in the

1.31be!l
thich=s

JJ-

ll~tlexceeds
be

\Jel]tllicI:ilCSS

connected

.qs

silatll

the

horizontip.1 flat

fnm.150

9-98

llow~ver,

musti not

direction

be

of

subjcstc~
thiclci~~s=.

Subassembly

,.1

r\..

9-99

Fairing
6.-1

Dents

6.1.1

Dents

work
from

(deviations

in pl~tc

tk

str~i~~t

G_l.~

p~nel

li~es)

unfair~ess
of weld

depression

seam.

T-+--~+~ T+$From

the

table

perr,lissibie

below,

refaired

it

cvicicnt

is

tn the

depths

thzt

listcfi

dents

of

deeper

wili

Zents

zcir.issihlc dimcasial~s.
Unfairness

Shell

albove wsterline
w2terlin~

below

Topside

Ret!<

Superstructure
-Dec!cs

Superstructure
and house
bulkheads

free

area

covered

outer

9
11

.;

area

10

blll!<ilczdsb

-inner bulk?leads
within
visible
accommodation

in

be

t~:

..

Fairhg

Befmrmations
,.
.,.

6.2

-.

i~ork

-.-----)
-.X. ----.

,,

..

nt I!
Member
Shell

abave

water

line

below wzter

line

18 m

superstructure

Topside
decks
sheer strake
Superstructures
lnne~

15 Em

and

deck

decks,

15 m

houses

19 mm

bottom

18mm

Bul!:heacls

15 ITml

.TwecndcC!cS

6.2.3

These

dimensions

buckling

,!
,
.,

15 mm

d~ not apply

strcn@h

, smaller

if,

values

for

reasons

of

~~re required.

,..

,,...

. ... .. ...

.-..-- ------

. ..

. . .. ..- .. ..... . .

,---.

.,

..

#-p.;.._
...........,,...-_
.._
.,_:
9-101
.
.

,..
...

1)
. .

F~:+.

.
-,-,,,.
~...
-----

T>,
,-.

-., .. . .. ..-___ ._

,,$
....
Final mrk

,.,

...
.

7.1.1

... .....

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

...

}[aterial ~{ill rcm.qin if it floes not obstruct

It must be fully

,-

-;~

Material

will

welded

not

znd

preserved

be disturbing

to

in the

.- f

l~ar!:.

suit.

followin~

areas:
Behind

panclling;

within

tanks,

within

carg~

holds

c.xce?t for

within

cargo

holds

of

container

.7.1.2

7.1.3

bun!<ers

and

cargo

oil

tanks;
lacking

arezs

stiffea=~s;

fitted

container vessels

with

eq:~ipmcnt.

cut off abave the weld

Unnecessary

material

will

he

Unnecessary

materi(al

will

be entirely

In visible
as well

places

of

shell

as on exposed

Unnecessary

material

superstructures

outci:~c

c!ecks.
will

chiselled

and

In places

of particularly

the special

and

remnled:

%e

7.2..

removed

wit!~ the
..

smoothed.

treatment

iligh stress

applies

as

surfnce

eancentrr.tiom-

indicated

on

the

plans.
.
7.2.3

7.1.4

Tack-welded

unnecessary

use.

Possible

will

uc filled

defects

material
accurred

will

be

in the

rcmok-cd

bnse

after

material

ml

re~oved

unless

hy we~din.~. Remaining

they are disturbing

9-102

..>>....!.!.

welds
when

will

visible.

not

be

Final war!c

Individual

opcninzs

~ 25 m

-t?lic!cness will

in

welcin.q. For
work

is

to

~olcs

plntes

to similar
of

at

100 m

of

they

must

slots

follows:

With

and

butt-inserted

good appearance,

Other

It may

parts

be

that

a different
Classification
.

in

and

structural

enlzrpi

be

bY

1,

ta

of

pasiti~.~e~~

subject

a diameter
clascd

ti:r

tile same

other

claseci bybutt

I
I

~at.

apenin~s

will

be

in r.e.r.~ers
which

stress

%~rl~ppin~

for zrcas

~mlcli~;

appearance, and by means

requires

closed

must

as

be

of

this;
I

pb-tes=

subject

to

high

to be ftiund in

stress

cooperation

conceiltiratia
wik~l Gl:c

Society.
..

9-103

.. . . .

ci~~ed

Society.

members

inserts

SOOd

1~

has

plr-tcs

thickness,

Classification

weld

plate

me~sure

fin

in

reccSSCLL
fl~n~eS-

be of

and where

with

the

will

pla~e~y

Cut-auts,

25

diameter

5 .x plr.te Lh.ic!:ncss and

mmbers

overlappi.n~

count ersun!c and

loc.:ls,will he

of full penetration
~r I=y use of
thickness,

proviiei

be

deck

means

HoleS in other

mm in

in di~~l~ter ~~llich are

,,m
.

topside

strcn~th

least

25

with

0.e ~~

sheil, the

to

e~cccdin~

be made as agre~d

in excess

in khc

up

of

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

,-,

;
I
.!

;..

.!

!,r.,.
,.

.,:,.,

.:.

., J.
.,4,.,

...
., ;:.-.,.

8.1.1

Tightness
Class

Rules

test

is

,,

test:
decide

to

be

as

to

whether

carried

a pneumatic

out.
,.

8.1.2

Functional
end

anti strenzth

of the

tests
in

huil.di.n: tine

If a hyciraulictightness

8.1.4

Correction

of defects

Pores

be

will

Rewelclin~.will
thickness

Sm*llcr

is

or,hydraulic

may bc cnrricd

accordance

with

out at the
the

tast is carried nut, c.11

during

and after

pressure

test+n-:

!]ressure-raulkcd.
be

c!one only

if the

required

weld

insufficient.

snhts. will. be pressure-caul!:c:!

relcr.se of pressure.

.4nnthcr

pressure

and

welded

nfter

test will not

he

carriccl

Larger

out=
SD9tS

of pressure.
8.1.5

will be,correct-c:!by welding

A new pressure

after
.

IelC.2se

test will be carl*ied out.

Retrofits
In

tile

.c~.se

of locnlly

limited

retrofits

in tcnks

alre~dY

tcstcc!, the relative, nren will be rctcst,cd by saponi+yi:l$

Tightticss test
.. .

,.

,.

,.,

8.2

Clnsi.nq ~cvices

for welded

and

Co:lstructi.ans.,

hatches yin

.,

..

See

Section

12.13

be tested by chcl!:nrint.
.

..-,

... .

.. .

.,.

!.

.:

.,.
,..

..

.!.

9-105
,,
,.

,.-,
,

412.

.,:.

rs

i.

,..

.., -~
~.

!.;!~,

,,..,:
.,.
, , ,.
. ..,
,,,,.

.,.,

,.,%-.!-<-,.9.:..

..-

,.

,,

.,
-- main. dir,cnsigns

Hull

9.1.1

Lenyth

9.1.2

overnll

for

spccic.1

of

lengt!l.

Bre.~dth
for

overzll

(only

dO rm

..

if m=xinun
cii:ncnsions are
+
routes)
- 100 ma f6r every

if r,mxi:nun dir.casianz

si=ilingrauter.)

but

breadth,

9.1.3

(only

sailinq

special

-k

10 m.m for

rlcfincd
100 m

n.rc defincc

every

10 m gf

max.

Depth
-10

!:i

r.m f~r

+ not

every

10 H

clc~cr:ninecl.

9.2
9.2.1

Deformations

the

of

of lc4n*h
hetveen
+
- 25 mm far every

ships

botton

caverin~

tile ~rea

9.

the pea!< bulkheads.

100 r,.

9.2.2

Floor

line

f = +~o

deviation

to

-25

of

fore

and

after

bodies.

9.3

m-l.

LL

II

9.2.3

Deviation
of the bilqe zbove base line.
f = ~ 25 ~L~for 10 ~ 1/2 2, me.asure:l
.nt~x, .

9-106

,. .,

,.!

>,

,,-,,,..,,

. . ..

,.,,

,-..

..

.,,

.,

,,>,

,.

. .

.-,

...

.,<.

._ .

___________

_,

L - ~
.,,,....,..
. ;,

:;.;.;

$:%
>;,,

,.,,.:-

. .

,-:

,,,$,,,..,,.,, .,: , ,,, ,., ~- ,<

>,,

.,...,
.,.

!...

.,
. ,,....,+

. . . . . ...

.:-.

..i

,.;.

,..

.,.,

.,

.!..

.!.,...:
!.-.. . .. ..

.:-~: :.

!,..-!.
..7.

.,. :

,,,,

---

,,

,!!

,;.

,1,>.~~
:.,

Hull - main dimq:~si~ns

,.

l..
I

-1
I

l-,

3---=
ji .
,.p

The bottam

De an

su-bstantial

ends. indicating
ncglcctcd

is to

of keel

zverzqe:!

deviation

idea~

are

to

line;
be

when, averaging.

- -.,

-k ,-

.,
...

.-F

.,.-

-..

. ..+.-

. . . ..

-.

9-107

-,......
.,

.:

,..
...
:.,

vid

Noggrannhat
skrovbyg~ad

,:
.

..

.,,

Orbderlng

passning uv kwickor,

Bckdllng

. .

.,-

~tk

Orf.nterlng
Dmme $tucdardanger de

-.

fitting accum
girders, webt, 7

~cdOp

plMAo-

GOP befme

tmnml

Weldinu

Gap

bcfwe

rmnwil

welding

& Pillol

&p

kfme

marmml welding

-p

before nmnwl welding .4 xing!e V&tt

Gap

kfwm mm.wl w.ldino of Daublmbvol -

Gap

bfw*

dotafju

.
of lxocket~,

rrmnmil welding

laln~

q~rm

of double

Hollow

f-

12

Minimwn

dis~ncc

between

M?

13

Minimum

diitancc

Mwc.n

butt to fillet

14

Defmmatirn

Imgitwfimls

101.M

V&tt

accumcy

to deck ord

. .

butt ]oksts

Iolnh

shell plating

and stuy p-

pkti

ta butt wofch
nlde

15

iiWfOCOdofecw In phti

16

liardii~

& tmn~rlly

fitd

PI-

Intrductbn
This s~ndard indicatesth~ maximwn divcr~ncm
frun nanltil
design which may be accepted from a qmlity drtd strum @nt d
view. It givez also guidance for cmrectiom whtn h rmximua
allowablo divergenc~ or. exceal~.

ut-

aro valid

for ardinmy

xteol os WWII as hl~

?enslla

Xtool
.
not 1s stated tho classifirnti~

s40tios

d-

.+-:
1

triangel

t-to.

km

The height

inskrivas

kt

welds

Id.-.

a of the weld = th* height

can k

in*riM

within

fhc wmvm

qmll
stdd ITlanBI*
faces a~d tK tap swfaci

of tiw

of tho weld.

.
. .

.
..

Allnlo,

lntermA

-WfOP

Fitting

Dofinitlam
DimenJams of R1l.t

1 Definltiwu
MMtungivelsc w kulsv.h
SvetxhUidena = hUiden i drn Iikbnta

btockmr

~ck-ts,

k.

10
11

.~:tdath.twisa

fripping

mgitdimh

hckm

Statedpr=edwes

-.

..

Bvmskrides.

,. ..,.

..

vWr%

in~arc=~la

rmximala awikels~ fr4n naninetlt

fegytmm och svotirn

,..

Definitirnc

lhip

mot Ion

-.

ftkande kan acceptors

w kvalitetsoch h6l1fosthctssynpunkt .id fartygsbyggrud.
Stundatd*n anser b.en de M@rdar
mm rckunmerdern$
vidta~l
vd foil av ott dt-X
tillbtrm
owikelzer

APPEND IX:9.3.3

-. ;,.:..

~a~

canstrucrlM

;.

,.

ots

till~lligt

. ......
:,-.

in hull

..

Intrductbs

kan lrin+ieb,

longitdi~lor

.
..
..

3 &erlappsbrickar
4 5pltmpning Wr. l.~+wctm;ng aw E4erl~d*
f~o Iwndwctming
ov kdfq
5 ~l~pning
6 ~1 Wppning fwe kdw=Ming
ov i-f7 xl~pning
Fme l=rdsvt-lng
av V%
8 %=lWppning
f~e
kndw=king
w K-ff&r* lmndsvatming
a. X%
9 ~lt~pning
10 Kontring i duck -h Mlug@isrg
=h
~~gg~~
11wmg f~ Iongitiinuler
mcllan stunsvc~
,
12 Minimi*it&ti
mcllen stwnsvcIY -h
kdsvots
13 Minimiavsthnd
14 @lonhet w pl~f
15 Ytdefektw i pi&
16

>.

1 D. flnWtmer
vebbar,

kcumcy

- ~
. -., .

Innehall
-..;-,
2

. . ..

. . ..

,-.

.,
..

.-

..

. .

.,

..

,.

-.

.*.
-.~
,;,.
...
,,,,4.,

.,.!

...
,.,.
,,
,.,
.,

.,?..,!.
,.1.,,!..,
,
,,

!,..,, ..,,.
,,:

--

,.r,! ,,

.,!.+
.,

.,.!,,.

!,!

,, .,.

. ... .

.,

. .

. .-,..-,.,,,:.-

..

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

,.,

..

Jr-

7-??!
..

.,

).

. ,..: . ..-. , .. ,,,:

,..

L
fi:~:
..

;;.

J),:.::.::,
,,,,,, ..,.

,,
~T
J,

..7

,,.

.,...-,:,..

...!.

...

,:,

. ,-,
!<

,,,

~
,
,.
!..
I
,.

.!.

.,,..,

, ,,

.-,

----

,.

, ,,+,- +

--,

... .. ;: ,.,,,...:,

. .../.

1 ,..

J.~~!

. .

,.

1
rlgth m9nbHl

1;,
)1
,, 8

?2

$/
!
j

-,, ,

D@oil

O@ct

..,

.,..-.:,.

41

!;

:01

mmnbm
mrlin~

. .

,.

. .
-..

. .
.

,..

-.
..,

ping bracketi,

9tC

.,

1,.

,-. .,.
.. ..

,
.

..

,..

.. .

..

.,

.
.:.
,-

..

..

. ...

-2

(tri
p,
!
++3.: ,,

. ..

. .

+ 3,huwwu

. ,.

,-

:...

..

. .
.,-.

ng accuracy

itudiml$

.
.,
-.

.. . ,.

.,,

,..
..

,-

... . .
,.

t, s 92

,,

..
.

-.

.
.,-,

-..
.

..

.
. .

dth

.- ..,.

..- .

E-.

2P
b=

.-.

U$o

.,.
..

-..

.!

,..
.

.
,,,

-,
.

.,.

.,

;00,2t1
.:

..,
.- .
,.

.,

.
.

. .
.

,.

;,

. . .
.-.

,.
,.. .
,..
.

..
. .,.
-..
.-:-.

.. . .
. +

.-

:..+
..-:-., ... ----

. .

..

. -,. -...

.. --- .

.- ...,.

..

..
._,.-, .

..k

.-

..:

.. . .
.-

)
.,

09
,

,.

,.
*:

.
....

.
--.

.,------

/.
,,

Obiect

D*tull

Mx

divw~c8

Cmr*ctimm

ittimg of

~ ------

. ---

=%P~
ulkbd

-------

,-.

,
~>.

. .... .- .,,-

. .. . ..-

.,..,..

,.

-.. .--

..

/-

.:....~~~~

,y
/,>

//

//

.,

-,

..

A-

//.
//~,/

.A~+

. .

,.

..

,,,,

.-.

..

.-

.,

,. ,

..

t,

,...

r2
a ST

.
. .

r,
+3,

Iwwevwnmx

~:.a

- ~ rdm-

diw~ k

a
.

.,--

..

,.
..

,,

3
+

..

,.,

!Ifts
A-A
.

.
.+

..

.,

b. ~wtor

No Cwroctbm.

t3

.
-.

a.

,..

,-

,-

..
...-.

2
.,
*3.,

,,
,,

&

,.

>:

,..

tls ta

..-

.. B-B

.,
,..:,
,,,

,,

)vwlop

..

:.

..

.,

a can

,,. .
.

.,

,.

+1.,

.-.

..

.,
,.

,.

.,.
.-
,..

.:

. .
.,

..

.. ...

.-

bruckatm

ss3fwwdd

.,

Z4nwn

1. When3es

s*2fmwold~4nun

~m

~6th.

stuyo#W

to b

twrd.

Alt.rruti.tly

fw

.,

-d

Xceds

. .

4 !lu

I
I
&

2 mm.

2-. wheu~

I
1

,,

weld f

to k incr~d
weld thrmt,
mwh as incrww
of ~
~nl~

y StEy

brock~

..
.
,.

.,-

~~

. . ..

..

1
k
sop

&for@

relding

. ...

-.

to k
.-.
..
.

. .

a! much as

*ening

tlwI--M

excrwls 3 rmn.

For weld c 4 mm tho weld h-d,

..,

-.

..

5thowoldkmt,

be increa~

of~p
.,

,-

1. Men3~i*

c$3fwwrld*4mm
~%2f~wold~4mn

Imnml

of ovwlap

CtWM

increa=d
of ~

os m~h

M ~

~ninu

xc@~

ov.dqpi~

to b

ln2 m

..
.

.,,

2.

Wb:=;::

,.
-3m
...

,.

.-

,,

.,.
1
nlln

..,.

c-.r..

__.,m_,
..
. .,..

,_.#.

Dahll

Ob@ct

dh~ncm

Cu?utmt

i
sS3f~wold

1. Whcn3~s

Z4~

:$;~@?

a Bunwd

S5theweldkt

bc increasd

sS2farwdd4rmn

m thg in-

@p cpening excd

crcose of

as m~h

3 mml.
nunbm

1)

Far weld c 4 mm th. weld tit

ta be increased or m~h CIJthm

t
~\l\&l

increase

~p aperiingexe+

of

2 mm.

..
. ..

..

. .
.

2.

,.

.,
. . .

When 5 s 510 clmmf*r4#ord

build w by welding.

..

..

-,

., .-,

..
,..

..

.
.

. .

..-

;:.,:

--&3!2):,

,.
,,

.-.

,,

.
.

. .
. .

3.

. .

men
t >10
weld apinst

ctomfar
flat kr.

we Iding clmmfercd
flat k

2#0~
After

std. romwa

and cmnpleto

by ~i

welding.
Altermtivel
1) ~OCtirnS

f-

atfw

k.

hdk~

x.

~krI

kuld

d~ckb~,

dl=d

In W-

~lol

welded

the flat

-n+

a r I ad.

~:
.

.,

,.

25

.
,.
.,

,.

&

,
.,

Altermtively,
n~w plate ta k Inserted, min 3W mm L+mdth.
General guidanc* when inuttl~
a now plot., 58* fm~ 20.

.-,
.
,,
.

..

,-

..
.

. ..

..-

..
,,

mina
3M

.,

.
.,

,, ..-.

L.
.

,,

,.

.
.

b. Sin@l. V butt Ad

Whom 8>3
mma cwrwtian
as ~
CblM
2 and 3 fw Iwtt weld akvm.

983

.,.
,.
.-

9-111

..

.----, -....-..
,37!+.

:b!.:~ ,, vii

. .

.,.

D&;l

:. Doublobvclht

..

IAx di.orwnca

Cowectiora

ri4
,,.

..

:.

. .

.
..

...

.,-q

.-.
.

.. .
.>

. ...,,

.7,

-4

. .

,,. .
,.
,,
...,

..

,.

-..

..

: ,.

.,-

..
, -..

.,.

.,. .,

.,

,.

s w 10 build up by welding
a@inst flat km. After welding
rermve flat bzr and canplet.
welding.

2. Men

...,., .
.?
...,.
,.. ,
,. ..

-.

.:
,------ . .. .. . ..

...

..

..+

::,

. .

..

. . ..
,.

,.

,. .

.,

,-

. .
..

,..

&..

. .

. ..

..

,,

.,

..

Altermtively new plara ~ &

inserhd, min w mm~~~h.
General guidance wh= inwrting a new plate =e pga 20.

..

.,

,.,

., ..--,

,.,

.,-

,
-,,

. . ..-

..-,

...

:-

..-.

,-.

,.

..:,
:.

,,-

,.

.,

.,-

..

..

w.

.,.

. .

..

~O?llt

butt

fasx
.. . . .

.When3 ~ s
Od

build

% 10 C~mF=r&

up by waldin~.

Welded $GTfOCOto k

W-.

.
,..
,,.
.

.
.

,..

,. .,
. . .

.
.

. .

.,.
.-

.. .

..

.
. .
.. .

Wk. s910 buildupby welding

w;nst flo! ~r W;l cpming S3.

. .
.-

-.

.-

..m

fhe

welded

lmr

is to be rmw+o

swfoce

tu &

Altcrtmtively the flat IxH con,%

weld~ 011 aro~.

.,.

. -

. .

flat

Where~O.

ard

. ,.

,.

-..
-.
.,.
II

...
.:,. .

.
..
J.,

.. .---..
.

--,.

,-

. . .,- .

.-. .
. . . .-.

-----.-,

.,.
. .
.,

,..
.-. .

,.
.

.,
,.
.

Alt.nmtlvcly
inserted,

.,.

plotm to b

Gtneml
guidanco when in.
aert;ng a n*w platm, H
pp

.
.
.

n-w

min 3CKImm lxdth.

20.

-.

. .
. .

9-

m-!y---..:
,.

.-,

.,

--~

,.,
:;..

.3

~,,m~w~
.

,.

,:,:.::%
-..,-:,

,:,.LL. ._-..

L....._

Dotdl

Ob@ct

.
mtt

nuai

When4=s%20build~by

84

dnt

4-

welding

until

WeldA

swfoca to be watd.

aponing

* 4.

When s 20 build w by
a~inst

flat Imr until

welding

apcnlng

S 4. Whereupon
flat br
removed and the welded

be ~Ouid .
Altemotivei
the flot k
IM wddd a r I arati.

is W k
SI.+C*

to

rnn

.. .
.,

,,

,.
,.

..

.. .
Altermtively new plot. to b inserted, min MO mmbrdth.
Geneml gui~ncm An
in-t~w.
a new plata, Se@~Q. ~.

,..

I==Q

Odd-

bvot

1s4

butts

iap bafom tswnwl

elding
Wd

S2Ub.ild
W~
until opening s ~.

Welded su-faco to k

of Do~io

buth

.W%en4<s
welding

-RF

lmu4

11-

.,
,,.
. .

I.==l

.-

.,,.

. ..

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

113

. ..

.,
..

w-.,

--

Corractims

Detail

Obieet

.Ip before

uble V-Mt

,..

S4

iolnfs

. ..

rmznml

Iding OF double

.W%en4<

sS20b.ild.pby

welding

until

Welded

surface

butt ioints

qcning
!0

S 4.

b,

Fowtd.

nmx 4

QLzZi
,,,

Men s z 20 new plate to b.

inserted, min ~
mm b+eadth.
Generol guidance when inssfiing a new plate, we VW 20.

Miwlignment of But? ioint in

deck, shell, tanktop etc within 0,4 or the length of tlw thip
k

aso,2xt,

s = 0,2x

tl r.1-s4

m-d djti

* plats.

ocing

Mimligrmmt
otiwr

Butt iolnt

hen a c 75 web ptoto tO b+ C@

ctween notch and hollow oa pg. Smyingclips to be welded
t the dwll plating as per fig.

.
LJTL

of nekh

~..

i.

~.~.-.
.-

I
L

..

ls2fwwdd

-+

S4 nun

.When3si5weldkti~
k increu+
a! mwch os ititi

of Wp opening xceeds 3 mm.

For weld * 4 mm weld thrmt to
be i.tread
os much os i~r~
of ~p Opening xceds 2 mm.
. Me.

.
+
d.=

I.

i$3fwwsld=4mn

II

17
. I

JL

t-

In

mmbom

..

I.

5 S s S 10 n;b to h

ond built

UD by weldi.n

Wening,

tio +int

ckmk.
M f#

5. -

When s w 10 burn off nibati

in~rt clip with th. ~.
hoi@t as tb nib.

,,..
.

..
.,

~.

----

a
20a

b-t.

I
1
I

bsd0

9-114

r-.-m
--:L:

L----

!.,
-,,..
...,,
.!. ,:.

L.

,..
.-.
___

--<.-.-r-w..

~yv?~
,,

Ihtail

Oblcct

m.

Dis@nce

MX dfvmpnc-

Cmmctlwm

kkeen

WokHwald~

. .t

m free cbIu

Dimerni~

Iistoncn Mweml
w Ids

I-*

. .

..
,,,

. .

,.

:~.,

>

.4

~ ~

.::.

g.
z

..

,.

...,:

..-

,.
b.

Distant.
fillet

.-,

btween

butt weld o-d

Dimenlian

If fillet

o ffeo cldco

weld,

weld

weld will

tuna

the butt w=ld bs

w-

tha fwtt

to k

w-d

.,

. .

. . .
..

.. .
,.
.,

,.?
.,

!
;.,
,,{

,..

,..
,,

1
,,

,.

.-

,-.

.,

-.

,.

,,
;.

3
Jotch onr
I fw at-d

!.

t-
weld

-~

aftmr

..!

rnk

L z 250 mm In-

When
I

Alternatively

a rnb.

o rmw notch.

)!
,,

kn

.,

..
mx 250

.
4
~eb-m@ian

Ilatm

:.

1. CaverA

2.

of ~

dtik

ord

x~erstrucbr*

decks.

C.verA

of deck k.mm

Prta

.-

qils

Wlwn

qsls

Wllml q ~ 15 plot* to b Ol!d.

qslo

Whmn

Men

* 8 plati

15 plot.

to b

til~~.

bulkhds.

, ,<

Prt

3. &;k;~~

pr~

4.

fmrti

of deck

Uncaved
Imw

5.

Oker

dtik

qse

In d-k

platu

strin~m,

in hull

swch=

Arn

in

tc.

brack.tx

...

.:

,.

.-.

rule

..

to bc placed
q fra

into 0 vslue
of m~gwi~

.-

,.,

all~d.

en plate

ard

rule to plot.

lar~?

arm to k
M

ti

l-t

O 3m

O/q,

,-.

,.:

all+.

di~tonce from -chathtr.

ValW
to h convertd,
whoro oWllrnblo,

.-

..-

to k

determi.~.
Rule ~hould r-t
plate at two poinh with at

!...

.- .-

rmmmlly

distance

,..

-...

to bo 011~..

. Determining
as por 515211112.
When determining
d.vlatim
km
planencs
a straight,
I motr.
Imo

,-

-..

10 plat.

Aell
plating,
upper d~,
forecastle
deck,
&L&lo
lmmn,
bulkh~s,
k,

., )

fingth.

.
..

. ..
. .

:,

. .
.,
.

&:

,.
1

..-

,
-,

.. .

..

. ,,

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

..
,.
..

...-

7-1.1>-

...

,. ..-

...

,.

O@t

Detail

Cmroctlwu

div*rgencrn

i
.-

15
hMfaCR

defeck

id
,,
F=~~4

in plate

it

,,

.,

,,.

.-

A. %ftrourd.
B.

d %0,07 t, Lwtnmximwn3 mm.

Sbp
buckland/or
SU%CO

When d-0,07
rw3mm
correctloms as per pint
1. Men

d ~ 0,07

3 mm, defects

flaws in plot..
2.

When

d 0,07

2 blow.

t, but tmxfmu-n
to b+ w.m-d
t defuck

off.

tobo

ground off, but not deeper tl-mn

0,2 t. After girding
cavity to
be welded
full

wi!h

1,5 mm -or

measure after which

weld has to be wound

.,

the surface becmnrn

tho

off *

even.

!1

9-116

.,,!

.. .._!

J_... ,, ...
.,

....,,,

...

.L .. _________
>-..
.,

,,

,.......-

btiul

Oqmct

:.

9A Mds

lIU
ding

w-i

s!

,ift Flttiw

..
.

pitierl)

..

...

be

SW%=*

removed.

Ill

to h

Wd.

SUrfocc def*c~
pOint Is.

clip

if

may runaln

ony

if woldd

al-ad.

,,
ngine.

Uft frttin@

pLmltp-

Ond

. .
,.

h,ld?.

iltcrnativcly

.
.
.

.-

o be rismoved.
,e rcpaitcd.
k

,..
,-.

o k cut 15 mm fran tfm plato swfoco.

ction dOCC
to
b
9fo~
fr- f~
b-.
,lternativ~ly
clips my r-in
if w*ldA
II Orowld.

.:

.
.

..

,.

..

.
,..

. .

surfocg

to k

rwnwcd

To b.

removed.

to be grow-d
if un~~f+

tic..

freo frmm km
PJOC~.

Tho surfaca to be ~.

-C=

Od

stOff

~COE

clipt

may remin

If my

to

If w*ldd

011 a~ti.

.,
ithwt

kction

Alternatively

. ..

,..
,..

d~

cut 15 mm frwn the plot.

To be removed.
Surface dofocb
k r~ired.
See point 15.

,.

,.-,

.,
r. k

lift

fittIn@

To k

cut 15 mm frm

Section

surface

Am plata

to be gro.rnf

sufocs.

frer

fran

ceiling
,.

To b r-vd.

-,.

re~ired.

%mfac. d*fecm If orry fo

%e

point

15.

10 b+ remowd. Tho x.rfocmto b- ~.

To be removed.
bm r~ird.
%

Surfac* defach
point 15.

To b cut 15 nun from

chlnd

t!wplate

If ony to

turfau.

coifi~

To k cut 15 mm frmm tho plato sm-foco.

To barwmwod

To b. removed. Sufac*

be re~ired.

,,

pint

dmf.ch
1$.

if a~ K

1
I

.,,

,.. . ,.
9-117

.. /
I

,..
Allmthmnanviminqr

. . . .. . .

Rk infdlnln~

Al Imth-it
Som complement till M@rder
Alterndv?
ler ft!liarde
fdt #kthwla ftikd.
Mindre
Iasfrhn

pbkb.da f8rbnd
fall till fall.

ex dttckha,
. ..,.

Inftillning av pl~t
Lfingd- oeh tvtirinfullning
ning vid Iokolt fel uths
Bcr~nde
ningen
plar.

pa var i farty~t
den inftillda

lrii;~ny

mellansk.tt
.

pl~t

nligt

b?.r wra

J,

Other,

ctc behand. . ... .

~ha.

at local

Is hsertcd,

defect$

fra

cam

A*

lntar-

M r.asa.

inserts to I& mmb

ac.c+ding

to be made according

ta fTq 1.

to fig 2.

Depemling on where in the ship the i.mr~ are nmde, it Auld b

obsew~ thu~ the, rolling direction of the insertd plot. 1s tho _
as for the odioccnt plate!.

valwikt-

wmma mm nttrligWnde

are trmtcd

Inserting plates
Longitdirnl
and tr.nsverml
and in~rts

new plata

membem, for lmtunce deck k-s,

strength

media te bu Ikhcadsr

fig 1 ach inftill -

inRiIlningen sker bmktas

pldtcn

._

Gonad
A-a
ctxnplcmcnt f= the Alternatively
fallowing
is valid for str*noth memhs.

@I-

,,

m plat utfbrs
nligt fig 2.

.. ..-

..

1)*

,,

----

-L

.-.

min
- .

, R3)

Infallning

av pralu

so fi93.

o dyl.

Inwrh

-,,

b*
,.

..-

of ~b

fig3.

.tC.
-

--,

.
-

lnfMllning

min ~

1-..
1
A

/
/

1
J rx
J-J=J
JI
1
. .

..

,.
mat in~t tnin~

~Mnns

.flg3

min 1~

2) Skew mcdden plbt m ska-s

svetms fMnt.
.3) R = 5 x pl~ttiocklcken.
D.xk min W -.
mol ~brunni.~m
svmbs fWst.
4) 5karvrveh
5) Profi Ien ~bunns,
mottvarardo
prafilens hid
infal lni~.
..

.,

,-..

1)Htif~r

1
4):...

.....

1) Cwner

nms.

.LJL

m $i*

..

,.
... . .
idnh

l:,. .
..

to b

robd

2) Joint to-roll

tawurd!

rhe plate b+ing ioined

the in=rt

to k

3) R = 5 x plate

thicknew.

4) Jaifit to-rd~

the reloaso

Min

75 mm Lw9vH.

m b

weldud

5) The prafil.
to be relmd,
cmr=sp~ins
Pofilm M uu mid. at tho inurt.

9-118,. :..

.,

mln 1~~~

wolduf ffd-

flint.
~

,.

~l~f

... ,.. . .,,>,,.., ,.,...

.
,W
..!

,. ...

,1<5.!

:r,
,:
w
G
*
,,

,:

--

mh

9 t
*I

..

,
Y

w
=

1(
.

...

-..
m
n
in

I ,.

I
I

-:1
,.
. . ,.

..

%
c
U
t

. .-

--

/ , \i
/.
+
,Y

J ~

-L .. . -.-

Q~
/

;1

/1

\--/#

l--

--l

....

APPENDIx

9.3.4

TRANSLATION
of
CHAPTER IX,

ALIGNMENT

AND FINISHING

BACKGROUND DOCUMENT 8-3

JAPANESE SHIPBUILDING

QUALITY

STANDARDS,

Translated
New York
July

1975

by Isao
Office
of

Takeuchi,
Nippon

Manager
Kaiji

Kyokai

1976

g-120

E:::Y::??:Y.

-~-.-.,-+-,
..,..--,h ..,...,,.,.., .

,,

, -,

..L
.

JAPANESE SHIPBUILDING
Chapter

Alignment

IX

This

QUALITY

chapter

and

STANDARDS (J.S.Q.S.)

Finishing

provides

standards

for

the

following:
,

Minimum

A.

distance

between

welds
.:,

B.

Normal

c.

Fitting

D.

Treatment

of

staging

sockets

E.

Treatment

of

lifting

eye

F.

Closing

of

holes

G.

Removal

of

temporary

welds

H.

Repairs

of

under-cuts

of

The

accuracy

accuracies
at

at

early

high
nor

is

it

The

standards

of

all

at

the

the

Therefore,
errors,

etc.,

chapter

provide
the

I.

ships

inaccuracy

inevitable

and
stages.

from

the

quality

obstructs
such
at

limits

is

A high

However,
tight
view

points

strength
the

and

final

and

subsequent

of

. . ....

results

repair

of

accuracy.
or

appearance,

not

. ,.,

the

and

construction

for

.;

practical,

whether

The

in

not

stages.

oversize/undersize

limits.

g-121

is

of

assembly.

methods

stages)
it

of

of accuracy

degree

standards

as misalignment,

the

an accumulation

sub-assembly

excessively

be decided

allowable

assembly
stages.

cutting

require

welds

final

assembly

some defects
are

temporary

the

at

final

the

pieces

construction

to

should

not

at

(especially

degrades
or

fitting

previous

economical,

inaccuracy

exceed

openings

accuracy

stages

accuracy

whether

root

standards
deviations

layout
in

this
which

Minimum

1X-A

Standards
of

J.5.Q.S.

these

distance

for

the

since

distances
The

reason

loft

engineers

case

no details

minimum

this
in

between

is

their

Design

why these
and

distance

a matter

designs

welds

design.

are

plan
are

between

In

are

fact,

---

------

beyond

many

the

scope

shipyards

specify

Standards.

standards

application

of

of

. ... . .. .

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

welds

included

sections

given

and

in

J.S.Q.S.

may need

they

have

is

these

to

that

mold

guidelines

in

decide

the

details

themselves.
Therefore,
no guidance

is

IX-B

provided

in

viewpoints

given,

the

Remark

These

decide

both

the

Remarks

for

Where
be fitted

be

referred

should

be

to

used

and

if

as

a guide.

also

usually

members

are

welded

members

included

in

the

are

J.S.Q.S.

from

the

and workmanship.

distance

between

should
and

be

Mold

welds:

referred
Loft

or

to
the

when
Plan

no details
Application

are

indicated

Section

has

in
to

construction.
limits

Normal
there
to

here

between

They

first

21)

plans,

Tolerance

welded

clearances

design

standards

detail

should
provided

between

Standards.

Minimum

principal

standards

normal

Design

on page
for

Standards

clearance

for

of

(Remarks

II

Design

Normal

Standards

the

the

these

show

the

clearance
is

between

difference
plates

figures

should

in

to

be measured

after

completion.

members
the

thicknesses

be welded

9-122

as

of
shown

plates,
in

Fig.

a stiffener
9.la.

to

,.
L ,,.
>,,
,. ,. .,
.-.,.
,,,,. ,,,
;,,

,,,

,.

.,,

.,

, .,.

,..,,.
~,

;::.,.,.,
!.,, ,.,

~
.,.

,,

,.-.

,:

, ;,,,!, ., !,,,..,.
.-.

,:,

i,

LJ.J-

.:

,,,

,,

.;

.. . ..
:..:<

/.

-----

.,...

...

, , ;-

.,,.

,);

.-

.,,,

,,:,

,:,.,,,,

:,,

,,

..
-,!
.,-. ,, .,.,/,. ,, . .,.,,..::,
.; ,( ,..
< !- <?.
!~ .- 7.,

L:;::, :...
-:-: .

,:

- - -

fy

,,.,,

Figure

9.la

Standard

Design

--

,,
t

Figure

9.lb

,,

Alternate
If the
stiffener

Design
clearance
is 3 mm or less,
or plate
is r~quired.

I
II
Ill
IV

,.;

c
6
t

Figure

of

Webs on both

sides
Web on one side
No webs
Webs fitted
in misalignment
Relative
Strength
Misalignment
Flange
Thickness

9.2
Ordinate:

. :

no adjustment

Abscissa:

Strength
of misaligned
specimen/Strength
aligned
specimen
flisalignment/Flange
thickness

of

.4 ./
.,
-..

&

,...

9-123

..-. . . .

,..--.-

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

If

the

construction

construction

shown

difference
any

in

thickness

Fitting

- C-1

and

of

the

9.la

is

may be adopted.

3 mm or

thinner

strength

less,

the

not
In

practical,

this

stiffener

the

case,

if

-,.

the

may be welded

without

can

strength

These
the

leg

in
the

of

from

the

lx

C-2

of misalignment

9.2

shows

the

plate

for

important

strenth

(t.

from

and

Fig.

can

9.4

fillet

weld.

of

tolerance

Quality

be

shows

determine

static
this

the

and

fatigue

experiment.

misalignment

members,

1/2

The

t.

should

and

1/2

misalignment

decreases
recovered

the

limits,

misalignment.

viewpoint

that

9.2

decreases
Fig.

of

the
of

results
for

t. misalignment

1/3

the

and

to

t.

be

for

1/3

t.

non-

= thickness)

weld.

choosing
amount

amount

an experiment

limits

strength

length

the

Fig.

performed

tolerance

12%,

fillet

group

the

be seen

by

welds

that

members.

It

fillet

his

joint.

We decided
the

of

between

strength

on

Fig.

Accuracy

Fujita

correlation

of

in

9.lb

is

Misalignment

Dr.

of

Fig.

shown

adjustment.

ix-c
lx

in

as

by

strength

we used
tolerance

it

decreases

by

8%.

increasing
increase

the
limits

the

the
by

results

increasing

of

chosen

leglength
tihe

a field

are

survey

appropriate

Control.
F

Misalignment

(Figure

and

of

Remark

beam and

on page

If

the

clearance

l~all

is

adjusted

to

a closer

position

frame

22)

5 mm or
without

less,

the

beam and

disconnecting

the

the

frame

frame

can

from

be

the

shell

9-124

... .... .

.. .

....=

//
Iii ~
..,..

ii

., .,.

..;.,>

.!

,.; ...,..,

.,,..

,...

.,..

.-

.,..,

!.,,.:.

,,. . . .. . :,.

~/,.// / /, /

tJX7CL
014FI

./

Figure

9.3

,- J .

thickness

,. , .

Case

Breaks

indicated

by

4 mm

6 mm

arrows

Ill

specimen

Wl = o

&t==o,5
1
, ~~$s:;:>s

1.1
j~vv

Id

.0
1

~,T-1.51

t/t=lio.

IF

0.9

Ii
1.0;

1.00

B=.

original

1.10

1.15

1.20

9.4

weld

increased

Ordinate:
Abscissa:

0.8
Figure

length

, ,

of

1.2

leg

1.3

1.0

weld

2
,:f,

Example

Fillet

Flange

leg

weld

Relative
Ratio
of

leg

length

length

Strength
leg lengths

1.25

IIkk_

,60

N=M2

120

U=l.99

80
40

Figure

p.n

1.2

2.25

l.ti

\ 4..?3

5.35

9.5

Strength

Members

Others

Standard
Range

Tolerance
Limit

.-+_

a s_t 1
32

a s_ t2
3

. . . ...

---

a <lt2
2

.
..

.,

IB/l

.3,.,

,-i-

plating.

We established

the

tolerance

to

5 mm.

be

. . . . .. . .. . . . .. .. . .

lx

lx

- C-3-a

C-3

The
of

up to

deeper
the

Allowable

Fillet

Welds
conducted

3 mm causes

no harmful

penetration

welding.

causes

openings

experiments

and

See

A root
pits

and

tolerance

by the

Committee

effects

on the

consequently

Fig.

opening

We decided
the

root

it

indicated
weld

increases

that

but

it

the

breaking

reduces

the

a root

opening

contributes

to

strength

if

9$.

bigger

than

3 mm, however;

strength

and

also

undercuts.
that

the

should

tolerance

should

be 2 mm because

3 mm.

be

openings

For

gravity-feed

in excess

of

bigger

than

welds,

2 mm cause

under-

cuts.
Corrective
For

1.

2.

action
openings

Increase

For

recommended
over
leg

openings

plate,

3mm and

for

openings

not

more

than

~mm;

not

more

than

16mm or

3 mm:

length.

over

Smm and

whichever

is

the

thickness

of

the

smaller;

.
Bevel

and weld

removed
or

Insert

after

with
the

a filler

Committee

a backing
welding

and

bar.
the

(The

backing

opposite

side

the

method

bar
is

to

is

to

be

be welded.)

bar.

SR 127

is

investigating

best

of

correction.

II

These

3.

or

For

standards

openings

should

over

the
,,

renew

the

Partially

Insert

a filler

is

appropriate)

bar.

be

size

reviewed

definedin

(Allowed

1!
j
;,
,!

the

conclusion

of

SR

127.

2.

member.

,.!

not

after

9-126

only

in

cases

where

partial

renewal

.-

~&@=-,.
J+
.ii
,,!
,,),

Rslml?

,,, ,.

HW2H

Standard
Range

Tolerance
Limit

aS3mm

a55mm

0+28
3.15
J20

m
!,..

ti=326

, i

lh-

40

IJ=l.57

,,
0

25L75 S.EL752Z

Figure

275X253.75

9.6

Standard
Range

Tolerance
Limit

as2mm

aS3mm

N=7W

L
2s

Figure

9.7

2.2s

3.3s

left

4.3s

S:ti
J

Undercuts

marker:

29.

right

27 .

Pits

marker:

25-

Leg

2321-

-
9.8

First
Second

Left Ordinate
Left
Ordinate
Right
Ordinate

E
;,,,,

Ii
.,

. ..

9-127

Load

Tensile
Load
Weld Leg Length
Tensile
Stress
Root

Abscissa

.,.

length

Stress

19-

Figure

appeared

Opening

(Kg)

(mm)
(Kg/mm2)

(mm)

~.
.,
B
.
.,. -

,1
:,

...
lx

C-3-b

Butt

Welds

. . .

.
.

,,

These-standards
manual
will

welds

as

the

be applied

one

some standards

the

~welding

in

specific

weld.

A small

root

opening

(O to

distortion.
not

deeper
Thus,

harm

A large

a small
strength

of

root

opening,

over

that

Recommended

the

openings

the

plate,

Attach

,.

:!,
>,,
i

is
bar,

very

For

individual

or

special

shipyard

welding

insufficient

procedure

penetration

causes

efficient

greater

angular

production,

but

it

more

smaller;

in

be 5 mm.

than

remove
method

by Yoshidas

impossible.

openings

not

bar

effective

welding

$hould
the

weld,

backing

bar

is

for

whichever

prepared

impedes

limit

5 mm and

report

an

5 mm, makes

over

This

manual

welds.

weld.

action

a backing

rewe 1d.

the

each

consequently

opening

tolerance

corrective

For

root

and

manual

weld,

2 mm) causes

gouging

the

We decided

1.

back

ordinary

manual

that

requires

to

sided

for

which

1.

should

such

provide

prepared

does

..

welds)

(Manual

larger

than

5 mm:

16mm, or

the

thickness

backing
is

group

bar,

adopted
which

preventing

back-gouge

as a

states

increases

result
that

of

of

and
of

a backing

contracting

,i,JI

stress.

,1-

bead,

Excessively
and

cause

large

defects

openings

in

the

ruin

weld.

the

appearance

We provided

the

of
upper

the
limit

,!

16mm or

.,

i<,

!1

2.

For
-

or

openings

Partly

Make

thickness

over

renew

a proper

of

the

the

plate,

size

plate

edge

may be adopted

the

whichever

defined

in

smaller.

1.

edge.

by welding.

when

is

the

(This

opening

is

build-up

25mm or

or,cl.adding

method

less.)

9-128

,:,
.!,

.,,
.......
...!

.,,
.,..

:,.

. .

...

-L.

. .

,...!.
..

-,.

. .

,
.

. . . ..

~.:ww
..)

. .

---

.-

,:,

.-

......!?!

;!;~~

5
P.WWI

i*2u

3.5

Tolerance

Standard
Ranqe

3.54

160

mm
120
N =622

so
i= 1.55

40

Figure

9.9

752.232.73 3.253,754.354.75

5.B

7>7-}25U

Figure

9.10

0,5

QS19

1.3

2.0

Standard
Range
OSaSO.8mm

Tolerance
Limit
() ~ a S 2mm

Standard

Tolerance
Limit
Osa
S5mm

.-

3.5mm

Figure

9.11

*
s

ndard
ange
1.
as

4
3
z
1
Figure

-----

..-,.,.. .

mm

Tolerance
Limit
O<as3mm

9.12

.,

.._._,.. .

9-129

>-

.. ...

,..... . .. . .... ......

..-.,
-

-..

,4

Tolerance
Limit
05a57

Figure

9.13

Ordinate
Abscissa
Figure

:
:

Load

9.14

Oi-za

2.25.
Standard

140.

Range
a~zmm

SG

a=].

25 0.751.251.752.25
2.753.25

9.15

Tolerance
Limit
a~3mm

1X= 228

40.

Figure

Breaking

Open i ng

3.754 .2jb.75

]3

5.75

(u)

9-130

~. .-

..h
L_-..
,..
,:,

,,

.....

..... .

..

.4,;
:i
:,,;

lx

C-3-c

Butt

There

,.

size of

many

are

root

specific

kinds

standards

it

which

that

should

types

of

automatic

welding

according

be decided

Submerged

One side

In
shipyard

types

set

to

and

the

the manual

of

up some common standards

We collected

welding.

the

member

up comnmn standards

submerged

arc

welding

submerged

proper
for

the

the

the

following

though

welding

We compared

shipyards.
for

even

them

welding

and

types:

welding

with

manual

or

C02 welding

arc

welding

with

copper

flux

arc

welding

with

asbestos

backing

or

backing
submerged

welding

electro
that

gas

it

is

not

standards,
..

will

methods

adopt

other

welding,

or

appropriate

to

the

for

is

such

shield

backing.

as

gas

electroslag
welding,

we

up comnmn standards.
are

quality

welding

fiber

above,

nozzle

set

ranges

as a guide
that

than

consumed

Standard

decided as such values

the

to

used by all

arc

One side

the

the

set

sides

Regarding

decided

all

we can

Both

welding,

desirable

are

is

cover

flux

of

and

Welds)

welding.

do not

found

(Automatic

openings

However,
they

Welds

decided

as values

control.

possible

that

Tolerance

without

limits

renewal

of

the

are
edge

plates.
1.

Both

side

submerged

The

tolerance

the

member

the

shape

limit

arc

welding

was decided

shipyards
intersection

that

according

openings
of

thin

of
plates

to

the

experience

2rrnn sometimes
and

special

are

of

found

shape

bars.

at

2.

Submerged
As the

...---

arc

welding

first

layer

manual

this

welding

of

welding,

we

One side

submerged

submerged

3.

with

adopted

the

or

C02 welding

is

performed

as

by

for

same

standards

arc

welding

with

copper

arc

weldlng

with

asbestos

the

flux

manual

or

C02

manual

weld.

flux

backing

or

No remarks

4.

One side

fiber

packing

No remarks

lx

C-3-d

Lap Welds

Lap welds

are

We conducted

simple

openings

the

on

and

this

9.14

As to
to

increase

5mm, the

lx

The
of

re4ult
the

of
if

are

Committee

for

the

of

tolerance

experiment

the

:..:

-;-

...

L.>.

_L,

-....

limits

available.

between

were

openings

the

opening

Butt

the

based

is

should

over
not

cause

be 3mm.

3mm, we think

bigger

than

adjusted

10% decrease

and

it

appropriate
If

5mm.

it

is

over

refitted.

Welds

strength
for

3mm openings

limit

high

an experiment
of

butt

tensile

steel.

9-132

:?,

is

a correlation

test.

tolerance

SR 95 performed

on fatigue

mild

The

be disconnected,

to

Misalignment

the

obtained

of

result

correction

member(s)

of
same

the

the

misalignment

and

information

result.

leglength

- c-4

loads.

We decided
the

No useful

today.

tests

breaking

shows

strength.

used

tensile

experiment

Fig.
of

rarely

welds.
steel

to

find
Figure

(HT50).

the

effect

9.16
Figure

shows
9.17

the
shows

H-T-so

t=16mm

/N=lW

2.

/ ,~zl(p
.
~
//

-/ /@=,,,

1.

/
;/:.
.fi=Ioz
,;&w
.
g>

Ordinate:

.(10%)

Figure

9.16

0.2

0.4

0:6

Fatigue
Fatigue

lvt

Strength,
Strength,

,..
.

no misalignment
with

misalignment

Abscissa:

Ms.

Relative

,y=](p

2.0
[

misalignment

t=16mm

/h=lo

:,/s
,~=

1o.,

1.5 -

. /

.O

N=,o,

/;.
I
.

Figure

,:#//

..TJ~

.4-10%)

9.17

l.o~

0:2

0.4

0.6

8/1

Wi

50-

40Standard

3&

Range
---

Strength
2V

Members

lW

Figure

9.18
0

l,-

..

0.5

ILL

1.5

2.5

,9-153

Limit
a

S 0.15t

max.

..

Tolerance

<jmm

,t,
I
$,
,.

-.

.,

**2U

50

2.46

-i
N=151
40-

~=Q,g4
u=O.76

30

2&

Non-Strength
Hembers

lb

Standard
Range
---

Tolerance
Limit
a : ().zt
max S 3mm

0
0

0.5

1.5 2

2.5 3

(m)

9.19

Figure

Figure

9.20

Spigot.-

patch-method

9-134

,1..
.,,,
,.. .. ..

...... ._...._._..
=._._. .._._ . . .

,.-.,7
-F..

:),

.,\ .,.

~.

Comparing

:.

both

sensitive

than

is

by 0.15

we see

figures,
mild

the

that

the

high-tensile

10% decrease

steel.

of

steel

fatigue

is

strength

more

(at

N=105)

,
,

caused

misalignment

in

t.
the

Considering
members,
0.20

the

t.

for

the

steel

from

in
(t.

possibility

the

high-tensile

steel,

and

by 0.2

for

the

t.

= thickness).
of

limits

-non-strength

above

the

mild

tolerance

Further,
that

misalignment

were

using
set

high-tensile

as

0.15

t.

steel
for

strength

important

members

andl,

members.

the

viewpoints

of

shouId

not

be bigger

tolerances

appearance

and workmanship,

we decided

3 mm.

than

-IX-D
IX-E

The
the

Treatment
eye plates

of

temporary

pieces

such

treatment

of

temporary

pieces

has

supervisors

owners

a decision,

the

consideration.

kind

and
of

the

ship

to

staging

been

classification

and

We referred

as

locations

those

sockets

decided

the

discussions

pieces

lifting

by consultation

with

surveyors.

To make

societies
of

and

are

taken

when we decided

into
on the

standards.

The

table

on page

Divisions

24

should

read

Location

of

Staging

In

Tanks

In

Engine

Need
Room

not

be

if
.
.-..

.,

&

Exposed

Parts

.-All

the

good

which

should
Lifting

be

removed

Eye

Pieces

On passages

appearance

section
of holds
coamings
. ..... .
.pieces
9-135

i
.,,

pieces

Sockets

On passages
places
where
required
is
At lower
On hatch

the

follows:

remaved

At

[n Holds

as

Same as

staging

sockets

All
pieces
except
those
on back surface
of decks
All

the

pieces

Closing

IX-F

Dr.
due

to

that

of

Kiharas

a butt

the

weld

80mm -

100mm.

stress

decreased

by butt

this

Closing

IX-G
G-1

have

of

greatest

where

the

smaller

has

than

between
the

residual

hole.

difficulty

making

than

in

200mm

stress

They

diameter

of

reported

the

80mm in diameter,

than

200mm should

when
method

is
closing
to

Removal

of

temporary

where

good

Places

good

shell

hole

the

is

residual

a good weld.

diameter

may be closed

be enlarged

to

200mm and

by.
closed

the

G-2

Places

good

for

obtaining

We know this

holes.

a small

hole

may be applied

good

which

only

to

can

welds

from

and

our

lower

experience.

be enlarged.

not

unimportant

members.

welds
appearance

plating,

deck

is

plating

required
and

superstructure

walls

are

required

appearance.

All

by ceiling,

plates

effective
small

close

lap

temporary

Structural

have

smaller

diameter

bigger

by

Exposed

lx

holes

correlation

and

is

a welder

that

stresses,

We adopted

to

hole

spigot-patch-method

residual

the

the

.;

weld.

The

lx

ole

is

the

but

gated

invest
close

Where

holes

weld:

to

stress

We decided
butt

holes

group

residual

where

welds

good

members
deck

in

composition

are

to

be chipped

ap pearance
tanks
and

is

and

not

other

off.

required

structural

some other

covering,

members

that

are

required

not

are

covered
to

appearance.

II
All
may require

the

temporary

welds

need

not

be

removal.

9-136

removed.

But

some conspicuous

welds

IX-H

Repair

Such
Beyond
Those

smaller

that
standards
Under-cuts

not

repaired.

of

under-cuts

of

the
should
at

Only

under-cut
be

places

serious

welds

as lmm deep

under-cuts

limit,

temporary

applied
where

should
to
good

and

be

10mm long

welded

places

and

where

good

appearance

is

should

be welded.

undercuts

required.

i,
!

.,

9-137

not

need

then

not. be repaired.

chipped

flush.

appearance
required,

is
are

No chipping

required,
usuallY

is

,.,
~!
.

.-.

..

...

...

., . .. . .

Lj

Dmmalwm

,,*

1.,E,Q3

$.

A,L.,
Iluult**u.

, PA

... :

#
,-6

,.,

*PIFA

mum

W;,*G

f4z.0

s ,.1!,

go I

*Jail,
Wblll

12

dsl

cmll,l,llul

coo

3wnloh

It

Zz
-itoo

lb,

s ,Urq

Moi ! * Wum

tw,fioj,,

SWlflolq

ql

%Umfi

Wmlo

to

Sml!!w
,,4.,

.,,ldls

,II,r A ,,nbn

Wll>#dd
.#?.bs

SInlmucl, q
.,o, mi!
11*hm,,,,,,a3

Umtt,,,
,,

, ..:
ml

10qkUAs

., .

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

. .-

,, .,...
;.,...!..

....!- . ,.

,. ,. ..,.

.,..,

-. ,
unclassified
Cl:!

S.~c~tri:v

::silica!ipn

DOCUMENT

CONTROL

DATA-

R & D

I
I

TOLERANCES IN THE
STATES COMMERCIAL SHIPBUILDING
INDUSTRY

SURVEY OF STRUCTURAL
UNITED

:
j.:

CICSCR,

PTIv

NOTES

{Type

of

report and

inclusive

dates)

Final
5.

AU TH0R6~,

(Fir_St

twine.

Report
middle

initial,

Iasl

name)

];

N.S. Basar and R. F. Stanley

REPOFtT

DATE

7.3.

TOTAL

No.

na.

0RIGIN4TCR.5

DF

PAGES

?b.

ADril, 1978

Ea.CONTRACT
i

Od

GRANT

207

NO.

This

document

and sale, its distribution is unlimited.

has

NO.

OF

REPs

102
=I=PORT

NUMBER(S)

been approved for public release

Naval Ship Engineering Center

/13.
4B5TRAC7
i

Deviations
from ideal
during construction

structural

design

of different

,. .

:~~,F:::6,~473
::J~;

types

of

and service are investigated.

Selected U.S.
commercial shipyards, ship owner/operators, steel mills, and foreign
classification societies are surveyed or interviewed with the purpose
of documenting major deviations and recurring structural imperfections,
and determining the factors leading to these deviations.
An effort is
also made to determine the extent of deviations from theoretical design
possible,
structural
tolerance
limits
which
and to establish, wherever
are most commonly used in U.S. yards and which can therefore be considered
representative of U.S. shipbuilding practice.
These are compared to
published international structural tolerance standards, and
recommendations are given for further study.
vessels

(PAGE
II

0101.507.6501

.-. ..

UNCLASSIFIED
Security

Classification

>

UNCLASSIFIED
-. .........
>f?L-Urlt~

~l~s~lllcatlnn

LINK

KEY

LINK

LINK

WOROS
ROLE

ROLE

Wr

*T

ROLE

WT

.,,,
.,:,.

Detail
Deviation
Fabrication
Shipbuilding
Survey
Standards
Tolerances

..... ...,.

... . ..,

l..
I

I
I

I
1

(
!
,.,

..

. ..-.

AS STFTFll
Security

Class

iF:catiOn

w----
I

-
-
~

I
i

SHIP RESEARCH
National

Maritime
Academy

COWIITTEE
-Transportatiotl
Research
Board
of Sciences-}lational
Research

Council
If

The Ship Research Committee has technical cognizance of thg

interagency Ship Structure Committees research program:
I

iJcLeax, ViY@nia
MR. 0. H. OAKLEY, Chairman, Consultant,
MR. M. D. BLIRKHART, Head, Maz%ne Science Affairs, Ofj%ca of Oceano~Gvhep
*
of the .Nauy
DR. J.
SteeL CoFpOmtion
UIMIE~, SenioP Stcff MetaZZargist, AIZlifCO
HR. D.
CCiURT5AL, Vita Prasi&nk,
DR.4V0 Corporation
DILLOll, Consultmt,
Sii!oe? Spring, ML~g2&
MR. E.
DEAN D
DRUCKER, CoZZegz of E~ginzer+~g, Universitg of IZZimis
IIR. U.
LKK, Consultant,
Ezi!timore,
t4arglmd
WIK,
Ezzcutive Seczwtary, Ship Research Cornzittee
MR. R.

The Ship Materials, Fabrication, and Inspection Advisory Group

prepared the project prospectus, evaluated the proposals, provided the
liaison technical guidance, and reviewed the project reports with the
investigator:

DR. J. N. CORDEA, Chairman, Senior Staff MetaZZurgist, AFWCO St~el Coqcmu+im

MR. J. L. HO!4ARD, President, Kvaermer-140ss,Inc., PJ.Y.
MR. J. G. K4LlFMA!l,knage~,
Tdznieal D.aaZopment= Akminun
Comwq
of Ame.<ca
Arehiteet, AMOCO Internatioml
OiZ Comp-&n~
!42. T. E. K1.SIW?, .iVCLval
DR. H. I. hlcHENRY, flat<ona~ Bureau of Stand&ds,
BouZdw,
CO
Dqt.
PROF. P. F. PACW14N, llater+ak Science &MetaZZurg<cat EmjrrJg.
Vanderbilt Univemiti~
PROF. 5. T. ROLFE, C<viZ Engineering
Dept., lkiversity of Fhzsas
PROF. G. C. SIH, Inst.of
Fracture & Solid Mechanics, Lehigh .Wniva?sity

_,_.
...
----- * . ...,
..

. .

,,->

I
,ii

A.-..

..

.-

..

..i.=...

4d.

..<,, L,..

--il.

>2.,...

.,

.!.t~ti-~

,:,

,.

SSC-258,

SSC-259,
SSC-260,

SSC-261, Z%wvwzting Delayed Cracks in Ship Welds - Part I by 1-1.

W. Mishler.

1976.

AD-A031515.

SSC-262, Preventing
DeZayed C~acks in Ship WeZds - Part II by H. M. Mishler.
1976. A1l-A031526.
SSC-;63,

Ca2<bration of Ship Response Instrwme-urz

[SL-7-7) -Statie Stmo-Z
system Aboard the Sea-Lund MeLean by R. R. Boentgen and J. W. Nheaton.
1976. AD-A031527.

SSC-264, (sL-7-8) - First Season ResuZks from Ship Response Instrwnentation Aboard
the SL-7 CZUSS Containership S.S. Sea-Land McLean in North AtZantic
Service @ R. R. Boentgen, R. A. Fain and J. W. Meaton.
1976. AD-A039752.
SSC-265, 4 S:zzdyof Ship HUZZ Crack Arreste~ Systems by M. Kanrtinen, E. Mills,
I

Ib. Hahn,

1976.

C. Marschall,

D. Broek,

A. Coyle,

K. Masubushi

SSC-266, 1?ev-ieu of Ship StrueturaZ Details by R. Glasfeld,

i

md

D.

and

K. Itoga.

AD-A(140942

Zoner.

1977.

D. Jordan,

N.

Kerr,

Jr.,

AD-A040941.

SSC-267, Compressive
Strength of ship Hull Girders - Pam$ III - Theory and
(kZiitionaZE~etiments by H. Becker and A. Colao. 1977. AD-A047115SSC-268, EiivironmentaZWave Data for Determining HuZ1 StzwctiuraZLoadinus
.
by D.

Hoffman

S,SC-269, Stzwetmal

and D. A. ~lalden. 1977... AD-A047116..

TeEtS

of

SL=7 Ship ModeZ by W. C. l.Jebster

and H. G. Payer.

1!377. AE1-Ao47117.

j
.,,,,,
)

SSC-270, Gross panel Strength Under Combined Loading by A. E. ilansour. 1977.

AD-A049337.
i
Xests
SSC-271, A Cm=reZation St7udyof SL-7 ContainershipLoads and Motions - fi!odeZ

and Computer Simulation by P. Kaplan, T. P. Sargent, and !1.Silbert. 1977.

AD-A049349.
.- SSC-a272, In-Serviea Performance of Structural DetaiZs by C. R. Jordan and C. S. Cochran. ......

1n7n

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