Hull condition , Propeller condition , Draft, trim and displacement

1 Displacement
The ship’s displacement shall be within 2% difference of the actual required displacement. If
model test results are used for the analysis of the Speed / Power (S/P ) Trials, the displacement
used in the model tests shall be within 2% of the displacement during the S/P Trials.
Draught at the perpendiculars, trim and displacement of the S/P Trials are obtained by averaging
the ship draught mark readings. The ship shall be brought into a loading condition that is as close
as possible to contract condition and/or the condition at which model tests have been carried out.
The loading condition shall be confirmed at zero Ship Speed. Draught at the perpendiculars, trim
and displacement shall be obtained at the beginning of the trial.
Displacement shall be derived from data or using quadratic equations with hydrostatic data,
taking into consideration the hog/sag using the draught data (forward, aft and at half length) and
the density of the water.

Vessel Condition:
+ Tanks:
Tanks are to be filled based on the deadweight required during the sea trials, as per the contract
specification. This is to include the overall consumption of fuel, fresh water and other oils sufficient
enough to safely conduct the sea trial, while taking into consideration the consumptions of these for
the safe return after the trials.

+ Ballast / Bilges:
All bilges should be dry. Measure and estimate any remaining quantities of bilge water.

+ Items On-board / Deadweight’s (incl. Liquids):

Survey the entire ship to identify all items, which need to be added to the ship, removed from the
ship, or relocated on the ship to bring the ship to the trials condition. Each item should be clearly
identified by weight, LCG, VCG & TCG. Any temporary equipment and dunnage and the people
onboard during the sea trial shall be accounted for in the deadweights table.

2 Trim
The trim shall be maintained within very narrow limits. For the even keel condition the trim shall
be less than 1.0% of the mid-ships draught. For trimmed trial conditions, the immergence of the
bulbous bow shall be within ± 0.1 m read at the forward draught marks, of the ship condition for
which model test results are available.
In case draught and trim requirements can-not be met at the same time, the above immergence
requirement of the bulbous bow supersedes.
3 Hull & propeller

Hull :

Ideally , The ship shall have clean hull. Hull roughness and marine growth can increase the
resistance of the ship significantly but are not corrected for in S/P Trials. Therefore, it is
recommended that the hull and propeller(s) are cleaned just prior to the sea trials.

Hull conditions must be reported to allow an evaluation of the trial results for scientific purposes. No
correction of trial results is expected based on the condition of the hull. However, the trial report
must clearly state the hull conditions. Hull cleaning, if necessary, is negotiated between the shipyard
and the shipowner. It is desirable that quantitative information on the fouled and roughness
conditions be documented.

The information that is required to be reported is as follows: a. For a clean hull, documentation
indicating manufacturer and kind of paint used, paint layer thickness and, if available, roughness
measurements (average, standard deviation, and distribution along the hull) should be provided. b.
For a dirty hull, documentation indicating visual observations of any fouling, and date of last dry-
docking should be provided.

Propeller :

Ideally , The ship shall have clean propeller . It is recommended that the propeller(s) are cleaned
just prior to the sea trials.

Propeller conditions must be reported to allow an evaluation of the trial results for scientific
purposes. No correction of trial results is expected based on the condition of the propeller(s).
However, the trial report must clearly state the propeller conditions. Propeller cleaning, if necessary
is negotiated between the shipyard and the shipowner.

The following information should be reported:

a. Last date of cleaning
b. Means of cleaning
c. Roughness measurements, if available: 1. Average 2. Standard deviation 3. Distribution along the
blades
d. Physical damage, if any

4 Density and temperature at the location of the measurements:

The local seawater temperature and density at the trial site need to be recorded to enable the
calculation of ship’s displacement and corrections with regard to viscosity.

The water temperature should be taken at sea water inlet level.

Air temperature and atmospheric pressure should be measured at the trial location using a
calibrated thermometer and barometer.
5 Wave measurements:
Preferably the wave height, wave period and direction of waves due to wind and swell should be
determined using instruments. Use can be made of wave buoys or instruments onboard the ships
such as a wave radar and wave scanner.

Although less accurate, wave observations may also be determined from observations by multiple
observers, including an experienced captain, supported by hindcasting if the expected effect of the
seaway is significant.

6 Depth measurement:
This can be done by using the ship echo sounder. It is important that the echo sounder is calibrated
before the speed run in combination with the check of the depth on the charts and that the vessel
draught is taken into account.

Continuous recording of water depth is recommended.

7 Wind measurements: ( more applicable during Speed trials )

The ship’s own sensor, or an external wind meter can be used. The wind meter must be as clear as
possible from the superstructure. In the analyses of the measurements the wind data from two
consecutive runs at the same power level are combined to eliminate effects due to the ships
superstructure. Continuous recording of the wind during each run is recommended.

8 Location :
The Sea Trial shall be conducted in a location where the environmental conditions are constant and
have only the smallest possible impact on the vessel in order to avoid unexpected environmental
effects in the Sea Trial results.
This means that the speed trial range shall be located in a sheltered area (i.e. limited wind, waves
and current). Furthermore, the area shall be free from hindering small boats and commercial traffic.
Primary parameters :

The primary parameters to be measured and the accepted measurement devices

Acceptable measurement Unit

devices

Ship Track DGPS [Latitude,

Longitude] or [m]

Speed over Ground DGPS [Knots]

Shaft Torque Torsion meter with [kNm],

or Shaft Power calibrated [kW]
permanent torque
sensor or strain
gauges.
Power calculated
from torque and
RPM

Shaft RPM Pick-up, optical [RPM]

sensor, ship revs
counter

Propeller Pitch Bridge replicator

Time GPS Time, [s]

Stopwatch

Water depth Ship echo sounder [m]

+ nautical charts

Ship heading Gyro compass, or [deg]

compass- DGPS

Relative wind, Ship anemometer, [m/s], [knots],

speed and direction dedicated trial [deg]
anemometer

Wave height, Wave measuring [m],

period and device such as [sec],
direction wave buoy, radar. [deg]
Observation by
multiple Mariners.

Draughts Physical [m]

observation and /
or calibrated
draught gauges

Secondary Parameters : To be measured at site

Seawater density Salinity sensor, [kg/m3]

Conductivity
Density
Temperature
(CDT) sensor

Seawater Thermometer, [ºC]

temperature CDT sensor

Air temperature Thermometer [ºC]

Air pressure Barometer [hPa], [mBar]

Sea Trial TESTS :

Anchoring Test :

Speed shall be not less than 0,15 m/sec. The speed is to be measured over two shots of chain cable during the
total trip; the trial should be commencedwith 3shots (82,5m)of chain fully submerged.

Minimum requirements:
– 3 shackles to water ( 82.5 m) –
Hoisting speed to be min : 9 m/min (to be measured over 2 shackles, i.e. 55 m)

Anchor / Anchor Windlass Port Starboard Port & Starboard

Shackles to water
Measurements
Current [A]
Hydraulic pressure [ bar ]
Time ( from -- to - ) [ mins , s ]
Hoisting speed [ m / min ]
Brake condition
Chain stopper condition

Stopping test : The stopping test is used to express the qualities for emergency manoeuvres. The
obtainable information are stopping time and stopping distance of the ship from the time at which
an astern engine order is given until the ship is stopped dead in the water.

Minimum revolution test :

1. Establish a steady ship speed in accordance with the trial agenda (normally maximum speed in
harbor) and adjust the ship’s heading to a steady course. At a position roughly one ship length
before the point where the rpm is changed, start the acquisition system.
2. Main shaft revolution is gradually decreased until the minimum revolution necessary to keep the
engine running smoothly is found.
3. A confirmation run at minimum revolution is carried out for about one minute.

[Note: The test should be performed in calm sea conditions. Rudder should be set midships during
the confirmation run ]
Steering gear Test :

Main Steering gear : at maximum ahead service speed …from 35° on either side to30° on the other side
in not more than 28 s

Auxiliary ( Emergency ) Steering gear : from 150 on one side to 150 on other side with not more than
60secs with ship at its deepest seagoing draught and running ahead at one half of the maximum
ahead service speed or 7 knots , whichever is greater.

STEERING GEAR TEST

Water depth [m]:

Draught fore [m]:
midship [m]:
aft [m]:

Rudder emerged:□ Yes□ No

Minimum requirements:
Time limit for rudder "hard over": – only main steering gear running 28 s with contractual speed
from 35 °P (S) to 30 °S (P) – Emerg. rudder 60 s at 50 % ship's speed, min. 7 knfrom 15 °P (S) to 15 °S
(P)Passenger vessels: 28 s with contractual speed from 35°P (S) to 30 °S (P) – Emerg. rudder
P (port) S (starboard)

Pump Shift the helm Time Max.hydr. pressure Max. electric current
Unit from - to [s] [bar] [A]
PUMP I
PUMP I
PUMP I
PUMP I +II
PUMP I +II
PUMP I +II
PUMP II
PUMP II
PUMP II
EMRGY
EMRGY

Additional info :Ship's speed : ( knots ) Propeller revolutions [min-1]:

Endurance Test :
Operational data recording - 4 hours at rated speed ( MCR ) – this period includes UMS test
+ 2 hrs as mentioned below

The following are the measurements recorded during this test.

1. Noise levels are recorded at various places on the ship

2. Similarly, vibration levels are recorded at different places
3. The capacity of Fresh Water Generator is recorded
4. The performance of Exhaust Gas Boiler is assessed.
5. Fuel Oil Consumption in litres/hour is recorded and Specific Fuel Oil Consumption (SFOC) in
gm/kW/hr is calculated.
6. Power is recorded from Shaft Horsepower Meter
7. Load on Diesel Generator Sets is recorded
8. All systems are checked for any leakages
9. The temperatures and pressures of all systems (Fresh Water (FW)/ Lube Oil (LO)/ Fuel Oil
(FO)/ Sea Water (SW) / Exhaust Gas) are measured and recorded
10. Auxiliary units, to verify no presence of overheating.
11. Monitoring of electrical gear units performance to required standards.

Imp : Additional 2hours at engine speed corresponding to normal continuous cruise power (
approx 85%MCR )

Blackout simulation test :

Prime mover engine must stay in service or steering capability shall be regained within 45 s and must
be verified

Tripping by :
1. AE safety system
2. Gen overload trip

Time sequence
Tripping ( in secs )
Start of Standby DG ( in secs )
Standby DG connected ( in secs )
Power supply re-established ( in secs )

Sequential restart of main system :

Steering gear
All relevant pumps
Air compressors
E/R fans
Miscellaneous
Starting and reversing test :

Starting condition
1. Only 1 main air reservoir is kept in use . Other reservoirs are isolated from the starting air
line.
2. Safe starting on engine is given with a pressure of ______ bar.
3. A sufficient control air supply from relevant systems is guaranteed

Main engine Main engine

Օ reversible O not reversible O fixed propeller O CPP

Starting air receiver

• Numbers :
• Volume [ l ]:
• Working pressure [bar]:

Minium Requirement :
Main Engine with Fixed propeller : min . 12 reverse and start manoeuvres .
Main Engine with CPP : min . 6 start manoeuvres
Main Engine with Gear : min . 12 reverse and start manoeuvres

Note : For ships with 2 Main Engines , the min. requirement is for each engine.

Manoeuvre Starting air receiver

O starting test Air Receiver number
O comb. revers./starting test [bar]
Initial Pressure
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15

Safe starting on engine is given with a pressure of ______ bar.

A sufficient control air supply from relevant systems is guaranteed



Dead Ship Recovery Test :

Dead ship condition means , the condition under which the main propulsion and the
boiler and auxiliaries are not in operation due to the absence of power .

The ship machinery installations shall be so designed, that they can be brought to operation
from dead ship condition.

DEAD SHIP STARTING PROCEDURES

1. Use Emergency air compressor or EMERGENCY GENERATOR ( to start emergency air
compressor ) to build up pressure
2. Once emergency air pressure tank reaches 12 Kgf/cm 2, prepare to start generator #1.
3. Line up FO system, FW system and SW cooling system.
4. Start generator #1 and close the air circuit breaker
5. Start generator cooling SW /FW pump.
6. Start main air compressor and fill up the main reservoir
7. Start generator #2 and synchronize with generator #1.
8. Start aux. Boiler and commence heating with the fueltanks.
9. Start purifier and fill up the fo service tank.
10. Line up fo,lo,fw and sw cooling system for main engine.
11. Start main lo pump and warm up main engine temperatures if required .
12. Check all main engine alarms are clear and reset to original condition
13. Start main engine and check all parameters.
14. Once confirm smooth running, gradually increase rpm until normal speed is attained.
Note : Whenever there is a blackout , the Emergency battery comes into action even BEFORE
the auto start of Emergency Generator . So there is some light in E/R and accommodation .
Unmanned Machinery Space Test during trials ( duration : 4 hrs ) checked during endurance
test

In addition to endurance tests, the suitability of the installation for operation in the unattended
mode is to be demonstrated during sea trials over a four hours period observing the following:

a. Occurring alarms and the frequency of operation both during steady steaming and under
manoeuvring conditions using bridge control.

b. Any intervention by personnel in the operation of the machinery.

c. Stable operation in, and transition between, power plant configuration modes which are not
considered as manual operations. The trial time of each operating mode for the electrical
power system is to be sufficient to demonstrate that the transitions can be performed with
an unattended engine room, and a stable running condition achieved

Note : Prior to starting the UMS test , all parameters to be checked to ensure running condition
of ALL machinery are normal .
Bilge wells to be kept as much as dry prior to UMS test ,to avoid alarms

Durig UMS test , no personnel is allowed to enter the engine room . Only 1 representative from
shipyard , 1 Class Surveyor & 1 Owners representative remains in ECR during the UMS test
duration to observe parameters and nature of alarms ( if any ) .

Fresh Water Generator Performance Test

General : The production capacity of the Fresh Water Generator to be tested and documented
Duration : Min : 2 hours , maximum : 4 hours
Ideally , the test can be carried out during Endurance test

Speed trial:

Speed trials to be carried out over a measured mile and speed recorded by use of GPS with the
vessel loaded at a Trials Load Condition. Trials will be at the continuous engine output of approx.
100% MCR, 85% MCR, 50% MCR, 25% MCR ( optional ) .

Preferred course is into and away from the wind (upwind & downwind) as heading across the wind is
more difficult to adjust for.
During the trial the following readings to be recorded for each run:
a. Main Engine RPM
b. Speed
The following will be observed during the running of the trials:
a. Sea state, water depth, wind conditions & current conditions shall be recorded.
b. On first approaching the test mile, the vessel should be kept steady on course at the required rpm
for a distance, sufficient enough for the vessel to run from rest to achieve the required speed. On no
account should the engine settings be adjusted during the runs once first approach has been started.
c. At least two observers are to average the speed displayed by the GPS over the test mile.
+ NOTE:
Modified Williamson turns will be executed between each run to return the ship to the reciprocal
baseline and to the same ground area, in which the previous run was conducted. This procedure is
used to avoid the possibility of coming across different magnitudes of seawater or wind due to large
changes in the geographical position of the ship. Engine throttles should not be moved during this
evolution so that the ship’s machinery plant will steady out sooner. The rudder angle used in this
manoeuvre should
be such that
at ship speed and time loss will be minimised.
+ Run Duration:
The trial duration should be between 5 and 10 minutes in order to accommodate a speed/power
measurement within the required accuracy. The following minimum run lengths should be observed:
– for speeds of 18 knots and above: 3 nm
– for speeds below 18 knots: 2 nm.
+ Trial Direction:
For large vessels it is strongly recommended to carry out the speed runs with and against the
dominant wave direction, because good correction methods exist for w wind
ind from different wind
angles, but not for waves.
Once the heading for the trial is fixed, and the reciprocal heading for the return run, the selected
tracks should be maintained very precisely throughout the trial. It is imperative that extremely tight
control
ontrol is exercised during the conduct of the trials to minimize as many variables as possible that
could unduly influence the speed power relation.
+ Steering:
An experienced helmsman will be required to maintain heading during each trial run. He should use
minimum rudder angles commensurate with maintaining a steady heading.
During the run, the single amplitude of variation of rudder angles shall be within 3 degrees.
Furthermore the measured counter rudder to maintain a straight course shall be within 5 degrees.
+ Approach:
The trial approach should be long enough to ensure a steady state ship condition prior to
commencement (COMEX) of each run. During the approach run the ship should be kept on course
with minimum rudder not to retard the vessel.
No fixedd approach distance can be given. To verify that the vessel reached the steady ship condition
the measured values of shaft r/min, shaft torque and ship speed in the control position should be
used. The condition is considered “Steady” when the ordered r/mir/min(s),
n(s), shaft torque (kNm) and the
ship speed (kn) are steady.
+ No. of Speed runs:
All speed trials shall be carried out using double runs, i.e. each run should be followed by a return
run in the exact opposite direction performed with the same engine settings. To determine the
speed-power curve for the first of a series ship, a minimum number of 4 (four) double runs at 3
(three) different power settings are required. These runs comprise:
• 2 (two) double runs at the same power setting around the contract power
• double runs at two other power settings between 65% and 100% MCR.
The 2 (two) double runs around contract power are required to compensate for tidal currents and
should be conducted at daylight to enable a clear observation of the wave conditions.
If the results of the speed trials of the first of a series are acceptable, sister ships in that series may
be subjected to a reduced speed trial program. For identical sister ships it is sufficient to conduct 2
(two) double runs at the same power setting around the contract power in order to confirm the level
of the speed/power curve obtained by the first vessel. In case it is proven and accepted by both
parties that the maximum current speed in the speed trial area at the time of the speed trials is less
than 0.2 (zero point two) knots, the two double runs required for sister ships can be reduced to one
double run.
For both the first of a series and following ships, one additional double run should be conducted for
each power setting in case:
• Strong variations in current can be expected;
• Wave height is around the limiting conditions and significant wave induced motions are
observed;
• A long duration is required for the whole speed trials, the time and sequence between all
the speed runs and the presence of time gaps between the runs;
+ Test sequence speed trials:
1-Check displacement by draught reading fore, amidships at two sides and aft, prior to the speed
trials in the trial area; Check zero setting of the torque measurement, measure the absolute wind
velocity and direction. (All data collected with the ship stopped in the water);
2-Measurement of specific mass of sea water prior to the trials in the trial area;
3-Weather observations (measurements of air and sea water temperature, relative wind speed and
direction);
4-Fixing of measuring course against direction of seaway;
5-Navigating through the approach distance on direct course;
6-Prepare all measurements to start (3 min. in advance of measurement);
7-Start speed run. Control levers should remain unchanged, maximum rudder angle shall not be
more than 3 deg. port and starboard. After agreed duration (5 to 10 minutes) or distance (2 to 3 nm)
stop speed run;
8-Turn ship with small rudder angles to navigate the counter run at the same geographical location
as the first run;
9-Repeat steps 5 to 8.