Reparasi kapal

GUIDE TO SHIP REPAIR

ESTIMATES

(IN MAN-HOURS)

GUIDE TO SHIP REPAIR

ESTIMATES

(IN MAN-HOURS)

Don Butler

OXFORD AUCKLAND BOSTON JOHANNESBURG MELBOURNE NEW DELHI

Butterworth-Heinemann

Linacre House, Jordan Hill, Oxford OX2 8DP

225 Wildwood Avenue, Woburn, MA 01801-2041

A division of Reed Educational and Professional Publishing Ltd

A member of the Reed Elsevier plc group

First published 2000

© Don Butler 2000

All rights reserved. No part of this publication

may be reproduced in any material form (including

photocopying or storing in any medium by electronic

means and whether or not transiently or incidentally

to some other use of this publication) without the

written permission of the copyright holder except

in accordance with the provisions of the Copyright,

Designs and Patents Act 1988 or under the terms of a

licence issued by the Copyright Licensing Agency Ltd,

90 Tottenham Court Road, London, England W1P 9HE.

Applications for the copyright holder’s written permission

to reproduce any part of this publication should be addressed

to the publishers

British Library Cataloguing in Publication Data

A catalogue record for this book is available from the British Library

Library of Congress Cataloguing in Publication Data

A catalogue record for this book is available from the Library of Congress

ISBN 0 7506 4834 1

Typeset by Avocet Typeset, Brill, Aylesbury, Bucks

Printed and bound in Great Britain by Biddles Ltd,

Guildford and King’s Lynn

Contents

List of figures vii

List of tables ix

1 Introduction 1

2 Drydocking works 5

Berth preparation 5

Docking and undocking 6

Dock rent per day 6

Hull preparation 8

Hull painting 10

Rudder works 13

Propeller works 14

Tailshaft works 17

Anodes 20

Sea chests 22

Docking plugs 22

Valves 23

Fenders 25

Anchors and cables 26

Chain lockers 27

Staging 28

3 Steel works 29

4 Pipe works 35

Contents v

5 Mechanical works 41

Overhauling diesel engines (single-acting, slow-running,

two-stroke, cross-head) 42

Overhauling diesel engines (single-acting, slow-running,

in-line, four-stroke, trunk) 47

Valves 52

Condensers 55

Heat exchangers 56

Turbines 57

Compressors 60

Receivers 61

Pumps 62

Boilers (main and auxiliary) 67

6 Electrical works 69

7 General works 83

8 Planning charts 85

Sample graph loadings for major trades in ship repairing 89

Index 93

vi Contents

Figures

1 A vessel sitting on keel blocks undergoing repairs in

dry dock 6

2 A small grab dredger in a graving dock 8

3 Hull preparation by water blasting and hull painting by

airless spray 10

4 The rudder and propeller of a small vessel in dry dock 15

5 A propeller undergoing tests 16

6 Repair of damage to shell plating 31

7 Main engine cooling-water pipes 37

8 A main propulsion diesel engine 42

9 A ship’s medium-speed main engine 47

10 A ballast system valve chest 53

11 A standard screw-lift globe valve 54

12 A vertical electric-driven centrifugal water pump 63

13 A main electrical switchboard in a machinery control room 69

14 A generator control panel in a main switchboard 70

15 A standard AC induction electrical motor 72

16 A ship’s main diesel-driven AC alternator 74

17 Grouping of electric cables on a cable tray 78

18 Control panels of a ship’s auxiliary equipment 81

Figures vii

Tables

2.1 Shifting of blocks after docking vessel 5

2.2 Dock services 7

2.3 Removal of rudder and stock for survey 13

2.4 Propeller works (fixed pitch) – 1 13

2.5 Propeller works (fixed pitch) – 2 15

2.6 Propeller polishing in situ (fixed pitch) 16

2.7 Tailshaft/sterntube clearances 17

2.8 Removal of tailshaft for survey 18

2.9 Gland and Simplex-type seal 19

2.10 Anodes on hull and in sea chests 20

2.11 Sea chests and strainers 21

2.12 Sea valves 23

2.13 Ship side storm valves 24

2.14 Hollow fenders in half schedule 80 steel pipe 25

2.15 Anchor cables (per side) 26

2.16 Chain lockers (per side) 27

2.17 Erection of tubular steel scaffolding 28

3.1 Steel works renewals 32

4.1 Pipe work renewals in schedule 40 and schedule 80

seamless steel 35

4.2 Pipe clamps 38

4.3 Spool pieces 39

5.1 Top overhaul 43

5.2 Cylinder liners – 1 44

5.3 Bearing survey – 1 45

5.4 Crankshaft deflections – 1 45

Tables ix

5.5 Four-stroke trunk-type main engines 48

5.6 Cylinder liners – 2 49

5.7 Bearing survey – 2 50

5.8 Crankshaft deflections – 2 51

5.9 Overhauling valves 52

5.10 Main condenser 55

5.11 Overhauling heat exchanger 56

5.12 Main steam turbines 57

5.13 Flexible coupling 57

5.14 Auxiliary steam turbines 58

5.15 Water-tube boiler feed pumps (multi-stage type) 59

5.16 Oil tanker cargo pumps 60

5.17 Air compressor (two-stage type) 60

5.18 Air receivers 61

5.19 Horizontal centrifugal-type pumps 62

5.20 Reciprocating-type pumps, steam driven 64

5.21 Reciprocating-type pumps, electric motor driven 64

5.22 Gear-type pumps (helical and tooth) 65

5.23 Stearing gear 66

5.24 Cleaning of water-tube boilers 67

6.1 Insulation resistance test 69

6.2 Switchboard 70

6.3 Electric motors 71

6.4 Electric motors for winch/windlass/crane 72

6.5 Electric generators 73

6.6 Installations of unarmoured, flexible, multi-core,

rubber-insulated cable 75

6.7 Installations of rubber-insulated, armoured flexible cable 77

6.8 Installations of rubber-insulated, armoured flexible

single-core cable 79

6.9 Installations of electric cable tray 80

6.10 Installations of electric cable conduit 82

7.1 General cleaning 83

7.2 Tank cleaning 84

7.3 Tank testing 84

x Tables

1 Introduction

This guide has been produced in order to outline to technical superintendents

of ship owners and ship managers the manner in which the

commercial departments of ship repairers compile quotations. The

ship repairers use their tariffs for standard jobs to build up their quotations.

This guide is based on these tariffs, but is made up in manhours

to assist long-term pricing. It can also be of assistance to

shipyards without this information to prepare man-hour planning

charts, helping them to assess manpower requirements for jobs and

to produce time-based plans. Man-hours have been used so that this

book will not be ‘dated’ and can be used without encountering the

problems of increases in costs over the years. Where man-hour costs

are not possible, these have been noted and suggestions made to

compile costs against these items.

Apart from steel works and pipe works, no cost of materials has

been included within this book. Only man-hours are used in order

that the compiler may assess shipyards’ charges based on the current

market price of labour.

Where materials are conventionally supplied by the repair contractor,

these have been built into the labour costs and evaluated as

man-hours. Apart from steel works and pipe works, the cost of materials

in the jobs listed are generally minimal when compared with

labour costs. So, apart from these two, most of the other costs will be

consumables.

A comparison between various countries has been included. The

workers of some countries have more efficient skills than others.

Some establishments have more sophisticated equipment than others.

Introduction 1

However, common ground has been assumed in the output of

workers in standard jobs.

It is stressed that this book considers only ship ‘repairs’, that is,

removing damaged, worn, or corroded items, making or supplying

new parts to the pattern of the old and installing. It is not meant to be

used in its entirety for new building work, although, in some areas, it

may prove useful.

Unless specifically mentioned, all the repairs are in situ. For

removing a specific item ashore to the workshops, consideration

should be given to any removals necessary to facilitate transportation

through the ship and to the shore workshop and the later refitting of

these removals, and an appropriate charge made.

In calculating the labour man-hours, it should be borne in mind

that these will vary for similar jobs carried out under different conditions,

such as world location, working conditions, environment,

type of labour, availability of back-up labour, etc.

The labour times given in this book are based upon the use of

trained and skilled personnel, working in reasonable conditions in an

environment of a good-quality ship repair yard with all necessary

tools, equipment and readily available materials and consumables.

All these factors should be considered when calculating the

man-hours and if conditions vary from that of the assumption of this

book then factors should be applied to compensate for any shortfall

in any conditions. As an example, if the work is being carried out in

a country which suffers from heat and high humidity, then the output

of a worker can fall to 50% that of the same worker in another

country which has an easier working climate.

With reduced work outputs for whatever reason, a ship repair

yard will need to mark up their pricing rates according to their type

of variance, and this is passed on to the ship owner. The estimator

should consider influences applicable and may need to apply a factor

to increase the man-hours according to whatever may reduce the

output of a contractor’s workers.

Once the man-hours have been calculated, the estimator must

then apply a pricing rate to the total. These vary from place to place

and should be ascertained from the ship repair establishments under

consideration. The variance of the rates will be applicable to certain

considerations which can be applied. These considerations can

include the local economy, how hungry the yard is for work, the

2 Guide to Ship Repair Estimates (in Man-hours)

current workload of the yard and other similar situations. The estimator

can look at the economic climate of the repair yards and ascertain

a variance factor for each yard and apply these accordingly.

The figures shown in this book are not to be viewed as invariable.

Obviously different shipyards have different working conditions

and techniques, so the man-hours for the work can vary.

However, the figures shown can be used as a fair assessment of the

work in general and can produce price estimates for budget purposes

to a shipowner. This is the object of the book.

When requesting quotations from shipyards the quotes received

always vary considerably. The figures given in this book reflect competitive

tariff rates.

The author has long-term experience in the ship repair world

and he is currently a director of a marine consultancy. He is a former

sea-going engineer, qualified and experienced in steam and motor

ships, even with experience of steam reciprocating engines and saturated

steam fire tube boilers, rising from there to repair superintendent.

He has extensive ship repair yard experience gained from production,

commercial and general managerial positions.

Seeing a lack of this type of publication, the author decided to

put his long-term experience to use in order to assist those responsible

for compiling repair specifications with a pricing strategy so

they may build up costings for their planned repair periods.

Included in the text are a number of tips to be applied in the

preparation of repair specifications and finalizing contracts with ship

repair yards.

Introduction 3

Drydocking works 5

2 Drydocking works

Berth preparation

This item is included within the charges for docking and undocking

and should also include for dismantling and removal of any specially

prepared blocks.

Table 2.1 Shifting of blocks after docking vessel

This covers shifting of blocks at the request of the owner for access

works not known at the time of quoting. This involves cutting out the

soft wood capping of the block, shifting the block and reinstalling at

a different location.

Man-hours

DWT Keel block Side block

< 20,000 5 3

20,000–100,000 10 5

100,000–200,000 16 8

> 200,000 20 12

6 Guide to Ship Repair Estimates (in Man-hours)

Docking and undocking

This is variable dependent upon world location and market demands.

Dry docking charges regularly change depending upon the economic

climate, so an owner’s superintendent should check with selected

drydock owners for their current rates.

Dock rent per day

The above comments also apply here.

Figure 1 A vessel sitting on keel blocks undergoing repairs in dry

dock

Drydocking works 7

Table 2.2 Dock services

Man-hours

Service <100 LOA >100 LOA

Fire and Safety watchman per day 8/shift 8/shift

Garbage skip per day 2 4

Electrical shore power connection and

disconnection 4 5

Electrical shore power per unit Variable Variable

Temporary connection of fire main to ship’s

system 5 6

Maintaining pressure to ship’s fire main per day 3 3

Sea circulating water connection 3 4

Sea circulating water per day 4 4

Telephone connection on board ship 3 3

Supply of ballast water per connection 6 8

Supply of fresh water per connection 3 5

Connection and disconnection of compressed

air 3 5

Gas-free testing per test/visit and issue of gasfree

certificate 8 10

Electric heating lamps per connection. 4 5

Ventilation fans and portable ducting each 5 5

Wharfage: charges to lie vessel alongside Variable Variable

contractor’s berth. Usually a fixed rate per

metre of vessel’s length.

Cranage: charges variable, dependent

upon size of crane. Variable Variable

Notes:

Contractors often charge for temporary lights provided for their own use in

order to carry out repairs. This is an arguable point as it is for their benefit

and not the owners. It should be classed as an overhead and costed accordingly.

Provided there are none of the ship’s staff utilizing the temporary lights,

then it should be a contractor’s cost.

8 Guide to Ship Repair Estimates (in Man-hours)

Hull preparation

● Hand scraping normal

● Hand scraping hard

● Degreasing before preparation works

● High pressure jetwash (up to 3000 p.s.i.)

● Water blast

● Vacuum dry blast

● Dry blast (Dependent upon world location. Prohibited in some

countries)

● Grit sweep

● Grit blast to Sa 2

● Grit blast to Sa 2.5

● Spot blast to Sa 2.5

● Hose down with fresh water after dry blast

● Disc preparation to St2

The charges for hull preparation works should be given in price per

square metre. This will enable the owner’s superintendent to calculate

the price for the full scope of works.

Figure 2 A small grab dredger in a graving dock

Special notes for hull preparation

The ship owner’s superintendent should be fully aware of the manner

in which the ship repair yard has quoted for the hull preparation

works. This is to obviate surprise items when confronted with the

final invoice.

A ship repair yard should quote fully inclusive rates, which

cover the supply of all workers, equipment, machines, tools, and

consumables to carry out the quoted works and also for all final

cleaning-up operations. Inflated invoices have been known from ship

yards covering the removal of used blasting grit, removed sea

growth, etc. The dry dock may not belong to the repair contractor and

additional charges may be made by the dry dock owner for these

items. Ensure that these charges are well highlighted before acceptance

of the quotation. It is far better to clear up these matters prior to

the arrival of the vessel instead of being involved in arguments just

before the vessel sails. Time taken to consider what a yard may see

as justifiable extras before the event is well spent prior to placing the

order, when everyone in the yard is eager to secure the contract.

The use of dry blasting grit is being phased out in certain areas

as it is environmentally unfriendly. Dry sand is not used for similar

reasons and is also a health hazard. The choice is for vacuum dry

blasting or water blasting using very high pressures. Water blasting

can use fresh or salt water, but the salt water must be followed by

high-pressure jetwashing using fresh water to remove the salts.

Drydocking works 9

10 Guide to Ship Repair Estimates (in Man-hours)

Hull painting

● Flat bottom

● Vertical sides

● Topsides

● Touch up after spot blast

● Names, homeport, load lines, draft marks.

The charges for hull painting works should be given in price per

square metre, and a fixed rate for names and marks. This will enable

the owner’s superintendent to calculate the full price for the scope of

Figure 3 Hull preparation by water blasting and hull painting by

airless spray

works. (See below for the method of determining the painting areas

of ships’ hulls.)

Notes for hull painting

Shipyard standard rates will apply for paints considered as ‘normal’.

This refers to paints being applied by airless spray method up to a

maximum of 100 microns (μ) dry film thickness (dft) and having a

drying time between applications not exceeding 4 hours. The owner

should ensure that the shipyard is aware of any special, or nonconventional,

painting compositions which may be used.

Additional note on the supply of painting

compositions

It is generally accepted practice for all painting compositions to be

owner’s supply. This is due to the paint manufacturer giving their

guarantee to the purchaser of their paints. Included from the manufacturer,

within the price of the paints, is their technical back-up, provision

of a technical specification on the preparation works and paint

application, and the provision of a technical supervisor to oversee the

whole process of the paint application. If the paints have been applied

to the satisfaction of the technical representative, then the full guarantee

will be given to the purchaser by the paint manufacturer.

The contractor is only responsible for the preparation works and

the application of the painting compositions. Provided they have satisfied

the conditions of the technical specification, and the attending

technical representative, then there will be no comeback on them if

a problem with the paints occurs at a later date.

With the owner being the purchaser, the paint manufacturer will

have the responsibility to provide new paint in the event of problems.

The application is the responsibility of the owner. He will have to

bear the cost of drydocking the ship and having the replacement

paints applied.

If the ship repair contractor supplies the paints, he will be

responsible for all these costs incurred. Hence it is not in the interests

of the ship repair contractor to supply painting compositions.

Drydocking works 11

12 Guide to Ship Repair Estimates (in Man-hours)

Formula to determine the painting area of ship hulls

Input the following data:

LOA in metres xxx

LPP in metres xxx

BM in metres xx

Draft max in metres xx

P = UW constant for type of hull

(0.7 for fine hulls, 0.9 for tankers) 0.x

Height of boot-top in metres xx

Height of topsides in metres xx

N = constant for topsides for type of hull (0.84–0.92) 0.xx

Height of bulwarks in metres xx

Underwater area including boot-top

Boot-top area

Topsides area

Bulwarks area

Underwater area including boot-top

Area = {(2 × draft) + BM)} × LPP × P (Constant for vessel shape)

Boot-top area

Area = {(0.5 × BM) + LPP} × 2 × height of boot-top

Topsides area

Area = {LOA + ( 0.5 × BM)} × 2 × height of topsides

Bulwarks area (Note: external area only)

Area = {LOA + ( 0.5 × BM)} × 2 × height of bulwarks

Using the above formulae, it is a simple matter to formulate a spreadsheet

to determine the external painting areas of the vessel. Input the

data into the table and use the formulae to determine the external

painting areas of the vessel.

Rudder works

Table 2.3 Removal of rudder for survey

(a) Repacking stock gland with owner’s supplied packing. Measuring

clearances, in situ.

(b) Disconnecting rudder from palm and landing in dock bottom for

survey and full calibrations. Refitting as before on completion.

Man-hours

DWT (a) (b)

>3,000 15 165

5,000 18 250

10,000 20 280

15,000 25 300

20,000 28 350

30,000 30 400

50,000 35 500

80,000 45 600

100,000 60 800

150,000 75 900

200,000 90 1,000

250,000 110 1,200

350,000 120 1,500

Drydocking works 13

14 Guide to Ship Repair Estimates (in Man-hours)

Propeller works

Table 2.4 Propeller works (fixed pitch) – 1

(a) Disconnecting and removing propeller cone, removing propeller

nut, setting up ship’s withdrawing gear, rigging and withdrawing

propeller and landing in dock bottom. On completion, rigging and

refitting propeller as before and tightening to instructions of

owner’s representative. Excluding all removals for access, any

other work on propeller and assuming no rudder works.

(b) Transporting propeller to workshops for further works and returning

to dock bottom on completion.

Man-hours

Shaft dia. (mm) (a) (b)

Up to 100 20 15

100–200 30 18

200–300 45 25

300–400 60 30

400–800 90 60

800–900 150 100

Table 2.5 Propeller works (fixed pitch) – 2

(a) Receiving bronze propeller in workshop, setting up on calibration

stand, cleaning for examination, measuring and recording full set

of pitch readings. Polishing propeller, setting up on static balancing

machine, checking and correcting minor imbalances.

(b) Heating, fairing, building up small amounts of fractures and

missing sections, grinding and polishing.

Drydocking works 15

Man-hours

Dia. (mm) Manganese Bronze Aluminium Bronze

Up to 400 15 21

400–800 32 42

800–1200 52 68

1200–1800 75 85

1800–2000 90 105

2000–2500 100 125

2500–3000 130 150

3000–4000 150 180

4000–5000 180 210

Note: Covers repairs outside 0.4 blade radius only; classed as minor repair.

Figure 4 The rudder and propeller of a small vessel in dry dock

Table 2.6 Propeller polishing in situ (fixed pitch)

Polishing in situ using high-speed disc grinder, coating with oil; ship

in dry dock.

Dia. (mm) Man-hours

Up to 400 6

400–800 11

800–1200 17

1200–1800 25

1800–2000 28

2000–2500 35

2500–3000 50

3000–4000 80

4000–5000 120

16 Guide to Ship Repair Estimates (in Man-hours)

Figure 5 A propeller undergoing tests

Tailshaft works

Table 2.7 Tailshaft/sterntube clearances

Removing rope-guard, measuring and recording wear-down of tailshaft

and refitting rope-guard, including erection of staging for

access, by:

(a) Feeler gauge.

(b) Poker gauge coupled with jacking up shaft.

(c) Repacking internal sterngland using owner’s supplied soft

greasy packing.

Man-hours

Tailshaft dia. (mm) (a) (b) (c)

Up to 150 10 15 7

150–250 15 22 11

250–300 21 30 14

300–400 30 40 30

400–800 35 45 35

800–1200 50 55 –

1200–1800 – 57 –

1800–2000 – 60 –

Drydocking works 17

Table 2.8 Removal of tailshaft for survey

Disconnecting and removing fixed-pitch propeller and landing in dock

bottom

(a) Disconnecting and removing tapered, keyed, inboard tailshaft

coupling, drawing tailshaft outboard and landing in dock bottom

for survey, cleaning, calibrating and refitting all on completion.

(b) Disconnecting inboard intermediate shaft fixed, flanged couplings,

releasing one in number journal bearing holding down

bolts, rigging intermediate shaft, lifting clear and placing in temporary

storage on ship’s side. Assuming storage space available.

Withdrawing tailshaft inboard, hanging in accessible position,

cleaning, calibrating and refitting on completion. Relocating intermediate

shaft and journal bearing in original position, fitting all

holding-down bolts and recoupling flanges all as before.

Includes erection of staging for access.

Includes repacking inboard gland using owner’s supplied, conventional

soft greasy packing.

Excludes any repairs.

Excludes any work on patent gland seals.

Man-hours

(a) Withdrawing (b) Withdrawing

Tailshaft Dia. (mm) tailshaft outboard tailshaft inboard

Up to 150 90 140

150–250 120 180

250–300 200 250

300–400 300 400

400–800 500 600

800–1200 – 1000

1200–1800 – 1200

18 Guide to Ship Repair Estimates (in Man-hours)

Crack detection

● Magnaflux testing of tailshaft taper and key way.

● Allowance made of 8 man-hours for the testing works, which is

performed after all removals for access.

Table 2.9 Gland and Simplex-type seal

(a) Removing gland follower, removing existing packing from internal

stern gland, cleaning out stuffing box and repacking gland

using owner’s supplied conventional soft greasy packing.

(b) Disconnecting and removing forward and aft patent mechanical

seals (Simplex-type). Removing ashore to workshop, fully

opening up, cleaning for examination and calibration.

Reassembling with new rubber seals, owner’s supply.

(b) Excluding all machining works.

(b) Assuming previous withdrawing of tailshaft.

Man-hours

Tailshaft Dia. (mm) (a) (b)

Up to 150 8 –

150–250 12 –

250–300 15 35

300–400 23 50

400–800 30 110

800–1200 35 150

1200–1800 – 200

1800–2000 – 230

Drydocking works 19

20 Guide to Ship Repair Estimates (in Man-hours)

Anodes

Table 2.10 Anodes on hull and in sea chests

Cutting off existing corroded anode, renewing owner’s supplied zinc

anode by welding integral steel strip to ship’s hull. Excluding all

access works.

Weight (kg) Man-hours

3 1

5 1

10 1.5

20 2

To determine the amount of anodes required for a vessel, the owner

should contact a supplier who will calculate the exact requirement.

The following shows the method of determining weights of zinc

anodes. (See also the section on hull painting for determining the

underwater area of ships’ hulls.)

Formula to determine the weight of sacrificial zinc anodes required

on a ship’s underwater area

Underwater area of ship in square metres xxx,xxx

Number of years between anode change 3

Capacity of material in amp hours/kg 781

Current density of material in mA/m2 (ave. 10–30 ) 20

K 8760

Formula for total weight of sacrificial zinc anodes (kg) =

Current amps × design life (years) × K (8760)

Capacity of material (amp hours/kg)

Where: Current amps =

Underwater area (m2) × Current Density

1000

Current density of material in mA/m2 =

Information from manufacturer (between 10 and 30, say 20)

Design Life =

Number of years between dry dockings (e.g. 3)

K =

Number of hours in 1 year = 8760

Capacity of material (amp hours / kg) =

Information from manufacturer (781 is common)

Using the above formula, it is a simple matter to create a spreadsheet

to determine the weight of zinc anodes.

Input the data into the table and use the formula to determine

the weight of zinc anodes for the period required.

Drydocking works 21

Sea chests

Table 2.11 Sea chests and strainers

Opening up of sea chests by removing ship side strainers, cleaning

and painting with owner’s paints, as per hull treatment specification.

Assuming single grid per chest.

Surface Area m2 Man-hours

Below 0.3 12

0.3–1 20

Above 1 30

Additional charge per extra grid 5

Docking plugs

Allowance made of 1 man-hour for removing and later refitting of

each tank drain plug using ship’s spanner, assuming no locking

devices fitted and excluding all removals for access and repairs to

threads.

22 Guide to Ship Repair Estimates (in Man-hours)

Drydocking works 23

Valves

Table 2.12 Sea valves

Opening up hand-operated, globe and gate valve for in situ overhaul

by disconnecting and removing cover, spindle and gland, cleaning all

exposed parts, hand grinding of globe valve, light hand scraping of

gate valve, testing bedding, painting internal exposed areas and

reassembling with new cover joint and repacking gland with conventional

soft packing.

(a) Butterfly valve: remove, clean, check, testing bedding of seals,

paint internal exposed areas and refit; excluding operating gear.

(b) Checking and cleaning large butterfly valves through the sea

chest.

Valve bore Globe Gate (a) Butterfly (b) Butterfly

(mm) valve valve valve valve

>50 4 4.5 6 –

100 6 7 8.5 –

150 8 9 11.5 –

200 10 11 14 –

250 13 14 18 –

300 16 17 22 –

350 20 21 26 13

400 23 24 29 14

450 26 28 33 14.5

500 30 31 37 15

550 34 35 42 16

600 37 39 46 16.5

650 41 43 51 17

700 44 47 56 18

750 47 49 60 19

800 50 53 66 20

900 57 60 81 22

1000 65 68 100 24

1100 73 77 106 25

1200 84 88 113 27

1300 95 100 120 30

24 Guide to Ship Repair Estimates (in Man-hours)

Notes:

Valves in pump rooms, additional 15%.

Valve in cofferdams and inside tanks, additional 20%.

Removals for access not included.

Staging for access not included.

Removing valve ashore to workshop for the above type of overhaul requires

special consideration, dependent upon size. Valves below 20 kg in weight

can be assessed as double the in situ rate. Above this requires rigging and

cranage input, which should be assessed separately.

Table 2.13 Ship side storm valves

Opening up ship side storm valve for in situ overhaul, by disconnecting

and removing cover, spindle and gland, cleaning all exposed

parts, testing bedding, painting internal exposed areas and reassembling

with new cover joint and repacking external gland with conventional

soft packing.

Dia. (mm) Man-hours per valve

50 9

75 10

100 12

125 14

150 16

200 17

Note: Disconnecting and removing ashore for above overhaul and later refitment;

double the above rate.

Fenders

Table 2.14 Hollow fenders in half schedule 80 steel pipe

Fendering formed by cutting steel pipe into two halves.

Cropping existing external damaged fendering, hand grinding

remaining edges and preparing remaining flat hull plating for

welding.

Supplying and fitting new fendering in half-round standard schedule

80 steel pipe and full fillet welding fender in place.

Including erection of staging for access and later dismantling.

Exclusions:

All hull preparation and painting of the steelworks in way of the

repairs.

Man-hours per metre

Pipe dia. (mm) Straight run of fender Curved fender at corners

200 20 30

250 22 32

300 24 34

350 26 36

Note: The above figures are for split steel pipe only. For other shapes, then

steel fabrication tariffs will be applicable, based upon steel weights.

Drydocking works 25

Anchors and cables

Table 2.15 Anchor cables (per side)

Ranging out for examination and later restowing

Cleaning by high-pressure jetwash or grit sweeping

Calibration of every 20th link and recording

Marking shots with white paint

Painting cables with owner’s supplied bitumastic paint

Opening ‘Kenter’-type shackle and later closing

Disconnect first length of cable and transferring to end

Changing cable end for end.

Small vessels

Cable dia. (mm) Man-hours (per side)

< 25 70

25–50 90

Large cargo vessels and oil tankers

DWT Man-hours (per side)

< 20,000 100

20,000–50,000 130

50,000–100,000 140

100,000–200,000 200

200,000–300,000 250

over 300,000 270

26 Guide to Ship Repair Estimates (in Man-hours)

Chain lockers

Table 2.16 Chain lockers (per side)

Opening up, removing dry dirt and debris, handscaling, cleaning and

painting one coat bitumastic. Closing up on completion.

Removing internal floor plates, or grating, cleaning, painting and

refitting.

Small vessels

Cable dia. (mm) Man-hours (per side)

< 25 75

25–50 90

Large cargo vessels and oil tankers

DWT Man-hours (per side)

< 20,000 100

20,000–50,000 130

50,000–100,000 140

100,000–200,000 200

200,000–300,000 250

over 300,000 270

Note: Removal of sludge will be charged extra per m3.

Drydocking works 27

Staging

This item is usually charged within a particular job. When included

within the charge of a job, that job price is increased accordingly.

However, to assist estimating, it can be based on cubic metres of air

space covered. A minimum charge of approximately 8 m3 will be

made.

The figures stated in Table 2.17 cover for erection and later dismantling

and removal of external staging. For internal staging, inside

tanks, engine rooms, etc. a third column is shown.

Table 2.17 Erection of tubular steel scaffolding, complete with all

around guard rails, staging planks and access ladders

Man-hours/m3

m3 External Internal

Up to 10 3 5

10–100 2.5 4

100–> 2 3

28 Guide to Ship Repair Estimates (in Man-hours)

3 Steel works

Steel repairs

Applicable to Grade A shipbuilding steels

● Marking off the external area of hull plating on vertical side up to

a height of 2 metres, cropping by hand burning and removal of all

cropped plating.

● Dressing and preparation of plate edges of remaining external

plating.

● Dressing and preparation of remaining internal structure.

● Supply and preparation of new flat steel plating, blasting to Sa2.5

and applying one coat of owner’s supplied, holding primer.

● Transportation of new plate to vessel, fitting up, wedging in position,

minor fairing and dressing of plate edges in the immediate

vicinity, applying first runs of welding on one side, back gouging

from other side and finally filling and capping to give fully finished

weld.

Included in the tariff are:

● Only the work to the steelwork mentioned.

● Cleaning and chipping paint in the immediate vicinity of the

repair area to facilitate hot cutting work.

● Cranage and transportation of the new and removed steelwork.

Exclusions:

● Staging for access. For staging charges see relevant section.

● All removals for access and later refitments.

● Tank cleaning and gas freeing.

● Cleaning in way of repairs other than the immediate vicinity as

noted above.

Steel works 29

● All final tests to repairs.

● Fairing of adjacent plates except as minor in the immediate vicinity

as noted above.

Man-hours are per tonne of finished dimensions. The rates shown are

for large quantities of steel renewals. The limit will be given by the

shipyard and is dependent upon the size of the repair yard and the

vessel. Assume the limit to be approximately 5 metric tonnes.

Shipowner’s superintendents should be aware of the methods

used by the shipyards of calculating steel weights, and this is illustrated

below.

Flat steel plate

● For flat steel plates, measure the length in metres, the width in

metres and the plate thickness in millimetres.

● Take the specific gravity of the material. For steel, the SG is 7.84,

but it is common practice for estimators to use 8.

● To calculate the weight of the plate in kg:

Multiply L × W × Th × SG

For example:

Plate no. L (m) W (m) Th (mm) SG Wt (kg)

1234 1 1 10 8 80

FLAT PLATE

L × W × Th × SG = Weight in kg

ANGLE

L × (W1 + W2) × Th × SG = Weight in kg

30 Guide to Ship Repair Estimates (in Man-hours)

Steel angle

For flat steel angles, measure the length in metres, the widths of each

leg in metres, and the common thickness in millimetres. Take the

specific gravity of the material. For steel, the SG is 7.84, but it is

common practice for estimators to use 8. To calculate the weight of

the steel angle in kg:

Multiply L × (W1 + W2) × Th × SG

For example:

Angle no. L (m) W1 (m) W2 (m) Th (mm) SG Wt (kg)

1111 1 0.150 0.175 10 8 26

For other steel sections, break each down into separate flat sections,

calculate individually and finally add together to obtain the total

weight of the section.

Steel works 31

Figure 6 Repair of damage to shell plating

Table 3.1 Steel works renewals

Plate thickness (mm) Man-hours per tonne

Up to 6 250

8 245

10 240

12.5 230

16 220

18 210

20 200

Correction for curvature Factor increase

Single 1.2

Double 1.3

Correction for location – external Factor increase

Flat vertical side above 2 metres in height

and requiring staging for access 1.1

Bottom shell, accessible areas (i.e. no

removals of keel blocks) 1.12

Keel plate 1.4

Garboard plate 1.25

Bilge strake 1.25

Deck plating 1.15

Correction for location – internal Factor increase

Bulkhead 1.2

Longitudinal/transverse above DB areas 1.25

Longitudinal/transverse below DB areas 1.35

32 Guide to Ship Repair Estimates (in Man-hours)

Other adjustment factors Man-hour adjustment

For fairing works:

Remove, fair and refit 80% of renewal price

Fair in place (if practicable) 50% of renewal price

Note: For high-tensile grade AH shipbuilding steels, increase rates by 10%.

Notes for steel works renewals

● The steel weight is calculated from the maximum dimensions of

each single plate and applying a specific gravity of 8.

● Staging for access and cranage is normally included within the

price differences for repair locations. This should be checked with

the contractor.

● A minimum quantity of steel renewals per area is usually stated in

a ship repairer’s tariff or conditions and is dependent upon the size

of the shipyard and of the vessel. Below this minimum weight per

area, the repairer will either charge anything up to double the standard

tariff or will charge labour time and materials.

● If a plate is being joined to an adjacent plate of different thickness,

then an additional labour charge will be made for taper grinding

of the thicker plate to suit.

Steel works 33

4 Pipe works

Table 4.1 Pipe work renewals in schedule 40 and schedule 80

seamless steel

Removal of existing pipe and disposal ashore. Fabrication of new

pipe in workshop to pattern of existing complete with new flanges,

delivery on board of new pipe and installation in place with the supply

of new soft jointing and standard material fastenings. Refitment of

original clamps with new standard material fastenings.

Inclusions:

● Pipes in straight lengths, no branches, and with 2 flanges. Up to

50 mm nominal bore pipes can be screwed. Above 50 mm

nominal bore pipes can be supplied with slip on welded flanges.

● Pipes readily accessible on deck or in engine rooms above floor

plate level.

Exclusions:

● Access works.

● Removals for access. This also includes other pipes in the way.

● Any cleaning works.

● Heating coils. These are subject to special consideration.

● Any necessary staging or access works.

Man-hours per metre

Pipe dia Schedule 40 Schedule 80

(inches) steel straight pipe steel straight pipe

> 0.5 2 2.3

1 2.5 2.6

1.5 3.2 3.9

2 4.2 5

Pipe works 35

Man-hours per metre

Pipe dia Schedule 40 Schedule 80

(inches) steel straight pipe steel straight pipe

2.5 5.2 6.5

3 6.3 8

4 8.4 10

5 10.5 13

6 12.5 16

8 16.5 21

10 21 26

12 25 31

14 29 37

16 34 42

18 38 47

20 42 53

22 46 58

24 50 64

Notes:

A minimum charge to be applied for length of pipe of 3 metres.

Per bend add 30% of the value of the straight pipe.

Per branch add 80% of the value of the straight pipe.

Removal and refitment only of the pipe, charge is 40% the value of the pipe.

For pipes in other locations, the following additional charges to be

made :

Inside double bottom tanks and duct keels 30%

Inside cargo or ballast tanks 30%

Inside pump rooms 30%

In engine rooms below floor plate level 20%

Galvanizing

Hot dip galvanizing after manufacture.

15% of finished steel pipes.

Ready galvanized pipes

20% of finished steel pipes.

36 Guide to Ship Repair Estimates (in Man-hours)

Copper pipes

Pipe work renewals in copper. The rate for copper pipe renewals is

estimated as 300% that of schedule 40 steel pipes.

Pipe works 37

Figure 7 Main engine cooling-water pipes

Table 4.2 Pipe clamps

Supply and fitting of new pipe clamps together with the supply of new

standard material fastenings. Including welding of clamp to ship’s

structure.

Pipe dia. (inches) Man-hours per renewal of pipe clamp

> 3 2

4 2.5

5 3

6 3.5

8 4

10 5

12 6

14 8

16 9

18 11

20 12

22 13

24 14

38 Guide to Ship Repair Estimates (in Man-hours)

Table 4.3 Spool pieces

Removal of existing steel penetration pieces from bulkheads or

decks, fabrication and installation of new straight, seamless steel,

penetration pieces with two flanges and one flat bulkhead compensation

flange welded in place. Including supply and installation of soft

joint and standard material fastenings.

Man-hours per spool piece

Pipe dia. Schedule 40 Schedule 80

(inches) steel straight pipe steel straight pipe

> 0.5 2 2.5

1 3.5 4.3

1.5 5.5 6.8

2 9 11.2

2.5 10 12.5

3 12.5 15.5

4 15 18.7

5 17 21

6 19 24

8 29 36

10 35 44

12 42 52

14 51 64

16 62 77

18 73 91

20 85 105

24 95 118

Note: The same conditions apply to these spool pieces as for pipe renewals.

Pipe works 39

5 Mechanical works

In the following mechanical works it is assumed that all are in situ

overhauls and that the items considered are all accessible for the

work to be performed.

If any item is to be removed ashore to the workshops then an

assessment of the work involved must be made and the rates given

amended accordingly. This is considering removals to permit transportation

of the item from the ship and their later refitment, on completion

of the reinstallation.

Mechanical works 41

Overhauling diesel engines (single-acting,

slow-running, two-stroke, cross-head)

In the overhauling of large main propulsion engines, it is assumed

that the ship will provide all the specialized equipment necessary.

This refers to heavy-duty equipment which is normally supplied by

the engine manufacturer and also any special hydraulic tensioning

equipment for fastenings. In main engines, it is assumed that there

are lifting devices such as overhead beams, runner blocks and/or

overhead cranes.

42 Guide to Ship Repair Estimates (in Man-hours)

Figure 8 A main propulsion diesel engine

Table 5.1 Top overhaul

Disconnect and remove cylinder head, withdraw piston, remove

piston rings, clean, calibrate and reassemble as before using all

owner’s supplied spares.

Cylinder bore (mm) Man-hours per cylinder

500 67

550 70

600 75

650 80

700 87

750 95

800 105

850 115

900 125

950 137

1000 150

Cylinder cover

Disconnect and remove cylinder head, clean all exposed parts,

including piston crown and reassemble as before using all owner’s

supplied spares.

Assume as 60% the rate of top overhaul rate.

Mechanical works 43

Table 5.2 Cylinder liners – 1

Withdrawing of cylinder liner, cleaning exposed areas as far as

accessible, installing of new, owner’s supplied liner and rubber seals.

Cylinder bore (mm) Man-hours per cylinder

500 60

550 62

600 67

650 72

700 77

750 82

800 90

850 97

900 107

950 120

1000 135

Note: Assuming that cylinder head, piston and piston rod are already

removed as part of the top or complete overhaul.

44 Guide to Ship Repair Estimates (in Man-hours)

Table 5.3 Bearing survey – 1

Opening up for inspection, exposing both halves, cleaning, calibrating

and presenting for survey. On completion, reassembling as

before.

Man-hours/bearing

Cylinder bore (mm) Cross-head Crank pin Main

500 47 32 45

550 50 35 48

600 52 37 50

650 55 40 52

700 57 42 55

750 58 45 56

800 60 47 59

850 62 50 63

900 65 52 67

950 68 55 72

1000 72 57 76

1050 75 60 80

Note: For exposing top half of bearing shell only, charge 60% of above rates.

Table 5.4 Crankshaft deflections – 1

(a) Opening up crankcase door for access works and refitting on

completion.

(b) Setting up deflection indicator gauge, turning engine, using

ship’s powered turning gear and recording observed readings.

Removing equipment and closing up crankcase door on completion.

Mechanical works 45

Cylinder bore (mm) (a) Deflections (b) Crankcase doors

Man-hours per unit Man-hours per door

> 750 4 4

750–850 4.5 4.5

850–950 4.5 5

950–1050 5 5.5

46 Guide to Ship Repair Estimates (in Man-hours)

Overhauling diesel engines (single-acting,

slow-running, in-line, four-stroke, trunk)

In the overhauling of large main propulsion engines it is assumed

that the ship will provide all the specialized equipment necessary.

This refers to heavy-duty equipment which is normally supplied by

the engine manufacturer and also any special hydraulic tensioning

equipment for fastenings. In main engines, it is assumed that there

are lifting devices such as overhead beams, runner blocks and/or

overhead cranes.

Mechanical works 47

Figure 9 A ship’s medium-speed main engine

Table 5.5 Four-stroke trunk-type main engines

(a) Cylinder head: Disconnecting and removing cylinder head, cleaning

all exposed parts, including piston crown and reassembling as

before using all owner’s supplied spares. Disconnecting and removing

2 in number air inlet valves and 2 in number exhaust valves,

including exhaust valve cage with removable seats. Cleaning and

decarbonizing valves, cages and head as far as accessible, lightly

hand grinding valves for examination only of seating areas.

(a) Clarifications:

(a) Work on the seats may be protracted so is excluded. This could

include changing seat inserts, machining and grinding/lapping

seats. It will require establishing and should be subject to work

assessment.

(b) Top overhaul: Disconnect and remove one pair of crankcase doors,

disconnect bottom end bearing fastenings. Disconnect and remove

cylinder head, withdraw piston, remove piston rings, clean, calibrate

and reassemble as before using all owner’s supplied spares.

(c) Piston gudgeon pin: Drawing out gudgeon pin from removed

piston, clean all exposed parts, calibrate and record and reinstall

pin as before. Any spares to be owner’s supply.

Cylinder bore (a) Man-hours (b) Man-hours c) Man-hours

(mm) per cylinder head per cylinder per piston pin

100 16 16 4

150 20 20 4

200 22 24 6

250 24 32 8

300 32 36 10

350 36 40 12

400 40 48 14

450 48 56 16

500 56 64 18

550 64 72 20

600 72 80 24

Note: For Vee bank engines add 20% per unit.

48 Guide to Ship Repair Estimates (in Man-hours)

Table 5.6 Cylinder liners – 2

Withdrawing of cylinder liner, cleaning and painting exposed areas

as far as accessible, installing of new, owner’s supplied liner, or existing

liner, complete with owner’s supplied rubber seals and top joint.

Attending hydrostatic test carried out by ship’s staff.

Cylinder bore (mm) Man-hours per cylinder

100 16

150 20

200 24

250 28

300 32

350 40

400 44

450 48

500 52

550 56

600 60

Mechanical works 49

Table 5.7 Bearing survey – 2

Opening up for inspection, exposing both halves, cleaning, calibrating

and presenting for survey. On completion, reassembling as before.

Man-hours per bearing

Cylinder bore (mm) Crank pin Main

100 6 4

150 8 6

200 10 8

250 14 10

300 16 12

350 18 14

400 20 16

450 24 18

500 28 20

550 32 24

600 36 32

Note: For exposing top half of bearing shell only, charge 60% of above rates.

50 Guide to Ship Repair Estimates (in Man-hours)

Table 5.8 Crankshaft deflections – 2

(a) Opening up crankcase door for access works and refitting on

completion.

(b) Setting up deflection indicator gauge, turning engine, using

ship’s powered turning gear and recording observed readings.

Removing equipment and closing up crankcase door on completion.

Cylinder bore (a) Crankcase doors (b) deflections

(mm) Man-hours per door Man-hours per unit

> 100 4 4

100–200 4 6

200–300 4 8

300–400 6 12

400–500 8 16

500–600 8 20

Mechanical works 51

Valves

Table 5.9 Overhauling valves

Opening up hand-operated, globe and gate valve for in situ overhaul,

by disconnecting and removing cover, spindle and gland, cleaning all

exposed parts, hand grinding of globe valve, light hand scraping of

gate valve, testing bedding, painting internal exposed areas and

reassembling with new cover joint and repacking gland with conventional

soft packing.

For low-pressure valves, below 10 kg/cm2, the tariff is the same

as for sea valves. This also applies to the increases for location.

The following increases can be applied according to the

pressure:

Pressure (kg/cm2) Increase over sea valve tariff (%)

10 100

16 120

20 140

40 160

60 180

80 200

Notes:

Insulation renewal excluded.

Pressure testing in situ using ship’s pump; additional 5 hours per valve.

Pressure testing in situ using contractor’s pump; additional 7 hours per valve.

Removal and overhaul ashore in workshop; double the in situ rate.

Metallic or special packings, owner’s supply; additional 2 hours per valve.

Rates apply to hand-operated valves only.

52 Guide to Ship Repair Estimates (in Man-hours)

Mechanical works 53

Figure 10 A ballast system valve chest

54 Guide to Ship Repair Estimates (in Man-hours)

Figure 11 A standard screw-lift globe valve

Condensers

Table 5.10 Main condenser

Opening up inspection doors, cleaning sea water end boxes and

tubes by air or water lance, test and reclosing.

SHP Man-hours

12,000 120

15,000 140

20,000 160

22,000 180

24,000 200

30,000 220

Note: Excluding stagings for access.

Mechanical works 55

Heat exchangers

Table 5.11 Overhauling heat exchanger

(a) Disconnecting and removing end covers, cleaning water side

end plates and water boxes and tubes by air or water lance, test

and reclosing.

(b) Hydraulic testing: Disconnecting and removing secondary side

pipeworks. Providing necessary blanks and installing. Filling with

fresh water and applying necessary hydraulic pressure test.

Draining on completion, removing blanks and installing pipes as

before.

Man-hours

Cooling water surface area, m2 (a) (b)

>3 16 8

5 20 12

10 24 12

15 32 12

20 36 16

30 40 16

50 44 16

100 56 16

150 64 20

200 80 20

250 88 20

300 96 24

350 108 24

400 120 32

Notes:

Applicable for standard tube type heat exchanger. For plate type, cleaning rates

to be increased by 120%.

Including renewal of owner’s supplied internal sacrificial anode on primary side.

Including painting with owner’s supplied painting composition on primary side.

Excluding any repairs.

Excluding draining secondary side and associated cleaning works.

For ultrasonic cleaning, special considerations to apply.

56 Guide to Ship Repair Estimates (in Man-hours)

Turbines

Table 5.12 Main steam turbines

Opening up for inspection, disconnecting flexible coupling and lifting

up rotor, examining bearings, coupling and rotor, checking clearances,

cleaning jointing surfaces and reclosing.

Man-hours

SHP HP Turbine

12,000 180 210

15,000 220 250

20,000 250 280

22,000 260 300

24,000 270 310

26,000 280 320

32,000 350 400

36,000 430 480

Note: Removal of any control gear is not included. If applicable, increase

rates by 30%.

Table 5.13 Flexible coupling

Disconnecting guard, opening up coupling, cleaning, presenting for

survey and examination, measuring and recording clearances,

closing up. Excluding any repairs, renewals or realignment works.

SHP Man-hours each

12,000 30

15,000 32

20,000 34

22,000 35

24,000 36

26,000 37

28,000 38

Mechanical works 57

SHP Man-hours each

30,000 40

32,000 42

34,000 44

36,000 46

Note: Removals for access are excluded.

Table 5.14 Auxiliary steam turbines

Opening up for in situ inspection, disconnecting flexible coupling and

lifting up turbine rotor, examine bearings, coupling and rotor, check

clearances, clean jointing surfaces and reclose.

Turbo alternator turbine

kw Man-hours each

400 170

700 180

1000 190

1500 200

2000 230

2500 270

Cargo pump turbine

Tonnes/hour (of pump) Man-hours each

>1000 100

>1500 110

>2000 125

>2500 145

>3000 150

>4000 165

>5000 185

58 Guide to Ship Repair Estimates (in Man-hours)

Feed pump turbine

SHP Man-hours each

12,000 42

15,000 48

20,000 56

24,000 60

30,000 64

36,000 68

Notes:

Assume pump and turbine to be horizontal.

For vertical pump, increase by 10%.

Excluding dynamic balance checking.

Table 5.15 Water-tube boiler feed pumps (multi-stage type)

Disconnect and remove upper half of pump casing, disassemble

internals and draw shaft. Clean, inspect and calibrate all parts.

Rebuild rotor, set clearances and refit upper half of casing. All spares

to be owner’s supply.

SHP Man-hours each

12,000 48

15,000 52

20,000 56

24,000 60

30,000 64

36,000 68

Notes:

The above figures apply to overhaul of pump only. If carried out in conjunction

with overhaul of turbine, then reduce figures by 10%.

All access works and insulation works included.

Mechanical works 59

Table 5.16 Oil tanker cargo pumps

Disconnecting and removing top half of casing, releasing shaft flexible

coupling from drive, slinging and removing impeller, shaft and

wearing rings.

Withdrawing impeller, shaft sleeve and bearings from shaft.

Cleaning all exposed parts, calibrating and reporting.

Reassembling as before using owner’s supplied parts, jointing

materials and fastenings.

Tonnes/hour Man-hours each

>1000 90

>1500 100

>2000 110

>2500 125

>3000 140

>4000 150

>5000 160

Notes:

Horizontal centrifugal single-stage type pumps.

For vertical pumps, increase figures by 15%.

Compressors

Table 5.17 Air compressor (two-stage type)

Disconnecting and removing cylinder heads, releasing bottom end

bearings, withdrawing pistons.

Opening up main bearings, including removing crankshaft on compressors

with removable end plate.

Dismantling cylinder head air suction and delivery valves

Cleaning all parts, calibrating and reporting condition.

Reassembling all as before using owner’s supplied spares as

required.

Cleaning of attached air inter-cooler, assuming accessible.

60 Guide to Ship Repair Estimates (in Man-hours)

Capacity (m3/hour) Man-hours per machine

10 50

20 55

50 60

100 70

200 80

300 90

400 100

500 120

600 150

Note: For three-stage compressors, charge rate to be increased by 150%.

Receivers

Table 5.18 Air receivers

Opening up manholes, cleaning internal spaces for inspection, painting

internal areas and closing manholes with owner’s supplied jointing

materials.

Capacity (m3) Man-hours per receiver

<1 16

5 20

10 24

15 28

20 32

30 36

40 40

50 48

60 52

Mechanical works 61

Pumps

Table 5.19 Horizontal centrifugal-type pumps

Disconnecting and removing top half of casing, releasing shaft

coupling from motor drive, slinging and removing impeller, shaft

and wearing rings.

Withdrawing impeller, shaft sleeve and bearings from shaft.

Cleaning all exposed parts, calibrating and reporting.

Reassembling as before using owner’s supplied parts, jointing materials

and fastenings.

Capacity (m3/hour) Man-hours per pump

5 20

10 24

20 32

50 34

100 40

200 48

300 52

500 56

750 60

1000 64

1500 72

Notes:

Assuming single-stage pump.

Assuming driven by an attached electric motor.

For multi-stage turbine-driven pumps, see the rates given for water-tube

boiler feed pumps and assess accordingly.

62 Guide to Ship Repair Estimates (in Man-hours)

Mechanical works 63

Figure 12 A vertical electric-driven centrifugal water pump

Table 5.20 Reciprocating-type pumps, steam driven –

(a) simplex, (b) duplex

Disconnecting and removing steam cylinder top cover, releasing

steam piston, withdrawing, removing piston rings, cleaning, calibrating

and recording.

Disconnecting and removing slide valve cover, removing valves,

cleaning and presenting for survey.

Disconnecting and removing bucket cover, releasing bucket, withdrawing,

removing bucket rings, cleaning, calibrating and recording.

Opening up suction and delivery valve chest, removing valves and

springs, cleaning, grinding and presenting for survey.

Fully reassembling complete pump renewing all jointing and repacking

glands with owner’s supplied conventional soft packing.

Excluding all repairs and renewals.

Man-hours

Capacity of pump (m3/hour) (a)Simplex pump (b) Duplex pump

50 64 112

100 80 140

200 104 182

300 120 210

400 144 252

500 160 280

Table 5.21 Reciprocating-type pumps, electric motor driven –

(a) simplex, (b) duplex

Disconnecting and removing electric motor aside.

Disconnecting and removing bucket cover, releasing bucket, withdrawing,

removing bucket rings, cleaning, calibrating and recording.

Opening up suction and delivery valve chest, removing valves and

springs, cleaning, grinding and presenting for survey.

Fully reassembling complete pump renewing all jointing and repacking

glands with owner’s supplied conventional soft packing.

Reinstalling electric motor and making terminals.

Excluding all repairs and renewals.

64 Guide to Ship Repair Estimates (in Man-hours)

Man-hours

Capacity of Pump (m3/hour) (a) Simplex pump (b) Duplex pump

5 32 56

10 40 72

20 48 80

30 56 96

40 64 112

50 72 120

Table 5.22 Gear-type pumps (helical and tooth)

Disconnecting and removing pump, opening up end covers, withdrawing

gear units, cleaning, calibrating, recording clearances and

presenting for survey.

Fully reassembling pump renewing all jointing and repacking glands

with owner’s supplied packing or seals.

Capacity (m3/hour) Man-hours per pump

1 16

5 24

10 28

20 32

50 48

100 56

200 64

300 72

400 80

500 88

Mechanical works 65

Table 5.23 Steering gear

Variable delivery constant speed electro-hydraulic pumps.

Disconnecting pump and removing for in situ overhaul. Opening up

pump, full dismantling, cleaning calibrating and presenting for survey.

Full reassembling using owner’s supplied spares and reinstalling in

place.

Capacity (HP) Man-hours per pump

3 24

5 32

8 36

10 42

15 48

20 56

25 64

30 72

66 Guide to Ship Repair Estimates (in Man-hours)

Boilers (main and auxiliary)

Table 5.24 Cleaning of water-tube boilers

Opening up gas side of boiler, normal clean all fire side surfaces

using high-pressure fresh water. Removing drain plates from gas

side of boiler to permit drainage of water to bilges and later refitment.

Closing up gas sides as before.

Opening up water side of boiler by removing manhole doors from

water drums, hosing down with fresh water and reclosing.

Man-hours

Vessel SHP Single boiler Two boilers Auxiliary boiler

20,000 453 748 340

22,000 464 766 350

24,000 476 818 360

26,000 504 857 365

Notes:

Allowance made for 10 access doors, 10 hand-hole doors and 2 manholes

per boiler.

Special cleaning of super-heater tubes to be charged additional.

Extra dirty boilers to be charged additional.

Staging not included.

For hydraulic testing of boiler using fresh water; 10% additional charge.

Excluding economizer and superheater.

Mechanical works 67

6 Electrical works

Table 6.1 Insulation resistance test on all main and auxiliary, lighting

and power circuits and report

Vessel DWT Man-hours

<5,000 24

>5,000 40

10,000 48

20,000 56

50,000 64

75,000 64

100,000 72

Electrical works 69

Figure 13 A main electrical switchboard in a machinery control room

Table 6.2 Switchboard

Cleaning behind switchboard, examining all connections and retightening

as necessary, reporting conditions.

Vessel DWT Man-hours

< 5,000 32

> 5,000 40

10,000 50

20,000 75

30,000 100

70 Guide to Ship Repair Estimates (in Man-hours)

Figure 14 A generator control panel in a main switchboard

Table 6.3 Electric motors

Disconnecting motor from location, transporting motor ashore to

workshop for rewinding, and, on completion, returning on board,

refitting in original position and reconnecting original cables.

Receiving motor in workshop, dismantling, cutting out all stator coils,

removing rotor bearings and cleaning all parts. Forming new stator

coils in copper wire assembling using new insulation and varnish.

Baking dry in oven, dip varnishing and rebaking in oven.

Reassembling all parts, fitting new standard type ball or roller bearings

to rotor and testing in workshop.

Capacity (kW) Man-hours

<3 24

5 30

10 38

15 40

20 40

30 48

40 50

50 60

60 75

75 80

100 90

Notes:

Excluding rebalancing of rotor.

These man-hours are for work on AC motors only and these are assumed to

be single-speed, squirrel-cage induction motors, three-phase, 380/440 volts,

50/60 Hz, 1440/1760 rpm, and with Class B insulation.

Excluding: staging for access to location, removals in way, cleaning in way

and cranage.

Electrical works 71

Table 6.4 Electric motors for winch/windlass/crane

Disconnecting motor from location, transporting motor ashore

to workshop for rewinding, and, on completion, returning on

board, refitting in original position and reconnecting original

cables.

Receiving motor in workshop, dismantling, cutting out all stator

coils, removing rotor bearings and cleaning all parts. Forming

new stator coils, for both stators, in copper wire assembling

using new insulation and varnish. Baking dry in oven, dip

varnishing and rebaking in oven. Reassembling all parts, fitting

new standard type ball or roller bearings to rotor and testing in

workshop.

Figure 15 A standard AC induction electrical motor

72 Guide to Ship Repair Estimates (in Man-hours)

Capacity (kW) Man-hours

20 160

30 200

40 220

50 240

60 300

75 320

100 360

Notes:

These man-hours are for work on AC motors only and these are assumed to

be triple-speed, three-phase, 380/440 volts, 50/60 Hz, double rotor/stator,

squirrel-cage induction motors with integral brake with Class B insulation.

Excluding rebalancing of rotor.

Table 6.5 Electric generators

Disconnecting and removing rotor ashore to workshop, full cleaning,

baking in oven, drying, varnishing, rebaking in oven, testing,

reassembling and reconnecting in place on board.

KVA Man-hours

<50 75

51–100 90

101–200 100

300 140

400 160

500 175

600 190

750 200

1000 220

Electrical works 73

Figure 16 A ship’s main diesel-driven AC alternator

74 Guide to Ship Repair Estimates (in Man-hours)

Table 6.6 Installation of electric cables. Man-hours for installations

per 100 metres of unarmoured, flexible, multi-core, rubber-insulated

cable

Area (mm2) 2 core 3 core 4 core 5 core 6 core 7 core 9 core 12 core

0.5 21 25 30 30 34 37 – –

1 23 27 33 34 38 41 – –

1.5 25 33 49 57 65 82 – –

2.5 43 49 54 66 78 90 106 122

4 48 53 61 72 89 106 129 150

6 54 61 66 79 – 115 – –

10 61 72 77 – – – – –

Including:

● Handling and installing in place numbers of lengths as indicated

of electric cable.

● Stripping back cable and insulation and preparing for connecting.

● Connecting to existing junction boxes in existing cable tray with

new cable ties.

● Man-hours shown are for installation of exposed cables up to

heights of 3 metres on exposed flat surfaces in existing cable

trays.

Exclusions:

● Material costs. These figures show man-hour charges only.

● Any removals of existing, or old cable. These man-hours are for

new installations only.

● Installation of scaffolding and any access work. These to be

covered in separate sections.

Notes:

Man-hours shown are for the installation of a single length of cable.

For the installation of a parallel, second length of electric cable, reduce by

15%.

For the installation of a parallel, third length of electric cable, reduce by 25%.

For the installation of a parallel, fourth length of electric cable, reduce by

Electrical works 75

30%.

For the installation of a parallel, fifth and subsequent length of electric cable,

reduce by 35%.

For additional height, increase tariff as follows:

3–5 metres; increase by 5%

5–8 metres; increase by 10%

8–12 metres; increase by 15%

76 Guide to Ship Repair Estimates (in Man-hours)

Table 6.7 Man-hours for installations per 100 metres of rubberinsulated,

or similar, armoured flexible cable, braided in bronze or

steel, basket weave

Area (mm2) 2 core 3 core 4 core 5 core 6 core

1 28 36 40 45 51

1.5 29 39 51

2.5 46 59 67

4 53 67 74

6 74 86 92

10 82 90 94

16 86 93 99

25 90 95 109

35 95 99 120

50 99 112 141

70 104 132 164

95 109 141 180

120 128 167 205

150 132 176 218

185 154 205 256

240 196 261 326

300 254 352 440

Including:

● Handling and installing in place numbers of lengths as indicated

of electric cable.

● Stripping back cable and insulation and preparing for connecting.

● Connecting to existing junction boxes in existing cable tray with

new cable ties.

● Man-hours shown are for installation of exposed cables up to

heights of 3 metres on exposed flat surfaces in existing cable

trays.

Exclusions:

● Material costs. These figures show man-hour charges only.

● Any removals of existing, or old cable. These man-hours are for

new installations only.

Electrical works 77

● Installation of scaffolding and any access work. These to be

covered in separate sections.

Notes:

Man-hours shown are for the installation of a single length of cable.

For the installation of a parallel, second length of electric cable, reduce by

15%.

For the installation of a parallel, third length of electric cable, reduce by 25%.

For the installation of a parallel, fourth length of electric cable, reduce by

30%.

For the installation of a parallel, fifth and subsequent length of electric cable,

reduce by 35%.

For additional height, increase tariff as follows:

3–5 metres; increase by 5%

5–8 metres; increase by 10%

8–12 metres; increase by 15%

78 Guide to Ship Repair Estimates (in Man-hours)

Figure 17 Grouping of electric cables on a cable tray

Table 6.8 Man-hours for installations per 100 metres of rubberinsulated,

or similar, armoured flexible cable, braided in bronze or

steel, basket weave. Single-core cable (for use with multi-runs of

higher cable sizes)

Area (mm2) 1 wire 2 wires 3 wires 4 wires 5 wires

50 80 88 102 122 157

70 92 102 117 140 182

95 108 119 137 163 213

120 125 137 157 189 246

150 132 145 166 200 260

185 148 163 188 225 293

240 174 191 220 263 342

300 231 254 293 351 456

380 281 310 356 427 556

Including:

● Handling and installing in place numbers of lengths as indicated

of electric cable.

● Stripping back cable and insulation and preparing for connecting.

● Connecting to existing junction boxes in existing cable tray with

new cable ties.

● Man-hours shown are for installation of exposed cables up to

heights of 3 metres on exposed flat surfaces in existing cable

trays.

Exclusions:

● Material costs. These figures show man-hour charges only.

● Any removals of existing, or old cable. These man-hours are for

new installations only.

● Installation of scaffolding and any access work. These to be

covered in separate sections.

Notes:

Man-hours shown are for the installation of single runs of cable without joins.

For additional height, increase tariff as follows:

3–5 metres; increase by 5%

5–8 metres; increase by 10%

8–12 metres; increase by 15%

Electrical works 79

Table 6.9 Man-hours for installations of cable tray per metre

(perforated steel cable tray, including brackets and fastenings)

Size (mm) Man-hours per metre

75 0.95

100 1.05

150 1.25

225 1.50

300 1.75

Bends Each bend to be rated at

three times that of ‘per

metre’

Including:

● Handling and installing in place numbers of lengths as indicated

of electric cable tray.

● Man-hours shown are for installation of exposed cable tray up to

heights of 3 metres on exposed flat surfaces.

Exclusions:

● Material costs. These figures show man-hours charges only.

● Any removals of existing, or old cable tray. These man-hours are

for new installations only.

● Installation of scaffolding and any access work. These to be

covered in separate sections.

Notes:

Man-hours shown are for the installation of a single length of cable tray.

For additional height, increase tariff as follows:

3–5 metres; increase by 5%

5–8 metres; increase by 10%

8–12 metres; increase by 15%

80 Guide to Ship Repair Estimates (in Man-hours)

Electrical works 81

Figure 18 Control panels of a ship’s auxiliary equipment

Table 6.10 Man-hours for installations of electric cable conduit

per metre (galvanized steel conduit, including brackets and

fastenings)

Size (mm) Man-hours per metre

20 0.72

25 0.78

32 1.14

Including:

● Handling and installing in place numbers of lengths as indicated

of electric cable conduit.

● Man-hours shown are for installation of exposed cable conduit up

to heights of 3 metres on exposed flat surfaces.

Exclusions:

● Material costs. These figures show man-hours charges only.

● Any removals of existing, or old cable conduit. These man-hours

are for new installations only.

● Installation of scaffolding and any access work. These to be

covered in separate sections.

Notes:

Man-hours shown are for the installation of a single length of cable conduit.

For additional height, increase tariff as follows:

3–5 metres; increase by 5%

5–8 metres; increase by 10%

8–12 metres; increase by 15%

82 Guide to Ship Repair Estimates (in Man-hours)

7 General works

Table 7.1 General cleaning

(a) Berthing vessel alongside special tank cleaning berth.

(b) Receiving of bilge water or slops into shore facility using ship’s

pumps.

(c) Removing sludge deposits from tanks and disposal ashore.

(a) Man-hours (b) Man-hours (c) Man-hours

(minimum per 20 tonnes per 10 tonnes

charge) (minimum) (minimum)

150 1.5 105

Notes:

(a) This rate may vary depending upon shipyard. An hourly rate will apply

with a minimum charge being levied, as shown in the figure above.

(b) The rate for collection of bilge water or slops will depend upon the

receiving facility and the rate levied for (a). For collection by road tankers,

separate quote should be requested.

General works 83

Table 7.2 Tank cleaning

(a) Removal of tank manhole cover for access and refitting with new

cover joint.

(b) Removing dirt and debris cubic metre.

(c) Hand cleaning of bilge areas or inside tanks per 10 square

metres.

(d) Hand scraping of internal steel areas per 10 square metres.

Man-hours

Type of tank (a) (b) (c) (d)

Fresh water 6 0.70 1.25 1.0

Ballast water 6 6.3 1.60 1.70

Fuel oil (MGO) 6 10.5 4.25 –

Table 7.3 Tank testing

(a) Tank testing by low pressure compressed air, per tonne

capacity.

(b) Tank testing by filling with sea water, per tonne capacity.

Man-hours

Tank capacity (m3) (a) (b)

< 5 0.25 0.32

5–20 0.20 0.25

20–50 0.16 0.20

50–100 0.14 0.16

Special notes on quotations:

● Obtain a copy of the ship repair contractor’s standard tariff rates.

● Request the ship repair contractor to agree that extra work will be

priced in accordance with produced standard tariffs, or other

agreed rates.

● Ensure that conditions of contract are agreed before placing of contract.

If not, then it will be assumed that the shipyard’s standard conditions

apply, which may not always be suitable to the ship owner.

84 Guide to Ship Repair Estimates (in Man-hours)

8 Planning charts

The following is not necessarily required by ship owner’s superintendents,

but may prove useful to give an indication as to a method

of determining the timescale and daily loadings for carrying out the

repairs.

In forward planning and scheduling it is imperative that the

planned timescale for repair periods are adhered to strictly in order

to avoid knock-on effect delays. A ship repair yard therefore must be

aware, well in advance, of the total work load and resources needed

to complete each job. This is where the man-hour totals for each

trade are required and, very importantly, the work rate of each trade.

The graphs shown in this section have been compiled from historical

data by shipyard workload planners and are actual graphs

derived, and used by, a large international ship repair yard to assist

the forward planning of the yard. The yard’s planners must ensure

that sufficient resources are available to carry out the workload,

looking up to 3 months ahead and this is their method of doing so.

Using this process the planners can arrange for the necessary

resources to be available well ahead of the scheduled repair period

and have these available on arrival of the vessel.

Using a prepared ship repair specification, a planner will carry

out an analysis of the work and produce a critical path. This critical

path determines the timescale of the repair period, so any way in

which the timescale of a job within the critical path may be reduced

will reduce the overall timescale. Additional resources will be used

on these jobs to ensure their earlier completion, so then this is the

way in which the total timescale is reduced.

Using the foregoing tables in this book, the estimator can forecast

the total number of man-hours per trade for the specified work.

Knowing the yard’s resources, the next job is to develop the daily

work rate for each trade.

A graph of the work rate for each trade is available with the

Planning charts 85

yard’s planners, and using the graphs, the planner can estimate the

timescale to complete the known works.

In carrying out a planned repair period, the planner will consider

certain aspects of priority.

As an example, consider a vessel entering the dry dock and a

number of trades have planned work in the dry dock area. A very

high work rate is necessary to complete any work that prevents other

trades from carrying out their work. Into this category comes the

hull treatment workers. These are the first workers on the external

areas of the vessel. This trade will hand scrape the hull free from sea

growth and then carry out high-pressure jetwashing of the hull.

Preparations will then be made for this trade to continue with gritblasting

to clean the hull and then apply the first coat of primer paint.

Once this high activity area has been completed, the work rate of the

hull treatment trade may be reduced to make way for other trades to

carry out their external work. The hull treatment trade workload may

now be reduced, and certain of these workers released to other high

activity areas.

During this period, very few other trade workers will be able to

work in the same vicinity, so the planners assign these to other areas.

The trade graph will indicate the high work rate of the hull treatment

workers initially on the hull and then show the tapering off.

All trades are considered in a similar manner and graphs drawn

from historical data until the work rate of each trade can be predicted.

The graphs have been drawn up indicating the trend of work rate

of the individual trades and are used to determine the timescale of the

repair period.

Conflicts always occur in repair period. As noted with the hull

treatment, no other trade can work during this period, so this is a conflict

in this area. There are many conflicts between trades and also

within trades, causing delays in starting jobs, and continuing jobs.

The jobs on the critical path generally are given a higher priority than

other jobs by the overall co-ordinator of the work.

The following example describes the method of using the workload

graphs :

As an example, take the marine fitter graph.

The estimator/planner will have determined the total man-hours for

the complete specified works so will have a grand total.

86 Guide to Ship Repair Estimates (in Man-hours)

Knowing the available resources at the yard, the maximum

number allocated to a ship will be known, e.g. 10 men.

The percentage work is an estimated total, e.g. 1000 man-hours.

Each man may be assigned to work 10 hours per shift.

So the logical time to complete the works will be :

1000 man-hours/10 men x 10 hours per shift = 10 shifts. When this

is determined, a decision will be made on whether this time is excessive

and, if so, additional resources will be assigned. If not then it will

continue as planned.

10 men x 10 hours per shift = 100 man-hours per shift, should be

10% of the work per shift. Carrying out this constant work rate would

produce a straight line graph at 45° where the slope would be

‘y’ = ‘x’.

However, this does not happen and is shown from the marine fitter

graph as follows:

Each work shift comprises 100 man-hours.

The first shift’s work will complete 5% of the work.

The second shift’s work will continue up to 14% of the work, an

increase of 9%.

The third shift’s work will continue up to 31% of the work, an increase

of 17%.

The fourth shift’s work will continue up to 43% of the work, an

increase of 12%.

The fifth shift’s work will continue up to 55% of the work, an increase

of 12%.

The sixth shift’s work will continue up to 67% of the work, an increase

of 12%.

The seventh shift’s work will continue up to 81% of the work, an

increase of 14%.

The eighth shift’s work will continue up to 88% of the work, an

increase of 7%.

The ninth shift’s work will continue up to 95% of the work, an

increase of 7%.

The tenth shift’s work will continue up to 100% of the work, an

increase of 5%.

This indicates the varying degrees of output for the same man-hour

input. This is caused by the type of conflicts shown in the hull treatment

workers, where other trades must allow them sole access to

certain areas.

Planning charts 87

The trade supervisors, together with the planners, may increase or

decrease the quantity of workers in certain areas to allow smooth

running of the work.

This is one use of the graphs. Another is where a vessel must be

completed within a certain timescale and the graphs are used to indicate

the numbers of workers per trade that must be used in order to

meet the target date. Knowing this, if the yard do not possess the full

resources themselves, then the planners can ascertain the numbers

of sub-contracted labour that are required to complete the total work

schedule.

In this instance the timescale will be a known entity, so then it will be

established what are the exact number of man-hours per shift per

trade to complete the work in accordance with the work rate of the

trade graph. A histogram would then be drawn indicating the

number of men per trade per shift, and these resources would be

allocated well in advance of the arrival date of the vessel.

To illustrate this, again take the case of the marine fitters having a

workload of 1000 man-hours and an exact time of 10 shifts is allocated

to complete the job :

The first shift’s work will complete 5% of the work = 50 man-hours.

The second shift’s work will complete 9% = 90 man-hours.

The third shift’s work will complete 17% = 170 man-hours.

The fourth shift’s work will complete 12% = 120 man-hours.

The fifth shift’s work will complete 12% = 120 man-hours.

The sixth shift’s work will complete 12% = 120 man-hours.

The seventh shift’s work will complete 14% = 140 man-hours.

The eighth shift’s work will complete 7% = 70 man-hours.

The ninth shift’s work will complete 7% = 70 man-hours.

The tenth shift’s work will complete 5% = 50 man-hours.

Total man-hours = 1000.

Total shifts = 10

The manpower input is variable in accordance with the graph work

rate loading.

The workers can therefore be assigned against the shift man-hour

totals necessary to complete each shift’s total workload.

88 Guide to Ship Repair Estimates (in Man-hours)

The following histogram indicates the calculated shift totals shown

above and the planners and repair co-ordinators can assign the daily

trade manpowers accordingly.

Sample graph loadings for major trades in

ship repairing

(It should be noted that these sample graphs are actual loadings that

were used by a certain major ship repair yard from figures compiled

from production feed back over a number of years. These graphs

were then used by the commercial division planners to predict the

required manpower resources for up to three months ahead.)

Planning charts 89

1 2 3 4 5 6 7 8 9 10

Shifts

180

160

140

120

100

80

60

40

20

0

Marine fitters: Man-hours/Time, shifts

Man-hours

Man-hours

90 Guide to Ship Repair Estimates (in Man-hours)

% Time

100

90

80

70

60

50

40

30

20

10

0

Hull blasting painting man-hours

% Work

0 10 20 30 40 50 60 70 80 90 100

●

●

●

●

●

●

●

●

●

●

●

% Time

100

90

80

70

60

50

40

30

20

10

0

Marine fitter man-hours

% Work 0

10 20 30 40 50 60 70 80 90 100

●

●

●

●

●

●

●

●

●

●

●

Planning charts 91

% Time

100

90

80

70

60

50

40

30

20

10

0

Marine steelworker

% Work

0 10 20 30 40 50 60 70 80 90 100

●

●

●

●

●

●

●

●

●

●

●

% Time

100

90

80

70

60

50

40

30

20

10

0

Marine pipefitter man-hours

% Work

0 10 20 30 40 50 60 70 80 90 100

●

●

●

●

●

●

●

●

●

●

●

92 Guide to Ship Repair Estimates (in Man-hours)

% Time

100

90

80

70

60

50

40

30

20

10

0

Marine welder/burner

% Work

0 10 20 30 40 50 60 70 80 90 100

●

●

●

●

●

●

●

●

●

●

●

% Time

100

90

80

70

60

50

40

30

20

10

0

Marine electrician man-hours

% Work 0

10 20 30 40 50 60 70 80 90 100

●

●

●

●

●

●

●

●

●

●

●

Index 93

Index

Air compressors, 60, 61

Air receivers, 61

Anchors and cables, 26

Auxiliary boiler, 67

Auxiliary steam turbines, 58

Ballast water tank cleaning, 84

Bearing survey, 45, 50

Berth preparation, 5

Bilge area hand cleaning, 84

Bilge water or slops handling,

83

Boilers, 67

Cables, anchors, 26

Cargo pump turbine, 58

Cargo pumps, 60

Chain lockers, 27

Compressors, air, 60, 61

Condenser, 54

Crankcase doors, 45, 46, 51

Crankshaft deflections, 45, 46,

51

Cylinder head, 43, 48

Cylinder liners, 44, 49

Diesel engines, 42, 47

Dock rent per day, 6

Dock services, 7

Docking and undocking, 6

Docking blocks, shifting, 5

Docking plugs, 22

Drydocking works, 5–28

Duplex pump, 64

Electric cable conduit, 82

Electric cable tray, 80

Electric cable, armoured, multicore,

77, 78

Electric cable, single core, 79

Electric cable, un-armoured,

multi-core, 75, 76

Electric cables, 75–79

Electric generators, 73

Electric motors, 71

Electric motors, crane, 72, 73

Electric motors, winch, 72, 73

Electric motors, windlass, 72,

73

Electrical insulation resistance

tests, 69

Electrical switchboard, 70

Electrical works, 69–82

Feed pump turbine, 59

Feed pumps, 59

Flexible coupling, 57

Four stroke auxiliary diesel

engines, 47

Four stroke main propulsion

diesel engines, 47

Fresh water tank cleaning, 84

Fuel oil tank cleaning, 84

Gear pump, 65

General works, 83–84

Gudgeon pin, 48

Heat exchanger, 55

Hollow fenders in half pipe, 25

Hull painting area formula, 12

Hull painting of names,

homeport, load lines, draft

marks, 10

Hull painting special notes, 11

Hull painting, 10

Hull preparation by degreasing,

8

Hull preparation by disc

preparation, 8

Hull preparation by dry blast, 8

Hull preparation by grit blast, 8

Hull preparation by grit sweep,

8

Hull preparation by hand

scraping, 8

Hull preparation by high

pressure jetwash, 8

Hull preparation by hose down

with fresh water, 8

Hull preparation by spot blast, 8

Hull preparation by vacuum dry

blast, 8

Hull preparation by water blast,

8

Hull preparation special notes, 9

Hull preparation, 8

Hull steel repairs, 29

Internal steel hand scraping, 84

Main condenser, 54

Main steam turbines, 57

Mechanical works, 41–67

Megger tests, electrical

insulation resistance, 69

Oil tanker cargo pump, 60

Pipe clamps, 38

Pipe spool pieces, 39

Pipe work renewals in copper,

37

Pipe work renewals in schedule

40 steel, 35–36

Pipe work renewals in schedule

80 steel, 35–36

94 Index

Pipe work, hot dip galvanising

after manufacture, 36

Pipeworks, 35–39

Planning works, 85–92

Propeller cleaning, in-situ, 16

Propeller removal, 14

Propeller repairs and balance

checking, 14,15

Propeller works, 14

Pumps, 62

Reciprocating pump, motor

driven, 64, 65

Reciprocating pump, steam

driven, 64,

Rudder clearances, 13

Rudder gland packing, 13

Rudder removal, 13

Rudder works, 13

Sea chests, 22

Sea grids, 22

Sea valves, 23

Simplex pump, 64

Sludge handling, 83

Staging, 28

Steam turbines, 58

Steel weight calculation method,

30–31

Steel repairs, 29

Steel works, special notes, 33

Steelworks, 29–33

Steering gear, 66

Stern gland patent seals, 19

Stern gland repacking, 19

Storm valves, 24

Tailshaft clearances, in-situ, 17

Tailshaft crack detection by

Magnaflux test, 19

Tailshaft patent seals, 19

Tailshaft removal externally, 18

Tailshaft removal internally, 18

Tailshaft works, 17–19

Tank cleaning, 84

Tank manhole cover removal, 84

Tank testing by filling with sea

water, 84

Tank testing by low pressure

compressed air, 84

Top overhaul, diesel engine, 43,

48

Turbines, steam, 58

Turbo alternator, 58

Two stroke main propulsion

diesel engines, 42

Valve, high pressure, 52

Valve, pipeline, 52

Valve, sea, 23

Water-tube boiler, 67

Zinc anode quantity calculation,

20–21

Zinc anodes, 20

Index 95